MARINE

OPERATIONS

1
 Marine Operations

For the purposes of this manual “Marine Operations” covers that portion of a rig or project cargo
move prior to or following a sea passage.

Transoffshore’s Marine Logistics Division is generally involved with the operation from the
moment that a cargo arrives at the loading or discharging port; it’s discharge from, or
loading on, to trucks; it’s storage and security; its movement to or from the quay or beach and
its loading and securing on to, or offloading, from the barge or landing craft.

Marine Logistics Division tugs and personnel tow the barge to or from sea, where the deep-sea
tug takes over the operation.

From the moment a barge is handed over to the sea-going towing vessel, the sea move and the
responsibility for the safe arrival of the cargo becomes the responsibility of the Master of the
vessel.

He must inspect the stowage and lashing of the cargo, the trim and list, if any, of the barge, and,
when he is satisfied, he accepts responsibility for the barge and cargo.

It is obviously difficult for the Master to see every detail of the cargo, and so much of his decision
to accept the cargo must lie in his trust in the competence of the Marine Logistics Division.

It is because of his total responsibility for his vessel, his crew, the barge and the cargo, that he is
hardly mentioned in the following pages.

While his vessel is at sea, he can be redirected and advised, but as far as safety and conduct of his
vessel is concerned, he is guided by international law and practices, the law of his flag state, and
his many years of experience.

Thus, in the following pages, there is little mention of ocean towing, or the conduct of a ship in
heavy weather, or any other subjects that the reader might seek guidelines for. It would be as
wrong for this manual to attempt to guide the crew in it’s conduct of their vessel at sea as it would
be to try to advise the pilot of an aircraft how to fly his 'plane.

For the reader who wishes to pursue the subject further, we attach as an appendix, the
"Transoffshore Towage Notes" which are carried on all Transoffshore's vessels as a guidance to
masters.
On arrival at the port of discharge, the Master of the Deep Sea Tug will bring his vessel and the
barge(s) to a safe anchorage, and the barge will be brought ashore, either by hired tugs, or by the
ocean tug itself. The Marine Department will moor the tug, discharge it to trucks ashore and then
hand over to the shore logistics team.

The empty barge will be inspected, and then returned to the ocean tug for onward towage.

2
 TRAINING

Before the first day's work on a rig or project cargo move, a two-day training and refresher course
will be given. The course will be held at the loading port, and will be repeated at the discharge
port.
The course will be instructed by the Marine Supervisor and his assistant. The Safety Officer will
attend as will any other interested or invited parties.

The students will be the riggers and the beach and barge foremen and all other personnel who will
be involved in the loading or discharge of equipment at that site.

The following training equipment will be required.

• Crane
• Lorry
• Dummy loads including pipe and a container.
• Sample of various slings and tag lines
• Samples of lashing equipment including twistlocks
• Mooring rope
• Heaving line
• Life jacket
• Personal safety equipment
• Samples of personal tools
• "Whiteboard" or other visual aid

The effectiveness of the course will hinge largely on the availability of a first class' interpreter
should the personnel attending the course not speak English.

The course will not attempt to fully train a man, but will give a basic background knowledge
which will be built on as the work progresses. It is too easy to forget how little exposure many of
our employees have had to the world in which we expect them to work.

Day 1

Personal safety The reasons & need to wear personal safety equipment at all times on site.
The dangers inherent in a noisy work environment.
The potential dangers of working close to water.

Crane work Simple description of how a crane works

Danger areas in the event of crane failure or operator error.
Simple geometry of the movement of a load when a crane slews and luffs.
Why some loads can be moved easily on the hook, and others not. (mass
and inertia).
Danger of erratic movements due to movement of floating platform relative
to a static crane.
What signals mean and the importance of only one person giving them.

Hooking a load The correct way to pass a crane hook through an eye.
Use of shackles to sling a load.
Difference between a rigging shackle and one marked with a S. W. L.
Where and how to attach steadying lines.

Lifting a load Emergency stop signal

3
 Watching lifting points as load is taken by crane.
How to tell if a load is properly plumbed, and what to do, and not to do, if
it is not.
Danger areas as a load is lifted.

Moving a load Proper use of steadying lines

Potential dangers
Dangers to others

Lowering a load Emergency stop signal

Where not to work
Danger areas and how to avoid them

Lashing

The various types of lashing gear will be demonstrated and the potential danger resulting from
their use and misuse will he explained.

The principles of marine lashing will be explained, and in general, which points are suitable for
attaching lashings to, and which are not.

Special container securing devices will be demonstrated including twistlocks and bridge pieces.
The importance of being able to recognise whether a twistlock is open or shut will be explained,
as will the consequences of trying to lift containers off partially open twistlocks.

Day 2

MARINE TOPICS

A substantial period of time will be spent explaining the theory behind mooring a barge on a tidal
berth so that it is safe and can be worked on at any stage of the tide. The idea is not to make able
seamen overnight, but to give them some idea of why certain types of mooring are used and how
to recognise an incorrect mooring or an accident waiting to happen.

Topics
• Types of mooring bits, posts and bollards
• How to make up and release a rope from the above
• Dangers of jamming ropes by incorrect use of bollards
• How to put two ropes on the same bits
• How to secure a short rope
• How to release a rope under tension
• How to surge a rope to slow down and stop a barge
• Conventional signals and what they mean
• Correct placing of breast, head, spring and stern lines
• Dangers to be avoided when working near ropes
• How to use a heaving line

4
• How to pass a rope ashore
• How to prepare a mooring rope for fast, safe use
• How to embark and disembark from small craft
• How to use a semi inflatable life-jacket
• How to attract attention in the water
• Simple man overboard procedures for use in port.

5
 PERSONNEL
The personnel required for a particular job will obviously depend on the nature of the job, as well
as the amount of cargo to be moved, whether 24 hour working is required, and a number of other
factors. The workforce described here is typical of a 2 barge operation, discharging a vessel some
distance offshore, followed by a shore support operation during which material is transported to
the rig site as required.

MARINE SUPERVISOR

CHIEF ASSISTANT

| | |
BARGE FOREMAN ADMINISTRATOR BEACH FOREMAN
| | |
4 RIGGERS RADIO OP. 4 RIGGERS
WELDER DRIVER PLANT OPERATORS
STOREMAN
SECURITY CHIEF
WATCHMEN

Marine Supervisor
A Master Mariner with several years experience in barge loading, ocean towing and rig moves.

Chief Assistant
Of Chief Officer Rank and able to carry out a complete loading and lashing operation if need be,
acting on instructions from the Marine Supervisor.

Barge Foreman
Foreman, an ex or currently serving Bosun with experience of previous rig moves.

Beach Foreman
Same rating as Barge Foreman.

Riggers
Able seamen or experienced land based riggers.

Welders
Competent welders with marine- experience, able to follow the loading program and weld lashing
points at appropriate locations without constant supervision.
Radio Operator
Must be able to speak English in addition to his native tongue.

Driver
Must have a clean commercial license.

6
Administrator
Able to allow the Marine Logistics division to function independently of the land operation when
required. Able to pay salaries and hold and account for petty cash.

Security Chief
Overall responsibility for all the company and client equipment stored at ports or on barges.

Storeman
Accountable for records of the location and numbers of all company equipment and materials
stored in the port, and also for inventory and record keeping of the lashing equipment etc. in use
on the barges. Responsible for the issue and safe return of hand tools issued to workers.

Watchmen
Working under the security chief in shifts. Petty theft is now a major problem in Africa. These
men will make a good effort to at least minimise the unnecessary losses.

Plant Operators
Numbers will depend on plant being used

7
 EQUIPMENT

The lists below are a basic minimum required for most jobs. Specific problems will give rise to
specific needs.
Barges (equipment for each barge)
Mooring ropes of good quality and adequate length 4
Lashing chain, 3 metres with 2 hooks 100
Lashing chain tensioner 100
Steel padeyes for Welding to deck 50

In addition to the above, the marine stores will carry the following equipment for use on barges:

Twistlocks 20
Bridge pieces 10
Rigging shackles 50
Lashing wire 1 coil
Bulldog grips for above 50
Bottle screws 50

To enable it to act independently when required, the Marine Logistics Division will hold the
following items for its exclusive use:

Diesel operated portable pump, c/w suction and discharge hoses

Self contained, diesel operated welding machine complete with extra length leads, personal
equipment for the operator and good supplies of welding rods.
Oxy Acetylene cutting equipment c/iii adequate gas supplies. personal equipment for the operator
and spare nozzles and cleaners.
Ladders. 2 telescopic aluminium ladders
Torches. 4 heavy duty torches c/w batteries and spares
Vehicle. Pick tip truck with VHF radio installed.

Rigging equipment (per gang of four men)

Marlin spikes 2 (8”)
Crowbars 2 (36")
Adjustable wrench 1 (12")
Sledge hammer 1 (5Kg)
Knife 1

8
 MARINE SAFETY

Many aspects of marine work carry the same risks as their land counterparts, with the addition of
the risks associated with water. In this section it is not proposed to cover topics which are
adequately covered elsewhere in this volume, but only to concentrate on the exclusively marine
dangers.

Barge work

Flotation aids (life-jackets and work vests)

A barge firmly moored alongside a quay may be considered to be an extension of the jetty, there
is probably less risk of a man falling into the water from a barge than from a quay, due to the
presence of guard rails. For this reason, flotation aids are not required, and in fact must not be
worn, as the wearing of such aids hampers a man's movements and increases the likelihood of an
accident. On occasions, when a barge drifts out from a quay, access may be a problem, but this is
due to sloppy mooring, and steps must be taken to ensure that barges remain firmly alongside at
all times.

When a barge is taken off the quay by a tug, then the man-overboard risk increases, and flotation
aid should be worn. These should be of the inflatable or partially inflatable type. Inherently
buoyant life jackets increase the danger to a working man and must not be worn while working.

Life-jackets when worn must be properly secured. It is the responsibility of the Marine
Supervisor or his assistant to see that this is done. An improperly secured flotation aid can drown
or choke a man in the water and cause his death far faster than if no aid was worn at all.

Other risks that are unique to floating workplaces are due to the fact that small movements of a
barge relative to a land based crane are inevitable. Personnel must be aware of this at all times.
A load that has been set down by a crane, and has to be raised again may have become incorrectly
plumbed by the time it is lifted, causing the load to swing on lifting. An improperly plumbed lift
can put excessive strains on mooring ropes leading to a barge partially breaking away and in turn
putting excessive strain on the crane. These points must be carefully watched by the loading
master, and also by the crane operator who is often in a better position to see a dangerous
situation developing.

Small boats

A number of fast small craft are used during operations. These are mostly of the semi-rigid
inflatable type, and are fitted with 75 HP. outboard motors, capable of speeds in excess of 20
knots.

IT IS IMPERATIVE THAT UNTRAINED PERSONNEL ARE NEVER PERMITTED TO

CONTROL ONE OF THESE CRAFT.

BOATS SHOULD BE DRIVEN ONLY BY MARINE PERSONNEL WITH THE

APPROVAL OF THE MARINE SUPERVISOR OR THE MASTER OF THE TUG TO
WHICH THE BOAT IS ATTACHED.

All personnel travelling in small craft must wear buoyancy aids at all times. It is the
responsibility of the coxswain to ensure that these are worn and are properly secured by all
persons BEFORE the boat is cast off from the quay. Extra life jackets should be available in the
port office for visitors.

9
Persons unfamiliar with wearing life jackets should be warned of the extra difficulties they create
in disembarking from small craft due to their bulk. Shore personnel, such as Customs Officers,
who have to visit vessels offshore, should have assistance in embarking and disembarking from
small craft.

Small Craft Operations

Unless the boat is fitted with a V. H. F Radio, the coxswain of a small craft is to carry a portable
V. H. F. radio at all times. He is to report his departure to the port office or to his ship. On
arrival, he is to report to whichever station noted his departure. It is the responsibility of this
station to raise the alarm if safe arrival is not confirmed within a reasonable time. This station
should also be aware of the total compliment of the boat for that journey.

No small craft is to leave for a journey without a full fuel tank in the boat in addition to the tank
in use at the time.

Safety engine cut-out lanyards, where fitted must be used at all times, the spring clip being firmly
attached to the coxswains person or clothing.

Journeys after dark are forbidden without the express permission of the marine supervisor or the
master of the ship to which the boat belongs. Any journeys made at night must be in a boat
equipped with a torch and at least TWO persons. At night speed is to be kept to a minimum, the
second person acting as look out to avoid collision with unlit floating objects or canoes.

Boats must never be left with the keys in the ignition when alongside a jetty. When the boat is
left for any length of time in an area to which the general public has access, fuel tanks are to be
removed, together with any other portable equipment such as oars or paddles. The engine is to be
raised.

The coxswain of a small craft is responsible for the safety of his craft and the persons in it at all
times. He must refuse to carry persons who do not obey his instructions.

10
 Loading - General

In a conventional port, the loading of a cargo would follow a well ordered sequence of events:
• The cargo would be measured and weighed
• Stacking limitations and special requirements would be noted
• The dimensions and carrying capacity of the barge would be noted
• A scale drawing of the barge would be made, and the cargo superimposed upon this to make up
a detailed cargo plan which a stevedore would follow.

In rig moves, very little of the above sequence is possible. The size of the barge is available, but
the cargo is often unseen, and the stacking limitations are not usually known until the drilling
company representative on site informs the loading master. Often, supplied dimensions and
weights are erroneous.

A general idea can be gleaned of what the next items required at the drilling location will be, so
that a general scheme can be worked out, and major items pencilled in, but often, attempts to
make a detailed loading plan end in frustration, as the cargo changes, or one or more interested
party alters the overall plan at one level or another. Thus, the loading has to be done on a fairly
informal basis. The drilling company representative are usually on hand and are very helpful with
advice on lifting the more complicated loads, and what may, or may not be over-stowed, but at the
end of the day, the loading master always finds himself loading appropriate loads into gaps left by
the major loads.

Although this method is very labour intensive, it often results in good tight stows.

11
 Lashing

The lashing plan must go hand in hand with the loading. As each load is located on the barge,
prospective lashing problems must be identified. For example, some barges have a timbered
deck, with steel retaining strips. A piece of cargo loaded onto timber with the two adjacent
retaining strips covered presents a problem to a lashing plan that relies on welded padeyes.

The most successful method of lashing has been found to be to have a welder follow the loading
party, welding lugs to the deck as required on instructions from the loading master. This is
expensive and time consuming, but is the only way of ensuring that the cargo does not shift on
passage.

Most items are easily lashed, and some loads, such as containers lend themselves to proprietary
lashing devices such as twistlocks. The only items which give serious cause for concern are
precariously over stowed items, and vehicles of any type. It should also be mentioned here that
many of the items brought to the barge as a unit load, often need further attention in the way of
lashing or protection, to enable them to make passage.

There is no way to safely lash many high loads, and tempting though it often is to use high flat
spaces for extra cargo, if it cannot be lashed, the space must be considered dead.

Vehicles come in two categories for lashing: those with, and those without, suspension.

The former are deceptive in that they will often appear to be securely lashed, but in a seaway will
move on their suspension, and may break or slacken lashings.

The solution is sometimes to immobilise the suspension where possible, or to lash from as low a
point as possible on the chassis, and make sure that lashing are in opposing pairs so that they will
assist each other to resist movement. It should also be remembered that two trucks or cars loaded
close together may move on their suspension sufficiently to damage each other by impact or
abrasion, even if lashings do not slacken. All wheeled vehicles should, of course, be securely
chocked on all axles, and parking or trailer breaks firmly applied.

Vehicles without suspensions are in a sense easier to lash, but as they tend to be tracked vehicles,
they are often heavier, and so require more lashings to immobilise them.

Tracked cranes present their own problems. The main chassis must be securely lashed by
opposing pairs of chains, and the tracks should be blocked at each end with timber, and a welded
retaining strip if possible. The counter weight requires very firm lashings to prevent rotation on
passage. It is a very heavy weight, and it is relatively high and subject to great accelerative
forces. A firm lashing on the jib must NEVER be relied upon to prevent rotation, as this can
destroy the base of the jib.

The jib must be lowered onto a suitable support so that all the weight is off the luffing gear, the
hook must be lowered to the deck, and then the boom firmly lashed. The weight of the boom is
relatively small, and the tops of containers, for example, make very adequate supports.

12
 ROUTINE BARGE INSPECTION BEFORE LOADING

An "On-Hire" survey is usually made before a barge goes on charter. A copy of this should be
available to the Marine Supervisor so that he can consult it to see if damage is new, or has already
been noted. A running check kept on damage and repairs can make the "Off-Hire" survey at the
end of the charter much easier to perform, and the vessel can be demobilised with the minimum of
delay.

Before any barge is loaded, an inspection should be made, and the following points noted:

• Any list or trim on an empty barge

• Any new damage
• Condition of closing arrangements
• Condition and stowage of anchoring arrangement if fitted
• Condition of fenders
• Inventory of barge's mooring and lashing equipment

List and trim

Any evidence of a list or trim on an empty barge is usually important evidence of damage below
the water line. If provision is made to do so, soundings should be taken on the low side of the
barge to find a damaged tank. If no sounding arrangements exist, then tank covers must be
opened and a visual inspection made. Any tank cover opened should be first inspected for
location and tightness, to assess whether water might have entered the tank from above.

SEE SECTION ON ENTRY INTO ENCLOSED SPACES

After pumping water out of a tank, it will usually be immediately obvious if bottom damage
exists. Small holes can be repaired by welding at low water. Larger holes should be repaired by
cropping and replacing, but this usually involves moving the barge to a suitable dry berth. If
damage is severe, or of obvious distortion of the structure has taken place, then the master of the
attending tug should be consulted for his expert opinion before repairs are made.

New Damage
New damage should be inspected visually, and at the very least noted so that it can be brought to
the attention of the off-hire surveyor. If it needs repair, as above, small holes may be welded, but
larger areas of damage may need more drastic remedies. Outside damage usually indicates
interior frame damage, and these should be inspected. The advice of the master of the attending
tug should always be sought if in doubt.

Condition of closing arrangements

Most closing arrangements consist of a steel hatch compressed against a steel seat, with a rubber
gasket between. It is common practice to cement over the top of lids as an additional method of
preventing water ingress. During loading and discharging, the cement is often damaged, and the
seats can become distorted. If this is suspected, a full inspection must be made by opening the
tank. Once a cargo has been loaded, access to the hatches is usually impossible, and a loose lid,
allowing the entry of water might be enough to sink the barge as the tug crew would have no way
of opening the hatch to pump out the tank.

Anchoring arrangements
Under good weather conditions, the anchor and winch on a barge tend to become neglected
through lack of use, and when they are suddenly required, they prove to be unusable. Common

13
defects are flat starting batteries, seized clutches, and lashings that have become so tight during
stowage that they cannot be released without starting the winch.

The loading master should see that all winch engines are run, that oil levels are correct and fuel
tanks full, that the anchor can be loaded and raised under power, and that the securing
arrangements and joining shackles for the anchor are satisfactory. It would be normal for the
attending tug to send in crew members to perform these tasks, but the loading master should take
it upon himself to see that they are done.

Condition of Fenders
The importance of replacing missing and damaged fenders cannot be over stressed. It may often
happen that additional fenders must be fitted during a job to suit changing circumstances.
Extensive damage can occur due to the lack of a single second hand tyre.

Barge fenders are a consumable item and need constant attention and replacement. This is easily
accomplished at the Loading berth, where the availability of a crane and welding plant make the
task simple.

Inventory of lashing equipment

When a barge leaves port with a load, the Chief Officer of the tug should sign a receipt for the
lashing gear in use, or stored on the barge. He in turn should request a signature for the
equipment at the discharge port. Only in this way can any sort of track be kept of the vast
quantity of lashing gear in use. It is hoped that each barge will have its own lashing gear stored
on board it in future operations, which will simplify the task enormously.

Any defects found in any of the above items should be noted for future insurance claims, and an
investigation held with the Tug Master to try and ascertain the cause. The Master should also be
asked to prepare an incident report, and include extracts from his log book. An interim report
should be sent over the radio to the charterers/managers, immediately damage or defects occur or
are noted. This should be copied to the Project Manager.

14
 COMMUNICATIONS

Marine communications may be usefully divided into two categories:

1. V. H. F.

2. Single Side Band

V. H. F.

V. H. F. is by its nature short range, and so is only of use in port operations.

Whilst at sea, the vessels keep a listening watch on channel 16 as they are required to do by law,
but once they come within range of port V. H. F., they additionally tune to channel 6 on which
frequency all company marine operations operate.

To avoid undue noise on this channel, vessels may, and other users are asked, to switch to an
inter-ship channel for operations, or lengthy discussions.

Single Side Band

S. S. B. radios on ships come under strict international control and licensing of frequencies. For
this reason the vessels involved in company marine operations are unable to share many of the
frequencies used by the land stations. The converse does not usually apply, and most of the land
stations are fully synthesised, and able to use marine, or any other frequencies.

For this reason, the marine site offices at the loading and discharge port will keep watch on:

8281.2 kHz

and not on 803lkHz where most of the land stations are listening. The project vessels will
naturally also be on 8281.2 kHz

Additional frequencies available to the ships if required are as follows:

12437.7 kHz Inter-ship
16603.6 kHz Inter-ship

Procedures

When land stations are in communication with vessels, it should be remembered that, again for
reasons of international control and training, marine radio users will tend to adopt more formal
and correct procedures than do the shore operators.

Delays and confusion have occurred in the past, due to the sloppy habit among shore stations of
requesting a change of channel, and then going up without waiting for an acknowledgement. The
marine stations will generally repeat the requested frequency back, and wait for an
acknowledgement. When a marine station asks for a change of frequency, they will not normally
change frequency until they have received an acknowledgement.
INTERNATIONAL MARINE V H F FREQUENCIES

15
CHANNEL TRANSMIT RECEIVE CLASSIFICATION

01 156,050 160.650 PUBLIC CORRESPONDENCE

02 156,100 160.700 PUBLIC CORRESPONDENCE
03 156,150 160.750 PUBLIC CORRESPONDENCE
04 156,200 160.800 PUBLIC CORRESPONDENCE
05 156,250 160.850 PUBLIC CORRESPONDENCE
06 156,300 156.300 SAFETY
07 156,350 156.950 PUBLIC CORRESPONDENCE
08 156,400 156.400 INTER-SHIP
09 156,450 156.450 PORT OPERATION
10 156,500 156.500 PORT OPERATION
11 156,550 156.550 PORT OPERATION
12 156,600 156.600 PORT OPERATION
13 156,650 156.650 NAVIGATIONAL
14 156,700 156.700 PORT OPERATION
15 156,750 156.750 COAST TO SHIP (1W)
16 156,800 156.800 DISTRESS, SAFETY AND CALLING
17 156,850 156.850 SHIP TO COAST (1W)
18 156,900 161.500 PORT OPERATION
19 156,950 161.550 PORT OPERATION
20 157,000 161.600 PORT OPERATION
21 157,050 161.650 PORT OPERATION
22 157,100 161.700 PORT OPERATION
23 157,150 161.750 PUBLIC CORRESPONDENCE
24 157,200 161.800 PUBLIC CORRESPONDENCE
25 157,250 161.850 PUBLIC CORRESPONDENCE
26 157,300 161.900 PUBLIC CORRESPONDENCE
27 157,350 161.950 PUBLIC CORRESPONDENCE
28 157,400 162.000 PUBLIC CORRESPONDENCE
60 156,025 160.625 PUBLIC CORRESPONDENCE
61 156,075 160.675 PUBLIC CORRESPONDENCE
62 156,125 160.725 PUBLIC CORRESPONDENCE
63 156,175 160.775 PUBLIC CORRESPONDENCE
64 156,225 160.825 PUBLIC CORRESPONDENCE
65 156,275 160.875 PUBLIC CORRESPONDENCE
66 156.325 160.925 PUBLIC CORRESPONDENCE
67 156,375 156.375 PORT OPERATION
68 156,425 156.425 PORT OPERATION
69 156,475 156.475 PORT OPERATION
71 156,575 156.575 INTER-SHIP
72 156,625 156.625 INTER-SHIP
73 156,675 156.675 PORT OPERATION
74 156,725 156.725 PORT OPERATION
77 156,875 156.875 INTER-SHIP (1W)
78 156,925 161.525 PORT OPERATION
79 156,975 161.575 PORT OPERATION
80 157,025 161.625 PORT OPERATION
81 157,075 161.675 PORT OPERATION
82 157,125 161.725 PORT OPERATION
83 151,175 161.775 PUBLIC CORRESPONDENCE
84 157,225 161.825 PORT OPERATION
85 157,275 161.875 PUBLIC CORRESPONDENCE
86 157,325 161.925 PUBLIC CORRESPONDENCE
87 157,375 161.975 PUBLIC CORRESPONDENCE
88 157,425 162.025 PUBLIC CORRESPONDENCE

16
 ENTRY INTO ENCLOSED SPACES

In barge operations, particularly when the barges are frequently taking the ground, it is sometimes
necessary for individual tanks to be opened for damage inspection, pumping out or cleaning.

ENTRY INTO SUCH SPACES WITHOUT SUITABLE PREPARATION MAY BE LETHAL.

Tanks on barges, fall into three categories for this subject:

• Clean buoyancy tanks

• Clean ballast tanks
• Gas oil tanks

Entry into either of the first two categories of tank carry a very real risk due to the likelihood of
an oxygen deficiency in the atmosphere.

Any part full or empty tank which is normally closed, even if air vents are provided is subject to
oxygen depletion due to the effects of rusting of the exposed metal surfaces. The process of
rusting combines the oxygen, which makes up 21% of a normal atmosphere, with the steel of the
structure. A reduction of oxygen in the air of only a few percent can be fatal.

The danger involved in tank entry is particularly invidious in that the danger cannot be seen or
detected without equipment until a person in an apparently safe tank becomes unconscious. Brain
damage and death can follow rapidly. Tragic chains of events have been set in motion in the past
by ill-prepared rescue attempts of unconscious persons in enclosed spaces, when one rescuer after
another have succumbed to the effects of the oxygen depleted atmosphere. Because the danger
cannot be seen, it is all too easily ignored.

Empty fuel tanks carry the above risks, with the additional danger of the presence of poisonous
and inflammable vapours.

SHORE PERSONNEL SHOULD NOT ATTEMPT ENTRY INTO FUEL TANKS UNDER
ANY CIRCUMSTANCES WITHOUT THE APPROVAL OF THE PROJECT MANAGER
AND THE ASSISTANCE OF THE CREW OF THE ATTENDING TUG.

Entry into clean tanks

Clean tanks can be made safe fairly simply by ventilation.

Tank lids should be removed as long as possible before the proposed entry. If only natural
ventilation is available, 12 hours should elapse between the beginning of ventilation, and entry
into the tank.

If available, mechanical ventilation should be employed and fans introduced into the open hatch
to promote exchange of gasses. If fans are not available, a clean compressed air source can be
employed, with the discharge hose being fed into the corner of the tank furthest from the
opening. Natural ventilation can be promoted by placing cowls round the tank entrance to take
advantage of any wind. If the tank has two openings, a very good air circulation can be
introduced by this method.

Following thorough ventilation of the space, entry should only be attempted if there is absolutely
no doubt as the breathe-ability of the atmosphere. If advice is required, the Master of the

17
attending tug should be asked to assist. Ships crews are thoroughly trained in the entry to, and the
rescue from, enclosed spaces, and carry breathing apparatus and other rescue equipment.
IF IN DOUBT DO NOT ALLOW ENTRY.

SEEK ADVICE FROM SHIPS CAPTAIN.

CONTINUE VENTILATION AT ALL TIMES.

NEVER ALLOW EVEN THE BRIEFEST OF INSPECTION OF AN INADEQUATELY

VENTILATED TANK EXCEPT BY TRAINED AND SUITABLY EQUIPPED PERSONNEL.

18
 MOORING A BARGE

The layman often misunderstands a basic concept of marine rope work. When a rope is made fast
on a set of bits, or on a single bollard, it is friction alone that secures the rope. Inexperienced
personnel are often tempted to tie assorted interesting knots on bollards, or to heave on a rope
slipping round a bollard in an attempt to stop it. Increased holding power is achieved simply by
presenting a greater surface area of rope to the bollard, and letting friction do the work. Most
attempts at knot are very dangerous, as they will always tighten and jam. Severe damage and
injury can occur when ropes are jammed securing a vessel on a falling tide.

19
A rope being secured to a set of two bits should be simply figure eighted round the bits five or six
times, and finished off with a single turn round one bit. Under no circumstances must the top turn
be turned over or tucked in to form a knot.

When taking in slack on a rope thus made up, all the turns but one must be removed, and the slack
taken in from the bottom, and then the rope made up as before. It is tempting in the heat of the
moment to take in slack and turn it up on top of the existing turns. This works well until the rope
has to be released under tension, when it will often have to be cut, or will part under tension or
possibly even tear the bollard out of the quay or barge.

Occasionally two ropes must be made up to the same bits. Under these circumstances it is often
better to treat the two bits as single posts and make up one rope on each as described below.

When securing a rope to a single post, it is simply wound round the post in neat coils. This
presents a good surface area to the post and is usually adequate. Never attempt any knot to finish
the job. A lighterman's hitch may be used if required. This is made by passing the bight (loop) of
the rope under the standing part, and then placing the loop back over the post. This cannot jam,
and is the only acceptable form of fastening if one is needed. It is far better to simply add more
turns to the post.

If a rope is too short to make up sufficient turns, do not pass the eye over the bollard, as this will
jam. On a single post, lash the end to the standing part. On a pair of bits, lash the end with a
lashing passing under the crossed turns between the bits. This is usually enough.

Barges are usually moored to a quay with ropes which have three names and functions.

• Breast Ropes
• Springs
• Head and stern ropes

20
Breast ropes are ropes leading at 90 degrees from the barge to the quay. They are useful when
working a barge to keep it hard alongside, but must be slackened off as the tide falls to avoid the
barge becoming hung up on them.

Springs are ropes leading fore and aft, and are usually secured within the barges length. They
should be as long as possible. Their function is to prevent the barge moving up and down the
quay. Ideally placed, they do much to assist in keeping the barge close to the quay.

Head and Stern ropes are the main ropes securing the barge to the quay. They fulfil many of the
functions of the breast ropes and springs. They assist in keeping the barge close to the quay, and
also help to prevent surge.

If sufficient bollards exist, and they are suitably located, a barge should remain in position
throughout the full range of tide without the use of breast ropes.

It is normal practice to "watch her down" when a barge is first moored. The ropes are checked
periodically and adjusted if required over the period of a full tide, until the maximum fall is
achieved.

21
22
CARGO LOADING AND DISCHARGE

Rolling Cargo Discharge

The decision to off-load rolling cargo by driving it off or by lifting will depend on a number of
factors:

• The weight of the vehicle

• The capacity of the available crane
• The suitability of the barge
• The maximum height of tide
• The suitability of the quay
• The nature of the load

Some vehicles, such as tracked cranes will always have to be rolled off a barge, as the crane
capacity will never be sufficient to contemplate a safe lift. Other vehicles, such as 35 ton
hydraulic cranes and heavy plant provide a choice.

When making a decision whether to lift or drive, one is often working at the upper limit of the
crane's capacity, and the load will only be safely lifted under these conditions if it can be "floated"
at a minimum height above the deck of the barge or quay. Obstructions on the deck of the barge
may well influence the decision.

As a general rule, if the option to off-load a vehicle under its own power exists, it should be used.
Driving a vehicle off a barge eliminates the risk of sling damage, and also the risks inherent in
any heavy lift operation.

The decision is often complicated by the order of discharge which may be necessary, and by the
fact that it is usually necessary to wait for high tide before engaging in Ro-Ro operations. This
may cause unacceptable delays,

Some barges do not permit simple access from the side for Ro-Ro cargoes due to the presence of
heavy crash barriers. Other barges have obstructions, but these can be cut away if necessary. To
drive a cargo from a barge with side walls it is necessary to turn the barge end on to the quay. If
this is contemplated, the inherent instability of a barge tied to a quay end on must be considered,
especially if a strong current or wind exists. Extra precautions must be taken to ensure that the
barge is held firmly against the quay, and the assistance of a tug should be used if possible.

If any Ro-Ro discharge is contemplated, certain preparatory work is essential. If possible, the
correct height of tide should be determined on the previous tide so that the time of discharge is
known fairly accurately. Computer generated tidal curves are of great assistance in this.

The barge must be secured to the quay in such a way that its movement relative to the quay is
minimised, and the chance of it breaking away under the sometimes great strains imposed is
eliminated. To this end, wires should be employed, and these tensioned with winches if available,
or with the cautious use of heavy plant if not. When discharging a tracked crane, this should be at
least partially completed before the crane is moved to its discharge position, as the equal and
opposite reaction set up by an object of this mass moving on the barge can be enough to part
normally adequate mooring ropes.

Timber should be used in moderate quantities to protect the barge, but the temptation to strew the
decks with huge baulks should be avoided as these are often enough to stop further movement of
the crane. Trying to remove a railway sleeper from under the centre of the track of a 150 ton
crane can be a time consuming process.

23
Having said this, it is often necessary to use timber to achieve a level ramp. Some quays have
parapets and timber is required in some quantities to ease the crane down from this to reduce
point loads on the quay. A tracked crane will comfortably straddle two pieces of timber a meter
apart, and this is often preferable to using continuous timber.

Steel ramps can be used when available, but these are rarely suitable at a quay, and often result in
more packing being required than would be needed without them.

If it is possible to drive a rolling load off the end of a barge, this method should always be
employed due to the inherently greater stability of a barge about its longitudinal axis. When this is
impossible, the load must be offloaded from the side of the barge, and this is a potentially far
more hazardous procedure.

Discharge of a heavy rolling load should be attempted if possible on a rising tide. This gives the
operator time to make preparations and then wait for the right moment.

As the time approaches, and the barge and quay are nearly level, the vehicle should be moved
almost to the edge of the barge. Timber blocks should be placed at the edge of the barge to
prevent uncontrolled movement, but again, care must be taken to avoid getting these trapped.
Usually at this point, the barge will have taken a fairly pronounced list, and the crane will be on a
downhill slope, hence the need for caution.

24
The list caused will also probably have caused the operator to revise his estimate of the offloading
time due to the increased height difference between barge and quay. It must be remembered that
at this point, the centre of gravity of the crane is still some distance from the side of the barge and
the barge will. list further as the crane drives over the edge of the barge. For this reason
offloading should not be attempted until the barge is almost a foot or so higher than the quay,
depending on the weight of the vehicle.

ANY ATTEMPT TO DISCHARGE A HEAVY CRANE ONTO A QUAY WHICH IS EVEN

INCHES HIGHER THAN THE BARGE SHOULD BE AVOIDED.

Under these circumstances, not only is the crane climbing a step, and likely to become stuck
halfway across, but in the initial moments of the attempt, as the crane climbs the step, it pushes
away very strongly against the quay, and can dislodge the barge. Remember, the height
difference will become larger as the centre of gravity moves towards the edge of the barge.

As the weight of the crane moves from the barge to the quay, the barge tries to level itself and
rise. This assists the crane in it's forward momentum, but can carry dangers with it. As the back
of the crane tracks leave the barge, it will rise out of the water with some speed and force. Care
must be taken to avoid injury as ropes tighten, and indeed it may be worthwhile under good
conditions to pause for a moment before this point is reached, to slacken off any breast ropes that
may come under undue strain.

25
Damage has been caused in the past by barges rising under the back of a crane with such force
that the counterweights have been dislodged. The American Cranes are high enough to not be
affected by this, but it is worth considering slewing the crane through 90 degrees to move the
counterweight out of danger before the tracks are clear of the barge.

Throughout the discharge, all unnecessary personnel must be cleared from the area. At the final
moments, many things happen with some speed and vigour, and it is not possible to watch out for
everybody's safety. It is far better to limit the personnel to the operator, the superintendent and
two riggers at hand in case of need.

26
Rolling Cargo Loading

The same criteria apply to the decision as to whether to load a heavy vehicle by lifting or by
driving. Stowage may often be tighter if a load is craned onto a barge, but this depends on the
individual case.

Many of the same precautions must be taken in preparing to drive a heavy vehicle drive onto a
barge as are needed to discharge it. My preference is still to do the movement on arising tide, but
obviously it must not be left too late.

The critical point comes again at the moment of transfer of weight from quay to barge. With
some vehicles, the rear of the vehicle may be in danger of being hung up on the quay as the barge
takes the weight, and this must be watched for.

The big cranes, when loaded onto the smaller barges often find that as the barge takes the load,
the list causes an incline up which they have great difficulty climbing. Large timbers must be at
hand to chock the back of the racks immediately after loading if it looks as though the crane may
be unable to gain the centre of the barge.

27
Provision must be made to alter the list of a barge with a crane immobilised on one side. The
simplest way to do this is to have a few heavy loads ready to be placed on the opposite side of the
barge to make a level platform. These can be progressively removed as the crane's centre of
gravity nears the centre line of the barge.

28
 ALWAYS LISTEN CAREFULLY TO THE ADVICE OF THE CRANE DRIVER.

Most of the drivers have loaded and unloaded their cranes many times and are very experienced
in the manoeuvre. Some operators are diffident about offering advice to the man in charge. If
this is felt to be the case, seek out their advice. Improvements in the method can be made on
each successive loading or discharge.

Finally, it is sometimes possible to load a heavy vehicle when the barge is aground. If this option
is available it should always be taken, even if it means using ramps.

29
 TIDES

As much of the barge and tug work can usually only be done within a few hours of high water, a
very basic understanding of tides, and a method of calculating them is necessary.

A tidal cycle is of approximately twelve and a half hours duration. Thus Low Water follows High
Water approximately six and a quarter hours later and High Water again follows after a similar
interval. As a rough approximation, if the time of high or low water is noted on one day, this will
occur slightly under one hour later on the following day.

The range of a tide is the difference between a consecutive High and Low water.

At spring tides, the tidal range is at its maximum, and at neap tides the range is at its minimum.
The cycle of spring tides is very roughly fortnightly, neap tides occurring roughly one week after
springs. It is important to understand that at spring tides, because the range is at its greatest, that
following a very high tide will be an equally low tide.

On the following pages are computer generated tidal curves for the port of Majunga showing the
neap tide of April 02, 1997, followed by the spring tide of April 09, 1997.

From these curves it can be seen that if a height of tide of 3.4 meters above datum was needed for
an operation, only two hours would be available for the 2nd, whereas nearly 5 hours are available
on the 9th, on each tide.

A glance at the shape of the curves also shows that the neap tide makes and falls very gradually,
whereas the spring curve falls away very sharply. Care must be taken when working on a falling
spring tide, as the water level may fall away very rapidly, causing stranding.

As might be expected, at spring tides, the rate of tidal flow is very rapid, and at neaps it is fairly
slow. This must also be taken into account when planning barge moves. For various reasons,
local and regional, the change of direction of a tidal stream does not always occur at high or low
water as might be expected. The time of slack water between the two different directions of tidal
stream can occur several hours either side of high or low water in some areas. This is particularly
true in estuary areas, where the flow from the estuary compounds the picture.

Observation of ships at anchor, and local knowledge will guide the user of a new port as to the
complexities of local tidal streams.

Tidal predictions should never be taken as gospel. They are only predictions, and external forces
such as wind and barometric pressure may alter a tide considerably, either by altering the height
of the tide, or by delaying its rise or fall.

30
31
32
Tidal Predictions

The computer generated tidal curves should be available from any of the company offices with a
PC. Caution should be used when using computer generated tidal information, as most programs
use the “Simplified Harmonic Method of Tidal Prediction”, which is a good aproximation, but is
not as accurate as the data available in the Admiralty Tide Tables. The data is often suspect for
the smaller secondary ports, particularly if they have not been recently updated. Tidal information
produced by the port of Dar es Salaam, for example is still using data which was replaced some 3
years ago, following new tidal surveys.

Making a tidal prediction for most ports is fairly simple. A method is outlined below.

Admiralty Tide Tables Volume 2, N. P. 202 is required. This volume is available from any sea
going vessel, and from most company offices.

Majunga will be used in this example.

Turn to the index at the back of the volume. On page 450, the port of Mahajanga is listed. Many
different spellings are used, but the port required can usually be identified. The figure 3881 is
listed. This is the Port Number.

In the section before the main index, Port Number 3881 can be found on page 338 listed under the
main heading "Dar Es Salaam"

To find the time of high water on 15th June 1991, it is next necessary to look up this tide in the
main section of the book at the port of Dar Es Salaam. On page 338, page 102 is listed next to
Dar Es Salaam.

At the main listing, the following entry is found for 15 June:

15 0557 2.9
1153 0.0
SA 1814 3.3

Thus, on Saturday June 15, at Dar Es Salaam, a tide of 2.9m height is predicted at 0557 (local
time GMT + 3), a low tide of 0.0m at 1153, and another high water at 1814 with a predicted
height of 3.3m.

The range of tide on this day is roughly 3m.

A glance at the entries for the dates either side of the 15th shows us that a 3m range is just below
the maximum (3.6m on 13th and 14th). So it is known that the 15th is just after the highest spring
tide.

Now turn back to page 338

The first two columns of figures give the position of Majunga in terms of Latitude and Longitude.

The next two columns give the time in minutes that must be added on to the time of tide at Dar Es
Salaam to get the times at Majunga. In this case, since we are interested in high tide, the first
column is used, and -0003 minutes are added.
Thus the times of high water at Majunga on the 15th June are:

33
0554 (0557 +(-3)) and 1811 (1814 +(-3))

The next four columns are, respectively, the corrections which must be added to Mean High
Water Springs, Mean High Water Neaps, Mean Low Water Neaps, and Mean Low Water Springs.

For our purposes, we need correction for high water Springs, and this is found to be 1.6m.
Strictly speaking interpolation should be done between the neap and spring correction since the
15th is just after neaps, but this is accurate enough for our purposes.

Adding this correction to the heights obtained for Dar Es Salaam gives heights of 4.5m and 4.9
metres respectively.

Thus at Majunga on June 15th, predictions for high water were:

0554 4.5m
1811 4.9m

If problems are encountered, the crew of the attending tug should be asked for assistance.

It must be emphasised that this method is fairly rough, and that the results produced are only
predictions. The results should be good enough for our purposes.

34
 BEACH LANDINGS

Beach landings are operations of some complexity. Many of the tasks involved in the
preparation and execution of this type of operation is outside the scope of this manual. These
notes must therefore be viewed as only the briefest introduction to the subject.

Preparation

Before a beach landing can he contemplated, the suitable site must he chosen and thoroughly
surveyed. Owing to the circumstances which force a beach landing, the locations are usually
remote, and the information available, scarce.

The water depths offshore will be ascertained, the incline of the beach measured, and tidal flow
and currents will be measured.

The beach will be thoroughly inspected for obstructions which might damage a barge or landing
craft, and any offshore obstructions will be located and marked.

Tide tables will be calculated and the local and regional weather investigated.

Logistical Preparation.

Once the marine information has been gathered and collated, the operation can be planned. On
the basis of the marine data, decisions are made as to the size of barge which can be used, and
the methods of beaching them. The optimum time window for such an operation will be
planned, and the best method of onward transport ascertained. The amount of shore back up
required will be decided upon, and such items as beach anchors and offshore mooring buoys
prepared if required. In some cases, visual or radar aids to navigation will need to be installed.

The landing

In many cases, barges can be "run up" the beach alongside a landing craft or shallow drafted tug.
In the more complicated landings, offshore moorings are made, and the barges are towed into
the beach by winches along a static line. The Company has safely used an Exposed Beach
Operating System, known as an EBOS, in extremely adverse conditions in Somalia and
Madagascar.

Whichever way the barge is towed into the beach, care has to taken to ensure that it can be
removed in subsequent tides. During discharge operations this does not present too much of a
problem, but in loading operations, the barge's loaded draft must be carefully calculated, and she
must be beached at a suitable interval after high water so that she will re-float on subsequent
tides.

A great danger to a beached craft is that of broaching. When this happens, a craft is turned
parallel to the beach by wind and weather, and removing such a craft form the beach can be a
difficult operation. Where possible, barges and landing craft will drop a stern anchor offshore
before grounding in order to remain at right angles to the beach throughout the operation.

If moorings are present on the beach, the bow of the barge/landing craft are made fast to these, but
if heavy plant is available, these are often used to take ropes from the barge, tension them, and
hold them until the barge is well aground.

35
The discharge

Two methods are commonly employed to remove cargo from barges. If a bulldozer is available
ashore, a sand ramp is built up to the bow of the barge, and cargo is then driven off over this. If
the discharge takes longer than one tide, this method has the disadvantage that the ramp is usually
washed away at high water, and must be rebuilt before further discharge can take place-

The second method involves the use of specially built ramps which are carried on the barge and
are lowered into position by a crane on the barge. This method has the great advantage that the
barge can be worked for much longer periods either side of low water.

Landing craft of course use their own built-in ramps for discharge. They carry the additional
advantage that they can take on and discharge water ballast in order to alter their draft and trim
for beach operations. Some barges carry ballasting facilities, but these are usually primitive, and
not very effective.

Conclusion

Beach landings are complex operations, and are not usually contemplated unless no harbour
facilities are available. The Company has carried out many such operations in the past, and if
such operations are envisaged, further information can be obtained.

36