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ANCHORING SEMISUBMERSIBLE PLATFORMS

Conference Paper · December 2023

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 ANCHORING SEMISUBMERSIBLE
PLATFORMS
Marijan Zujić1, Ivica Skoko2, Zlatko Boko3, Toma Kuzmić4
Anchor handling is a complex and dangerous job that involves stretching anchor chains,
knocking down and lifting multiple anchors, sometimes in bad weather conditions. Complex operations
with anchors can be done successfully only by people with experience in these jobs. Any error when
anchoring platforms can have disastrous consequences, cause extensive material damage, cause
environmental disaster, and lead to human casualties. This paper explains the procedures for anchoring
semisubmersible platforms for exploiting gas and oil from the seabed.

Some platforms are anchored with a dozen or more anchors, which requires anchor handling
operations to be performed by two AHTS (Anchor Handler Tug Supply) ships simultaneously, with mutual
coordination and cooperation with the crew on the platform, who have to do their part, release or wind
anchor lines (wire lines). In this demanding job, routine, experience and safety are achieved over time in
these complex operations.

KEY WORDS

~ Anchoring/mooring
~ towing
~ semisubmersible platform
~ anchor
~ anchor handling tug supply vessel

1
University of Split, Faculty of Maritime Studies
e-mail: mzujic@[Link]

10th International Maritime Science Conference ~ May 8th & 9th 2023 ~ Solin, Croatia 1
1. INTRODUCTION

In search of natural energy sources, oil and gas exploitation from the mainland gradually shifted to the
coastal belt and then to the sea. The development of technology and the idea of oil platforms initiated the
exploitation of oil and gas from the seabed. From the beginning of oil rigs and their arrival in the drilling area,
the question arose of keeping the platform in the desired position, despite the changing hydrometeorological
influences. With the development of anchoring technology, ships and anchor handling equipment, positioning,
and anchoring platforms became safer and more accessible. Powerful winches were installed on ships, and
steel foreheads were equipped. Spacious decks for handling anchors were seated on their construction with
the cranes, anchor chains and winches.

With the technology progress, the art of anchoring platforms was also developed. The large, powerful,
massive anchors and the platform anchoring business led to increased platform safety while docked. In anchor
handling operations, there must be no shortcomings and temporary improvisations because even the slightest
mistake can lead to threats and disasters.

Anchoring drilling rigs and exploiting oil and gas from the seabed is a dangerous and complex job that
involves knocking down, stretching or lifting many anchors, at a distance of up to several hundred meters, often
in bad weather conditions. Well-trained seafarers with extensive knowledge and experience can successfully
perform these operations. Any mistake can have disastrous consequences, cause a significant environmental
disaster, lead to extensive material damage, and in the worst case, human casualties can occur.

The platforms are anchored with several anchors, depending on the type and size of the platform and
the area of work and weather conditions. These operations with anchors are usually performed in pairs by two
AHTS ships, with good mutual coordination and cooperation with the platform crew, which must do its part on
time, wind and release anchor wire lines. It takes extensive experience to make the right decisions promptly
when anchoring platforms.

Figure 1. Deepsea Delta semisubmersible oil rig in the North Sea.

(Source: [Link])

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2. PLATFORM ANCHORING EQUIPMENT

Equipment for anchoring platforms must be extremely sturdy and made of solid materials. The forces
acting on the equipment are significant. If the platform is not anchored correctly and if the appropriate equipment
is not used, rupture and damage to the anchor equipment may occur. Essential anchor equipment consists of
anchors, steel foreheads, buoys, windlass, anchor chains, shackles, wire lines, etc. The equipment is loaded
onto a tugboat or “AHTS” ship that does the anchoring manoeuvre.

The anchor must have shape and size according to the purpose for which it is used, aligned with the
size of the anchored object. It is not enough that the anchor is shot down and lies on the seabed. To keep the
floating object in the selected default location, the anchor must be dug into the seabed and buried during the
object’s stay in the given position.

The platform anchoring system consists of several anchor lines designed to maintain the platform in
position. Anchor lines can be simple or homogeneous (consisting of a single steel forehead or chain) or
combined (they contain a wire part and a chain part near the anchor).

The anchor line contains a winch, a guide rail, a steel forehead and chain, links, anchor shackles, a
tripping line and a pennant buoy.

2.1. Anchor winch

Winches are used to retract or pull anchor chains found on cable lifters. Winches differ in size, power
and mode of drive, and they can be electric or hydraulic winches. The person handling the winch must know
the following:

• Storage capacity of steel collar or chain and the speed and resistance ratio of the anchor line:

▪ high speed at low resistance (about 3 m/s),

▪ the medium speed at medium resistance (from 1 to 2 m/s) and

▪ Low speed at high resistance (from 0.3 to 0.5 m/s).

To allow the platform to anchor in a specific position, ensuring that the winches meet the requirements
and that their maximum resistance capacity is sufficient for anchoring tests conducted under a particular load
is vital. Winches are arranged on the platform, and their management must be possible to perform from one
room.

Consoles should also allow the constant display of drums (across the screen), a line tension indicator
(tensiometer), and an indicator of a drawn steel forehead or chain. All accessories at the ends of the rope used
in anchoring operations shall comply with the requirements of the classification society. It is forbidden to use
improvised made ends of a rope which was often done by the crew before.

10th International Maritime Science Conference ~ May 8th & 9th 2023 ~ Solin, Croatia 3
 Figure 2. Socket (Source: [Link]/products / [Link]. )

2.2. Pennant (tripping line)

Pennant is a steel rope tied to the anchor’s end and allows anchors to be transported and extracted
from the sea AHTS (Anchor Handling Tug Supply) by boat. Pennant must have the same features as the anchor
line. Its length shall be equal to the depth at which it is located, with the addition of 30 to 40 m and an addition
to the deck length of the AHTS ship. This type of steel rope must withstand the heavy loads of the deeply buried
anchor. Therefore, it must always be in good condition because the cracking of the Pennant would lead to a
tremendous waste of time and sometimes even the loss of the anchor.

Figure 3: Pennant line.

(Source: [Link] )

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2.3. Pennant buoys

This type of buoy maintains a pennant steel rope on the surface of the sea and, at the same time, marks
the position of the anchor. The dimensions of the buoy depend on the steel rope attached to it, which amounts
to about a third of the buoy above the sea’s surface.

Figure 4: Pennant buoy. (Source: [Link] )

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2.4. Chaser

Chaser is a ring placed on the anchor line for handling and extracting the anchor from the sea. It is
connected to the surface via a pennant rope.

Figure 5: Returning chaser to the platform. (Source: [Link] )

After anchoring, the line is slightly tense, and the supply ship transfers the “chaser” to the platform. To
extract the anchor from the sea, the supply ship slips the chaser along the line to the anchor and pulls it out by
pulling the line. Chaser must gently slide over the chain and rotating links to not damage the cable.

Figure 6: Anchor equipped with a chaser ring. (Source: [Link] )

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2.5. Anchors

Figure 7 below shows the types of anchors which are most commonly used in the offshore industry.
Regardless of the variety in shape and use of anchors, all anchors have some standard features, so each anchor
has a waist, crown, arms and shovels.

Figure 7. Types of anchors often used in the offshore industry. (Source: [Link])

2.6. AHTS (Anchor Handling Tug Supply) ships

AHTS ships are designed for operations with anchors for oil platforms, bringing anchors to the site and
using anchors to secure the platform in its place. They also provide towing services and anchoring in the deep
sea. Many of these ships can withstand the harshest weather conditions in the North Sea and supply between
ground bases and oil rigs.

AHTS ships differ from PLATFORM SUPPLY VESSEL (PSV) ships in that they are equipped with reliable
winches for towing and manoeuvring anchors, have an open stern to allow anchors to be lowered and have a
higher pulling power than conventional PSVs ships.

Bollard pulls required to perform these demanding tasks dramatically affect the ship’s design because
it defines the power of the engine needed, the size of the screw, the shape, and the submersible stern that
allows the screw to be located at the required depth. The width and shape of the hull provide the AHTS vessel
with good stability, primarily when heavy ropes/chains and anchors descend from the stern into the sea.

Handling anchors requires high engine power, winch capacity, place on the aft deck, platform chain
baskets and auxiliary equipment for anchor handling. A stern roller on the ship’s aft facilitates the passage of
ropes and anchors over the vessel’s stern during anchor handling operations.

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 Figure 8: Arrangement on the deck of a large AHTS ship. (Source: Hancock, M 1994.)

The main features of AHTS ships are:

• Extremely high traction power and the degree of engine utilisation required for handling heavy
anchors,

• equipped with a combination of multiple thrusters (bow and stern) with dual-screw CPP
(Controllable Pitch Propeller) systems, which gives them good manoeuvrability and allows
AHTS ships to operate in all weather conditions,

• reinforced deck on the stern allows the handling and stacking of the largest anchors, heavy
steel foreheads, chains, buoys and similar equipment,

• a robust multi-drum system uses two winches, one for towing and the other for anchors. Also,
each of these main vitals and drums contains auxiliary drums and winches for towing and
handling anchors at great depths,

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 • Chain lockers are of high capacity, so there is a large amount of anchor chain on board, and

• AHTS ships are multipurpose ships and can be used as platform suppliers.

Figure 9: AHTS Skandi Vega. (Source: [Link] )

3. ANCHORING PLATFORMS

3.1. Anchoring analysis

The anchoring analysis aims to estimate maximum values, such as full loads on anchor lines, forces on
anchors, and shifts of an anchored object, which can occur in adverse weather conditions. These maximum
values shall be less than permitted in the project to ensure sufficient system safety in the event of overload and
a fair distance from other maritime facilities.

The maximum displacement must be checked for the conditions of the strongest storm the rig must
endure during drilling operations. The displacement depends on several factors, such as water depth,
environmental forces and the anchoring system of the object being analysed.

3.2. Operation planning

Anchor handling operations are agreed upon between the platform, the AHTS ship and their related
parties. In practice, no universal method is applied to all anchor handling operations. Which way will be used
depends on the weather conditions, the depth of the sea and the equipment available to the platform and the
AHTS ship.

When the requirements of anchor handling operations are determined, it is necessary to carry out a
process according to the state of the oil field. All parties involved in operations shall be informed and prepared
with the essential information and materials necessary for the successful execution of the anchor handling
operation.

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 The operating team of the platform performs a situation check in the anchor handling operation.
Situation checking includes the general condition of the platform, weather conditions, availability of equipment
on the platform and risks that can be predicted, as well as hidden risks.

Before carrying out the anchor handling operation, a platform relocation meeting should be organised.
Participants shall be informed of their roles in the platform relocation and given sufficient time to review the rig
move plan. Weather conditions during the task should be considered, and the weather forecast for three days
from the start of the anchor handling operation. At most, the wave height and wind power shall be the planned,
expected values.

3.3. Anchoring procedure

Semisubmersible oil platforms are equipped with anchoring systems (anchor-winch, anchor lines-
chains, steel and synthetic ropes, anchors and other elements such as canter connecting links and bollards).

Depending on the construction of the semi-immersive platforms, each usually has between six and
eleven anchors by which they are maintained at the drilling position. There are several models of anchoring (Fig.
10), and they mainly depend on the performance of semi-submerged platforms.

Figure 10: Typical anchor line layout. (Source: [Link] )

(a nine symmetrical anchor lines, b eight symmetrical anchor lines, c ten symmetrical anchor
lines, d eight anchor lines, angles 30º and 70º, e eight anchor lines, angles 45º and 90º and dashed ten
anchor lines, f eight anchor lines, angles 30º and 60º).

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 For the platforms to reach the site of the well, they need to be towed and anchored over the well. This
work is done for anchoring the tug-supplier platforms; the “AHTS” ship already in the port of departure
complements the equipment depending on the platform type, the number of anchors, the sea depth of the
platform anchors, the number of tugboats, etc. When the platform approaches the position designated for
anchoring, the “AHTS” ship approaches the platform and takes over the ploy and buoy.

After all the equipment is loaded, it is connected to the main anchor or auxiliary towing rope, and
everything is stretched. At the same time, the platform drops the chain. The anchor is placed next to the stern
of the tug. The length of the line, which depends on the depth of the sea, is prepared in advance and should be
increased by 30 % concerning the depth of the sea. Upon arrival at the anchoring point position, the platform
crew is notified.

The anchor is gently lowered to the seabed, and the entire Pennant is discharged. It should be tried that
Pennant is always composed of several parts of wire lines because this allows easier and easier handling. The
strength of the wireline pennant must withstand a load from 8 to 12 times that of the anchor itself.

The process begins when the anchoring analysis is completed, and an anchoring plan is made. The
platform is brought to the anchoring position, and the Anchor Handling Tug Supply transfers the anchor to the
position determined by the anchoring plan. The following Figure 11 shows the ship in the process of anchoring
the platform.

Figure 11: AHTS (Anchor Handling Tug Supply) in the platform anchoring process. (Source: [Link] )

3.3.1. Receiving Pennant from the platform

The Master of the AHTS ship manoeuvres the ship with great care and brings it close to the platform.
During the approach, AHTS must always have a boat ready for the descent, as the crew operates on an open
deck at the ship’s stern.

Due to the complexity and high risk of anchor handling operations in the deep sea, two, three or more
AHTS ships are used. The main AHTS comes to a position from which the distance is suitable for towing
operations or in case of any emergency.

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 When the AHTS ship reaches the vicinity of the platform and is ready to take over the pennant, the
vessel and the crane on the platform must communicate well and clearly to harmonise the work to avoid dangers
and injuries to the crew members of the AHTS ship.

The crane places the pennant above the AHTS ship and slowly lowers it according to the orders of the
first officer or deck leader. The Master keeps the boat in place until the crew secures a pennant and work rope.
The team at the stern of the AHTS ship must be careful and avoid being hit by the head of a pennant or a crane
hook.

When the pennant is lowered on the vessel, it is secured by a shark jaw system and connects to the
work rope. The rope attached to the pennant line is pulled on the deck of the AHTS and links to the tow rope of
the AHTS. The crew leaves the vicinity of the tense Pennant as soon as possible because there is a risk of
cracking due to overload.

Figure 12: Shark jaw system. (Source: [Link] )

AHTS places the anchor and chaser on the deck and pulls the work rope from the platform. The working
string should be held between the shovels of the anchor during the process of ejecting the anchor line. AHTS
increases power while the anchor line’s tension rises on the platform’s winch tension indicator. The anchor line
is drawn entirely with an anchor on deck or sometimes on a stern roller. When the main anchor is moved,
auxiliary AHTS ships are positioned to accept part of the chain and thus reduce the load on the line and the
possibility of damage.

As the tension reaches the expected value, the platform issues an order to lower the anchor, and AHTS
draws a tow line until the anchor comes to the roller on the stern. If the anchor is already on the roller, then the
triangular plates are held under the main shackle on the drum to maintain the stability of the anchor. Chaser can
also be located on the deck or the stern roller. In this case, the thrust of the screw passes under the anchor and
does not affect the shovels of the anchor.

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 AHTS reduces propulsion when lowering the anchor over the roller after receiving the command from
the platform and retains the “chaser” on the anchor head to control the anchor’s orientation and the anchor’s
lowering.

When the anchor is located below the screw splash zone, constant tension is maintained to ensure that
the anchor does not fail through the “chaser” if the weight of the anchor is less than the force of the working
line connected to the anchor and oriented towards the platform.

In some conditions, AHTS ships maintain the anchor hanging from the pennant line below the screw
splash zone, about 60 to 80m above the bottom. This method requires less power on the winch during laying
anchor.

Communication between the platform and the AHTS ship is essential, especially when the anchor hangs
10 to 15m above the bottom. AHTS stops the anchor dropping and notifies the platform, then orders AHTS to
release the pennant line approximately 1.5 times the depth of the sea. Then AHTS increases power until a rise
in line tension is noticed on the platform. At this time, the platform gives the order to lay the anchor. AHTS
immediately stops the engines and pulls back. It then draws a line of Pennants, and the anchor lies at the bottom
until the line is drawn 1.5 to 2 times from the depth of the sea. The platform pulls the line to the required load,
and the anchor is completely buried. The wear and tear between the chaser and the work line decrease when
the working line is taut and the chaser can be pulled out with less friction.

3.3.2. Anchoring operation

The platform is brought to the anchoring position. The ship AHTS (Anchor Handling Tug Supply) first
approaches the rig with the stern (Fig. 13) and connects the main anchor’s head or extra towing rope.

Figure 13: Approaching the ship to the platform to take over the anchor line. (Source:
[Link] )

The anchor is placed next to the stern of the tugboat (Fig. 14). Pennant is prepared in advance
depending on the depth of the sea at which it anchors. At the same time, the platform drops a chain or steel
forehead with which the anchor is connected. The Pennant must be longer than the depth of the sea depending
on the amplitudes of the tides and the development of waves (wave heights) so that it is longer than the depth
of the sea by 30 % or increased by 1.5 times the maximum wave heights occurring at the site.

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 The sizing of the Pennant must be such that it can withstand up to several times the force (eight to
twelve times) than those produced by the anchor and the platform anchor line so that an anchor lifting
manoeuvre can be performed when changing the position of the platform for any reason.

Figure 14: Setting the anchor along the stern of the tug. (Source: [Link] )

After the anchor is placed along the tug’s stern, the same takes the course set by the anchoring plan
(for this anchor line), driving forward to reach the anchor point (Figure 15).

Figure 15. Stretching the anchor line to the anchor point. (Source: [Link] )

An anchor is placed on the seabed (Fig. 16). Pennant has two parts, one on the anchor and the other
on the buoy (which indicates the position of the anchor). While the lower part of the Pennant is on the tugboat’s
deck, the winch stops, the slip hook is connected, the towing rope is released, the buoy is connected, then the
slip hook is released (slipping), and the buoy slides into the sea. This procedure carries out the anchoring of
one anchor line. The process is repeated for other anchors according to the anchoring plan.

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 Figure 16: Placing the anchor on the seabed. (Source: [Link] )

3.3.3. Piggyback with two Stevpris anchors

When one anchor is not safe enough to anchor, the so-called PIGGYBACK method with two anchors is
used. When two Stevpris anchors are used in piggyback, the holding capacity of this combination may be equal
to or greater than the sum of the individual anchor holding powers. The installation process of two Stevpris
anchors is as follows:

• The main Stevpris anchor is dropped, with a mooring rope connected to the anchor link and a
pennant line (steel rope for optimal performance) approximately three times longer than the
waist of the first Stevpris anchor) attached to the eye behind the anchor’s shackle.

• Connect the other end of the steel forehead to the link of the anchor of the second Stevpris
anchor.

• To lower the second Stevpris anchor to the seabed, the second line of the Pennant is associated
with the eye behind the anchor shackle.

• Using the second pennant line, Stevpris anchors descend to the seabed and position.

• Stevpris anchors are then dug in by drawing a mooring line.

Figure 17: Piggybacking with the use of a chaser. (Source: [Link] )

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3.3.4. Piggybacking with the use of a chaser

Sometimes catchers are used to connecting the piggyback anchor to the first anchor, although a
pendant line connected directly to the eye behind the main anchor of the first anchor is preferred. The
connection process described for the two Stevpris anchors also applies when using the chaser. During the
installation of this combination, it is necessary to ensure that the anchors are placed according to the load.

3.4. Weighing anchor

Upon completion of the rig, drilling or exploitation of oil and gas, after temporary anchoring, it is
necessary to move the rig to a new location. To make the transfer, it is essential to weigh the anchors
beforehand. After the preparations for “AHTS,” the ship approaches the stern buoy anchors, which need to be
raised.

AHTS ship manoeuvres the ship by approaching the buoy, indicating the platform anchor. The ship’s
first officer must deploy the crew to perform the agreed activities on deck. Before lifting on the deck, a crew
member should prepare a lasso to catch the buoy. Lasso comprises a synthetic rope or steel forehead length
of 10 to 15 meters.

The wire line’s size and strength depend on the buoy’s size. After everything is ready, the lasso is
transferred over the buoy, connected to the towing rope, and tightened until the first part of the tailgate reaches
the deck. The same operation is repeated as many parts as the pennant line. Wielding, the anchor is plucked
from the seabed and swirling until it reaches the tug’s stern.

The separation of the anchor must be carried out with the Pennant longer than the depth of the sea at
the place concerned. It is not recommended to pull the Pennant vertically because there is a possibility that it
will crack. It is best to tug at an angle of 15 degrees to the perpendicular in the opposite direction from the action
of the anchor chain. All these actions are performed in constant contact with the rig’s crew.

When the anchor is under the stern of the tug, the platform is notified, after which the platform twists
the chain and pulls the stern of the tug to the platform until it reaches the position where the crane from the
platform can take over the anchor pennant with the platform crane. This procedure completes the lifting of one
anchor. The exact process is repeated for all other anchors, and the anchor lifting operations are conducted.

3.4.1. Weighing the anchor, step 1.

The following figure shows a semisubmersible platform for drilling and pumping oil at berths. Most oil
rigs are equipped with an anchor chain displayed, which allows tugboats to be docked alongside the platform
and increases the safety of anchoring itself. The system in the figure shows a typical way of mooring and lifting
the platform anchor in which the vessel manoeuvring approaches from the side and accepts the tension wire
lines.

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 Figure 18: Approaching the “AHTS” of the ship to the side of the platform. (Source: own drawing)

3.4.2. Weighing the anchor step 2.

In the next step, the ship approaches the platform with a prepared mooring winch. The vessel has two
mooring winches to handle anchors on the working surface of typical “AHTS” ships. Tensile wire lines are
prepared and placed in winches and ready for tensioning. The crane on the platform’s side holds the free end
of the wireline and lays it towards the ship. The wireline is connected from the platform via the safety ring to the
winch on board.

Figure 19: Merging the chain link and connecting to the tension steel cell. (Source: own drawing)

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3.4.3. Weighing the anchor, step 3.

The crew of the “AHTS” ship takes the wireline and places it in a mooring winch. The winch has an
approximate capacity of 25 to 30mm thick wire line and a durability of about 30 tons. When the wireline is
connected to the mooring winch and the rig crew begins to moor, the platform crew loosens all the force on the
platform’s crane that has tightened the wireline and redirects the complete moment of pressure to the mooring
winch. Particular attention should be paid when pulling the winch because the mooring strength is immense,
and the wire lines may be cracking under the tension.

Figure 20: Connecting the safety ring and wireline. (Source: own drawing)

3.4.4. Weighing the anchor step 4.

The AHTS ship is pulled along the anchor chain and winds only the anchor until it reaches a favourable
position for extraction on the working surface of the vessel.

Figure 21: Drawing anchor. (Source: own drawing)

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3.4.5. Weighing anchors using chaser

Sometimes when weighing anchors, chasers are used. The crew receives the “chaser” from the
platform and connects it to the work rope. AHTS is maintained in place, and sudden movements should be
avoided during the performance of this operation. To reduce the wear and tear of the working rope, the
necessary tension of the rope should be provided before pulling the chaser. The length of the chaser pennant
line should be at least 1.5 times the depth of the sea to achieve optimal results of using the chaser.

As the chaser approaches the anchor on the seabed, the tension of the pennant rope rises and needs
to be controlled until the anchor line’s weight exceeds the anchor’s weight. When the anchor rises to the deck,
it passes over the stern roller and creates a great force that can lead to the cracking of the anchor line, so for
safety, the crew must leave the aft deck. The Master of the AHTS ship manages the ship’s speed and tries to
avoid sudden jerks on the Pennant while the anchor is still at the bottom.

Figure 22: Weighing the anchor in the opposite direction from the installation of the chaser. (Source:
[Link] )

3.4.6. Release “plucking” anchors from the seabed

When a buried anchor is “plucked”, one should slowly increase the power in the direction from the well
(pull the anchor backwards) to the “release force” and then hold that strength to allow the under pressure or
“suction force” to be reduced to facilitate plucking/extraction of the anchor. If the anchor does not loosen after
30 to 40 minutes (a matter of expected assessment), slowly increase the power by 10% and repeat the process.
One should have patience when removing anchors, not rush, be gentle with equipment, keep the Pennant under
specific tension, and the anchor will loosen. Anchors in very soft clay can be dug very deep.

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4. CONCLUSION

This paper describes the anchoring of semisubmersible platforms and equipment used in anchoring,
including AHTS ships, wire lines, pennants, chasers, buoys, and accessories at the ends of the rope and
presents some of the types of anchors that are often used in the offshore industry. The equipment of the AHTS
ship and the procedures of lowering and lifting anchors using the AHTS ship are described, and the piggyback
method is included.

Danforth, LWT and Moorfast were used as the first offshore operations anchors. The development of
technology has also developed anchors of Flipper Delta, Stevin, Stevfix and Bruce, which have been used for
many years in platform anchoring. Today, mainly Stevpris and Stevshark anchors are used, whose characteristic
is a firm grip to the bottom, even at high loads, which is very important for platforms exposed to strong winds
and waves in the North Sea and Gulf of Mexico areas.

Towing and anchoring services are the maritime industry’s most demanding and complex tasks.
Shippers and oil companies aim to do the towing and anchoring work as quickly, safely and efficiently as
possible. With the development of technology, platform anchoring has also developed from the first tug boats
that performed only the basic activities of port towing to today’s modern AHTS ships.

The platform anchoring operations should be approached meticulously and maximally prepared. At the
moment when the anchoring itself begins, everything must be worked out in advance. In anchoring preparation,
possible errors are foreseen, external influences are determined, crews are organised and prepared, and
equipment must be ready and checked. Anchoring operations are demanding and require maximum readiness
and training of the crew.

Manoeuvring is a skill for which it is necessary to know and apply theoretical principles in practice. Good
knowledge of the ship’s manoeuvring characteristics and the forces generated by the action of screws, rudders,
ropes, anchors, wind, and sea currents, is a prerequisite for proper and safe anchoring. Experienced seafarers
will know how to use the action of these forces so that they are not a problem when performing manoeuvres by
ship but that their activity is functional. During anchoring, the boat is constantly exposed to the action of external
forces so that human error can put the vessel itself and the crew in danger.

The anchoring process of semi-immersive platforms begins when the anchoring analysis is completed,
and the anchoring plan is made. Unlike anchoring ships, anchoring platforms require greater precision in
bringing to the exact position. Adverse hydrometeorological conditions are often in areas with rich oil and gas
deposits. For this job, specialised classification societies are mainly engaged. Currently, in the world, the
American petroleum institute (API), Norwegian Det Norske Veritas (DNV) and Germanischer Lloyd (GL) are
leading. With the merger of the Norwegian and German companies, the unique company GL DNV appears on
the market today. How demanding and responsible is the job of creating an anchoring plan says that only a few
registered companies specialise in that task.

In addition to anchoring, maintaining the platform at the desired position can be performed with a
dynamic positioning system. However, there are high costs and increased fuel consumption; therefore, the
classic anchoring of platforms described in this paper is the most common method.

5. REFERENCES

10th International Maritime Science Conference ~ May 8th & 9th 2023 ~ Solin, Croatia 20
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