Rig Move Manual

Risk level: <Yellow> Rig Move Manual

Title: Jack-up rig move – general requirements Doc. No: DIR-37-0021 Version: 03

Doc. Owner: H. M. Hansen Approved by: Per Wullf Approved 18.08.2011

Printed date: 18/08/2011 of 45

JACK-UP

RIG MOVE MANUAL

Copy No. 01 Volume 1/1

This manual is the property of

SEADRILL and for the use of designated staff only

THIS IS A CONTROLLED DOCUMENT

Revision requests and comments should be forwarded to:

Seadrill Corporate

Attn.: Operations Excellence





TABLE OF CONTENTS

1. INTRODUCTION ........................................................................................................................................................ 4

1.01 PURPOSE........................................................................................................... 4

1.02 SCOPE AND APPLICABILITY ...................................................................................... 4

1.03 RESPONSIBILITIES................................................................................................ 4

1.04 DEFINITIONS OF TERMS.......................................................................................... 4

2. PLANNING AND SEQUENCE OF OPERATION................................................................................................... 6

2.01 STEP 1 TO 12..................................................................................................... 6

3. GENERAL REQUIREMENTS................................................................................................................................... 8

3.01 CONDUCT OF OPERATION ........................................................................................ 8 3.01.01 Drills and exercises................................................................................................................................ 9

3.01.02 Maintenance and repair work ................................................................................................................ 9

3.01.03 Safety organisation................................................................................................................................. 9

3.01.04 Operational planning meetings............................................................................................................ 10

3.01.05 Damage control.................................................................................................................................... 10

3.01.06 Storm preparedness.............................................................................................................................. 10

3.02 ATTENDING PERSONNEL ....................................................................................... 10 3.02.01 OIM..................................................................................................................................................... 10

3.02.02 Marine Section Leader......................................................................................................................... 11

3.02.03 Rig Mover............................................................................................................................................. 11

3.02.04 Seadrill appointed Marine Warranty Surveyor (MWS)........................................................................ 12

3.02.05 Client Representative ........................................................................................................................... 12

3.02.06 AHTSV Master ..................................................................................................................................... 13

3.02.07 Positioning Surveyor............................................................................................................................ 13

3.02.08 Manning - Crewmembers ..................................................................................................................... 13

3.03 ATTENDING AHTSV ........................................................................................... 16 3.03.01 Minimum bollard pull requirements..................................................................................................... 17

3.03.02 Criteria for rotating around one pinned Leg (walking the Jack-up).................................................... 17

3.04 SITE SPECIFIC PROCEDURES .................................................................................. 17

3.05 WEATHER........................................................................................................ 18 3.05.01 Weather window standard requirements.............................................................................................. 18

3.05.03 Measuring sea conditions .................................................................................................................... 19

3.06 GENERAL SOIL AND LOCATION SURVEY REQUIREMENTS ................................................... 20 3.06.01 Potential risks and survey methods...................................................................................................... 20

3.06.02 Location categories.............................................................................................................................. 21

3.06.03 Location coordinates ......................................................................................................................... 21

3.06.04 Water depth at location........................................................................................................................ 22

3.06.05 Survey line spacing .............................................................................................................................. 22

3.06.06 Bathymetric survey............................................................................................................................... 23

3.06.07 Seabed debris survey............................................................................................................................ 23

3.06.08 Shallow seismic survey......................................................................................................................... 23

3.06.09 Geotechnical investigations ................................................................................................................. 23

3.06.10 Sampling and testing............................................................................................................................ 24

3.06.11 Site investigation requirements ............................................................................................................ 24

3.06.12 Geophysical site survey requirements.................................................................................................. 24

3.06.13 Requirements to individual subcontractors.......................................................................................... 25

3.07 LOAD AND STABILITY CALCULATIONS ........................................................................ 26

3.08 PASSAGE PLAN AND NAVIGATIONAL PROCEDURES .......................................................... 26





3.09 SECURING FOR THE TOW ...................................................................................... 27

3.10 TOWING GEAR .................................................................................................. 28 3.10.01 Emergency towing gear........................................................................................................................ 30

3.11 CONTINGENCY PLANS AND PROCEDURE ...................................................................... 30

3.12 COMMUNICATION ............................................................................................... 31

4. OPERATION ....................................................................................................................................................... 31

4.01 MOVING OFF LOCATION ........................................................................................ 31 4.01.01 General procedures.............................................................................................................................. 31

4.01.02 Jacking operation................................................................................................................................. 32

04.01.03 Jetting................................................................................................................................................... 33

4.01.03 Use of towing vessels ........................................................................................................................... 33

4.01.04 Use of anchors ..................................................................................................................................... 34

4.02 TRANSIT ......................................................................................................... 34 4.02.01 General procedure ............................................................................................................................... 34

4.02.02 Watch keeping ...................................................................................................................................... 35

4.02.03 Weather observations........................................................................................................................... 36

4.02.04 Position reporting ................................................................................................................................ 37

4.02.05 Crane operations.................................................................................................................................. 38

4.02.06 Minimum bunkers of diesel and portable water for passage................................................................ 38

4.03 GOING ON LOCATION .......................................................................................... 38 4.03.01 General procedures.............................................................................................................................. 39

4.03.02 Conditions on location ......................................................................................................................... 39

4.03.03 Approach.............................................................................................................................................. 40

4.03.04 Anchor operations................................................................................................................................ 41

4.04 PRELOADING .................................................................................................... 42

4.05 SPECIAL SOIL CONDITIONS.................................................................................... 44

4.06 JACKING TO FINAL AIR GAP.................................................................................... 44

4.07 CLAMPING AND SKIDDING OF DERRICK ...................................................................... 45

5. REPORTING AND FORMS............................................................................................................................... 45

5.01 CHECKLISTS..................................................................................................... 45

5.02 TEMPLATES ...................................................................................................... 45





1. INTRODUCTION

1.01 Purpose

The purpose of this manual is to outline and provide minimum requirements to

ensure that planning, towage, positioning and preloading of Seadrill Jack-ups are

carried out in a safe and efficient manner.

1.02 Scope and applicability

This manual contains requirements and information that is needed to perform the

activities as per above and sets minimum standards to ensure that each operation

is performed in such a way that it complies with Seadrill’s policies and directives.

This rig move manual is issued by Seadrill Corporate and shall be considered as a

set of minimum requirements. In addition to these requirements, all international

and local country rules and regulations shall be implemented and included in the

site specific rig move and preload procedures issued for each rig move operation.

1.03 Responsibilities

This manual and its subsequent revisions shall be approved by the COO.

The local Marine Superintendent (or Marine Responsible) is responsible for ensuring

that these requirements are incorporated into the site specific procedures.

Seadrill Corporate is responsible for the continuous review and update of this

manual based on lessons learned and feedback from the rigs and regional offices.

1.04 Definitions of terms

Definitions in this manual are in accordance with ISO 8402 standard. Those

definitions which are not included in that standard are in accordance with the terms

of ISO 9004 or the Company's own definitions.

AHTSV Anchor Handling Towing supply Vessel

Bathymetric

Survey

To determine the water depth and any slope of the seabed at the

desired location site and to ensure a safe navigable approach to

the site.

BP Bollard Pull.

Certificate of

Location Approval

(COLA)

The document which verifies that a specific offshore unit can be

safely installed on a specific location and be safely operated

within the limitations of the Jack-up Marine Operation Manual

(MOM) applicable to the unit and the planned operations.

The COLA will be issued by a recognised Marine Warranty

Surveyor.

Cone Penetration

Test

(CPT)

To obtain soil resistance data to enable the prediction of leg

penetration.

Extended field

move

A move where the duration of towage exceeds 12 hours and

standby location(s) are required.

Field move A move where the duration of towage is below 12 hours.





Grab Samples To confirm the composition of the seabed sediments and provide

Coring Survey information on scour potential.

Jack-up A mobile platform that stands on the seabed on supporting legs.

Emplacement of a

Jack-up

The act of bringing an offshore unit onto a new location and

includes placement of the structure/anchors and the load tests

required to verify the capability of the soil to withstand the

maximum forces induced.

Magnometer

Survey

A survey carried out in order to identify and map sub-seabed

metallic objects.

Marine Section

Leader

Barge Master or Stability Section leader

Marine Warranty

Surveyor (MWS)

A company approved by Seadrill’s underwriters which have been

nominated by the COO to issue the COA for installation of a

Seadrill Jack-up and the issuance of verification documents

(Towage Certificate, Tie-Down Certificate etc) on the

accomplishment of intermediate stages of the operation.

Ocean tow A move where the duration exceeds 12 hours and no stand-by

locations are available.

Rig Mover Tow Master

ROV Remote Operated Vehicle

Shall, Should &

Can

Any text which does not describe how work Shall be carried out

shall be confined to guidelines. The following definitions apply to

all documents

Shall: A requirement which is mandatory.

Should: Refers to a recommendation. Alternative solutions of

the same functionality or quality may be applied.

Can: Refers to one of several solutions of equal functionality

or quality.

Shallow Seismic

Survey

A subsea survey carried out to identify and map possible shallow

gas accumulations and to obtain information about the

configuration of the sub-seabed soil within the foundation zone.

Side Scan Sonar

Survey

A subsea survey carried out to detect any objects or obstructions

and to map the seabed in order to investigate it's topography

and variations in sediment cover.

SNAME The Society of Naval Architects & Marine Engineers

(Publisher of the standard: Site Specific Assessment of Mobile

Offshore Drilling Units 5-5A)

Soil Bore (Coring) To provide sufficient data to calibrate and ensure proper

geotechnical and geophysical analysis.

Swiss Cheese

drilling

Perforation drilling, which is drilling a specified number of holes

below the intended spud can location to weaken the formation.

Tow Bridle Main towing arrangement used in connection with the lead tug of

the tow.





2. PLANNING AND SEQUENCE OF OPERATION In order to maintain regularity during the planning and issuance of the operation

site specific rig move procedures as well as the preload procedures, it is

recommended to follow the planning and sequence of operation as outlined below.

2.01 Step 1 to 12

The planning and sequence of operations have been divided into the following 12

steps:

1. Client location request?

2. Requesting soil and seabed

information from client

3. Geotechnical investigation

4. Preparing site specific procedures

5. Requesting Location Certificate of

Approval (COA)

6. Marine Warranty Surveyor’s

requirements (MWS)

7. Onboard review of the site specific

procedures

8. Preload simulation

Preparation

9. Onshore pre-move meeting

10. Preparing for rig move

11. Rig move

Execution

12. Preloading and final accepting

13. Post Rig Move report

Step 1 – Client location request?

This step will be the result of successful negotiations leading to a drilling contract,

and does normally not include anything else than collecting various operational

information which may be required by the Seadrill Regional Office.

Step 2 – Requesting soil and seabed information from client

This step will under normal circumstances be handled by Seadrill Regional Office.

It is essential that this data is requested in such a time that all geotechnical

examinations and calculations can be carried out in a professional and satisfactory

manner. Especially in areas with special soil conditions which could lead to rapid

penetration and/or punch-through. (See section 3.06).

Step 3 – Geotechnical investigation

In order to have the full understanding of the sub-seabed soil all available data

shall be forwarded to the Seadrill Marine Engineering Group or geotechnical

subcontractor for analysis. That will result in a foundation assessment being issued,

giving estimated penetrations and ascertain any risk of rapid penetration and/or

punch-through.

The sub-contractor shall be approved as per section 3.06.13





Step 4 – Preparing site specific procedures

The Seadrill Regional Office will at this stage start preparing the site specific rig

move and preload procedure.

For the rig move procedure see section 3.04.

For the preload procedure see sections 4.04 and 4.05

Step 5 – Requesting Certificate of Location Approval (COLA)

Upon receipt of the results of the geotechnical examinations and calculations, the

Seadrill Regional Office has to forward all documentation to an approved MWS for

review and issuance of a COLA for the site specific location and covering the

emplacement of the specific Jack-up in question.

For approved Marine Warranty subcontractor see section 3.06.13

Step 6 – Marine Warranty Surveyor’s requirements (MWS)

Upon receipt of the COLA the Seadrill Regional Office will implement any

recommendations and requirements into the site specific rig move procedure and

preload procedure and these shall be fulfilled, this is to satisfy the requirements of

our underwriters

For the rig move procedure see section 3.04.

For the preload procedure see sections 4.04 and 4.05.

Step 7 – Onboard review of the site specific procedures

When the draft procedures have been completed by the Seadrill Regional Office,

they have to be forwarded to the Rig Manager, OIM, Marine Section Leader, Rig

Mover and, if deemed necessary, the MWS, for review and comments.

If relevant, the comments shall be implemented into the procedures by the local

Marine Superintendent or Marine Responsible person.

The procedures will have to be finally approved as per section 3.06.02.

Step 8 – Preload simulation

When the preload procedure has been agreed between the Seadrill Regional Office

and the Jack-up, the Jack-up has to prepare a preload simulation based on the

procedure and actual/ estimated deck load.

The preload simulation shall be approved by the Seadrill Regional Office.

See section 3.06.02, 4.04 and 4.05.

Step 9 – Onshore pre-move meeting

When all procedures are completed within the Seadrill Regional Office all involved

parties have to attend an onshore/offshore pre-move meeting by means of a

teleconference call at which each procedure shall be reviewed and agreed upon.

Minutes of this meeting form part of the post rig move report.





When agreement has been reached, any comments or corrections shall be

implemented into the procedures and forwarded to the designated responsible

persons for acceptance and signature.

If any comments or corrections arise after the final acceptance, a non-conformance

shall be forwarded and approved by all involved parties. See location categories and

approval level in section 3.06.02.

For non-conformities, please refer to TMS, Directive DIR-00-0011 – “Handling of

non-conformities”.

Step 10 – Preparing for rig move

At this stage the Jack-up should prepare for rig move according to the Marine

Operations Manual and to the satisfaction of the MWS. In this respect the MWS

shall issue a Seaworthiness / Tow Approval Certificate stating that the Jack-up is

ready for the planned rig move and that all criteria in the rig move procedure are

fulfilled prior to commencement of the rig move.

Step 11 – Rig move

The rig will now commence the actual rig move by jacking down at present location,

pull off, transit, emplacement at the new location, preload and jack up to final air

gap.

Please see sections 4.1, 4.2 and 4.3.

Step 12 – Preloading and final accepting

When the final position has been accepted by the operator’s representative the

Jack-up will be preloaded according to the preload procedure and to the acceptance

of the attending MWS.

Upon completion of preloading and acceptance by the attending MWS, the Jack-up

will be jacked up to the operational air gap as required by the operator however

always higher than the minimum required operational air gap as stipulated in the

location approval. The final air gap has to be accepted by the operator’s

representative before commencement of drilling operations.

Please see section 4.06 and 4.07.

3. GENERAL REQUIREMENTS

3.01 Conduct of operation

While Jack-ups are departing a location, in transit or during emplacement at a new

location they operate outside their normal mode wherefore the OIM shall be aware

of the requirements set in the specific rig move procedure.

Furthermore, it is of paramount importance that the attending AHTSV and other

involved services have been verified to have the capability and capacity to perform

the functions required to accomplish the operation. The MWS plays a vital and

central role in this verification process.





With exception of the check lists in section 5 of this manual, the directions in this

Rig Move Manual are minimum requirements and guidelines based on good offshore

marine practices and marine standards supplemented by the experience gained by

Seadrill’s organization during the years.

This Rig Move Manual shall not substitute any mandatory rules and regulations

issued by a Continental Shelf Authority, Flag State or any other authority having

legal rights on the Jack-up concerned.

3.01.01 Drills and exercises

Drills and exercises shall be carried out as specified in TMS. Additional special drills

may be required if the rig move operation involves a number of non-regular crew

members.

Where alterations to the Station Bill are required for the intended voyage or

upcoming operation, they shall be prepared in due time and the crew shall be

instructed accordingly. Drills shall be carried out to ensure that all crew members

have understood the changes and are able to act promptly. Exercises and drills

should always be recorded in the appropriate log book.

3.01.02 Maintenance and repair work

Maintenance and repair work during the rig move shall be planned with the

responsible parties, i.e. Rig Manager, OIM, Marine Section Leader, Technical

Section Leader and the Rig Mover. Care shall be exercised to ensure that all

systems and equipment vital to sea-worthiness remains unaffected throughout all

phases of the operation.

• Heavy equipment shall only be used or dismantled when

conditions are such that safe handling can take place within the

pitch/ roll and heave imposed on the Jack-up.

• Large modification work should be conducted only by a dedicated

Project Manager, who works in close contact with the OIM,

Marine Section Leader, Technical Section Leader and Rig Mover.

• The Permit to Work System shall be strictly followed and all

permits to be signed by the OIM.

• If work has been commenced and cannot be completed prior to

adverse conditions, the work shall be suspended and the area

shall be secured with adequate barriers and signage.

3.01.03 Safety organisation

During rig moves the number of personnel on board will be reduced and the OIM

shall ensure that the valid Station Bill, and the positions stated herein, can be

manned with the personnel available on board.

If this is not the case, the OIM and the rig management must, prior to

commencement, create an alternative safety organisation and Station Bill

addressing the situation. The personnel onboard has to be instructed and trained

accordingly.





3.01.04 Operational planning meetings

The operation plan is acknowledged by the Client in the formal pre-move meeting

conducted onshore.

Prior to commencing each step of the operation, it is important that the OIM

conducts meetings with management of the rig move as well as TBRA (Task based

risk assessment) and Toolbox Talks with the participating crew.

3.01.05 Damage control

The OIM shall have damage control equipment readily available on board the Jack-

up to facilitate temporary repairs.

3.01.06 Storm preparedness

During the transit of a Jack-up, the weather can change rapidly wherefore close

monitoring is essential. Despite weather reporting services being arranged, the unit

shall be prepared at all times for adverse weather conditions.

If the weather situation deteriorates in such a way that safe jacking on an

alternative location cannot take place, the OIM must, in consultation with the MWS

and Rig Mover, evaluate the possibility of lowering the legs to a predetermined

position to improve the stability and reduce the stress imposed on the legs.

This decision should be carefully evaluated and executed well in advance before

reaching the limitations stipulated in the Jack-ups Marine Operations Manual

especially for units with leg fixation systems as these can take several hours to

disengage. The maximum towing speed when lowering the legs shall be adhered to.

Whenever the weather deteriorates, additional monitoring shall be undertaken to

confirm the watertight integrity and to verify all lashings and tie downs are still in

place and secure.

3.02 Attending personnel

All work related communication shall be in English.

3.02.01 OIM

The OIM has a total responsibility for the safety of the rig and personnel at all times

as per statutory requirements and he/she is responsible for ensuring that all

operations are conducted in such a manner as to safeguard the integrity of all

Seadrill assets and third party equipment.

The OIM decides when it is safe and practical to commence operations within the

limitations of the Marine Operations Manual, having consulted with the Marine

Section Leader, Rig mover, MWS and Client Representative.

The OIM approves commencement of jacking operations.

The OIM reports the progress of the operation to the onshore management every 6

hours as a minimum.





3.02.02 Marine Section Leader

The Marine Section Leader is responsible for ensuring that all aspects of the rig

move are performed safely and efficiently.

He/she liaises with the OIM, MWS, Rig Mover and Client Representative on all

matters concerned with the move.

He/ she is responsible for operating the jacking control panel.

He/she ensures that the stability complies with the Marine Operations Manual at

all times, including making any adjustments to trim or heel as necessary in

consultation with the MWS.

He/she ensures that the watertight integrity of the unit is not impaired and

that all watertight closing devices are functioning properly, reference is made to

4.02.02.

Note: - It is essential that watertight openings are kept closed, whilst the unit

is afloat, or during jacking operations. If it is necessary to open a

watertight opening to allow passage between one compartment and

another - this may be done, but the opening shall be closed immediately

after passing through.

He/she ensures that the towing and emergency towing gear are in place, in good

condition, complete with certification and ready for immediate deployment.

He/she ensures that competent Seadrill personnel are available for the safe

deployment of the rig’s towing gear to the AHTSV.

He/she ensures that all jacking and jetting systems are function tested prior to

commencement of the operation and that all pumping systems are fully

operational. All bilges and strum boxes are to be checked and cleaned if required.

He/she ensures that the sea fastenings of all equipment and cargo are adequate

and completed to the satisfaction of the Marine Warranty Surveyor.

The Marine Section Leader is responsible for verifying that all checklists

pertaining to the move have been completed and signed off prior to

commencement of the move.

3.02.03 Rig Mover

The Rig Mover liaises with the Seadrill OIM, MWS, Technical Section Leader and

Client Representative on all matters concerned with the operation.

He/she confirms that the rig's towing equipment is suitably certified and in good

condition and that all communication systems are functioning correctly.

He/she is responsible for the conduct and safety of the rig during the tow and will

give instructions to the towing vessels with respect to tow wire deployment,

passage planning, courses and speeds, after consultation with the Seadrill OIM,

MWS and AHTSV Masters.





He/she liaises with the AHTSV Masters on all manoeuvres from hooking up

boats, under tow, disconnecting, moving to stand off position, running of

anchors prior to moving to the final positioning including direct communication with

the jacking control room.

He/she requests commencement of jacking operations and preloading

operations in consultation with the OIM, Marine Section Leader, Marine Warranty

Surveyor and Client Representative.

3.02.04 Seadrill appointed Marine Warranty Surveyor (MWS)

The MWS liaises with the Rig Mover, Marine Section Leader and OIM on all aspects

of the move to ensure the operation is carried out in compliance with the Marine

Operations Manual and site specific procedures.

The MWS issues a Towage Approval Certificate when he is satisfied that the Jack-up

and attending AHTSV(s) are in a seaworthy condition and can commence the tow in

a safe manner.

The MWS will veri fy that the towing equipment is in good condition and

that all communication systems are functioning correctly.

The MWS, in conjunction with the OIM, Marine Section Leader and Rig Mover,

decides when it is safe and practicable to commence operations within the

limitations of the unit's Marine Operations Manual and the long range weather

forecast(s).

The MWS monitors jacking, rig move and pre-loading operations.

The MWS liaises when necessary with the Client Representative as required on

all matters concerned with the rig move operation.

The MWS verifies that the rig has acceptable stability at all times and he shall

advise on making adjustments to trim or heel as necessary.

The MWS verifies, in consultation with the Marine Section Leader and the Rig

Mover, that the rig has sufficient positive stability and water depths throughout

all stages of the operation.

3.02.05 Client Representative

The Client Representative is responsible for protecting the Oil Company’s assets.

He/she verifies compliance with the site specific and approved rig move and

preload procedures.

He/she verifies that the operation is carried out in accordance to the client’s

procedures where required when approaching a platform or subsea

structure/pipeline.





He/she liaises with the survey positioning contractor, Rig Mover and Marine

Section Leader with respect to the navigational equipment status and position

confidence at the final approach to a location. He will also keep the onshore

drilling manager updated with ongoing and future planned operations.

The Client Representative is responsible for the acceptance of the final position of

the Jack-up.

3.02.06 AHTSV Master

The AHTSV Master is responsible for the safety of own vessel.

He/she is responsible for ensuring that all towing operations are conducted in a

safe manner with due regards to safe navigation, safe working practices and good

seamanship.

He/she has the obligation to request for a consultation with the Rig Mover, OIM,

Marine Section Leader, MWS, and Client Representative to turn the tow and head for

shelter in the event of an increasing weather forecast or encounters unexpected bad

weather. The OIM is overall responsible and may instruct the Rig Mover to inform

the vessels to head for shelter should he deem the situation warrants it.

He/she ensures that AHTSV crew is familiar with the towing operation.

By the use of a risk assessment process, he/she shall ensure that all hazards have

been identified and communicated to the crew prior to each towing operation.

He/she reports on any known damage to equipment or vessel to the OIM, Marine

Section Leader and Rig Mover at the time of being aware of the damage or at the

earliest opportunity thereafter. This information will be communicated to all

other relevant parties by the OIM.

He/she ensures that appropriate navigation warnings, similar to below, are

transmitted on the hour or on approach of other vessels on the Safety Distress

VHF Channel 16 or appropriate navigational channel for specific area.

3.02.07 Positioning Surveyor

The Positioning Surveyor is responsible for the proper operation of the positioning

equipment and providing constant data showing the position of the unit at all times

during the tow and at the proposed location including the stand-off position.

He/she performs system checks to prove navigation system confidence prior to

departure from the present location and at intervals during the tow and during

location positioning operations.

He/she will immediately report failures and/or shortfalls in navigation equipment to the

OIM, Marine Section Leader, Rig Mover and Client Representative.

3.02.08 Manning - Crewmembers

The minimum manning shall comply with the requirements stipulated by the

Country of Registration (Flag State) and the Continental Shelf Authority. The





requirements of the Flag State are stipulated in the Safe Manning Certificate

which is part of the Jack-up certification record.

The number of crew members carried on board the Jack-up during the move shall

be limited to essential personnel only with due consideration to the evacuation

means available (helicopters, boats etc.).

The maximum number of People on Board (POB) shall not exceed the capacity of

one lifeboat or 60 persons onboard, which ever is the lower number. This applies to

“Extended” field moves and Ocean tows.

For infield moves this POB limit can be adjusted based on compliance of the table

below.

ACTIVITY & SERIOUS HIGH-POTENTIAL

RISKS PRESENT DURING ACTIVITY

POB OF UP

TO 60

HELICOPTER AVAILABLE

in < 60mins

TWO HELICOPTERS

AVAILABLE in <

60mins away, or ONE

HELICOPTER

(60mins away) &

OTHER FACILITIES

ALWAYS WITHIN 15

MILES radius

SUPPORT

VESSEL (or

SPARE AHTS)

AT ALL TIMES

(plus

operational

Cranes & Billy

Pugh on Rig)

1. Jacking Down

a. Wind above operational limits YES

60 POB + capacity of

chopper up to 90 POB up to 90 POB

b. Sea-state above operational limits YES



c. Structural failure of legs YES



d. Failure of jacking gear YES



e. In-field vessel collision YES



f. Errant passing vessel collision YES



g. Live pipeline(s) in vicinity of platform YES

ADDITIONAL MITIGATIONS THAT CAN BE IMPLEMENTED, AS PART OF

"DISPENSATION FROM NORMAL OPERATING PROCEDURES", TO EXCEED 60

POB (UP TO ULTIMATE MAXIMUM OF 90 POB)

No POB above 60 allowed





2. Wet Tow/Positioning







c. Loss of tow (hawser/tug failure) YES



d. Loss of stability (shifting loads) YES



e. Loss of water-tight integrity YES



f. Shallow water depth (unknown) YES



g. Extreme water depth (unknown) YES



h. In-field vessel collision YES



i. Errant passing vessel collision YES



3. Jacking Up







c. Structural failure of legs/jacking gear YES



d. Failure of jacking gear YES



e. Punch through YES



f. Rapid penetration YES



g. Collision with platform YES



h. In-field vessel collision YES



i. Errant passing vessel collision YES



j. Live pipeline(s) in vicinity of platform YES No POB above 60 allowed

A TBRA Shall be completed and signed by the participating persons including the

client rep for carrying more persons than 60 POB. That is to ensure definite

conformation of helicopters, boats, etc. will be available.

The signed TBRA shall be included in the appendix to the rig move procedure.

The minimum core crew recommended on board a Jack-up during a field move or

ocean tow should consist of following:

• 1 OIM

• 2 (two) Marine Section Leaders depending on duration of preloading

operations.

• 1 Maintenance supervisor

• 2 (two) Electricians





• 2 (two) Mechanics

• 2 (two) Motorman

• 2 two) Radio Operators

• 1 (one) Cook

• 2 (two) Stewards

• 2 (two) Crane Operators

• 1 (one) Welder (optional)

• 3 (three) Seaman skilled persons

It is not always required to have a Marine Warranty Surveyor attending during

the entire move, however, in order to issue a COLA the Marine Warranty Surveyor

shall attend the Jack-up prior to commencement of the move for surveying the

unit and issuing the COLA.

3.03 Attending AHTSV

All AHTSV shall be fit for the purpose for the intended operation. All involved

vessels shall be in compliance with standards stipulated in the COLA, the Jack-up

Marine Operations Manual and recommendations issued by the attending MWS. All

trading certificates shall be valid and all vessels shall be able to communicate in

English around the clock.

The AHTSV and its equipment shall be inspected and approved prior to

commencement of the towing or any anchor handling operation.

In situations when this inspection is not practicable, the record from a previous

inspection should be consulted and/or a valid certificate from a recognized MWS

shall be presented e.g. Marine Warranty Towing Vessel Approval Certificate.

The inspection shall as a minimum include the following items:

• Bollard pull/ BHP meet the minimum requirements for the

particular unit

• Towing and work winches – primary and secondary

• Auxiliary winches

• Stern rollers and mechanic stoppers (E.g. Shark Jaws / Karm

Forks)

• Main and spare towing wires

• Work wires, shackles, connecting links and any other equipment

planned to be utilized during intended work scopes

• Crew list including position on board and qualification notes

• All vessels shall be suitable manned in accordance to legislation and

work scope and shall be capable of operating on a 24 hours

continuously basis, if required within the work scope

The following certificates shall be available and presented upon request. All

certificates shall be valid without any notation of restrictions which could affect

required performances and have an impact on intended operations:

• Certificate of Registration

• Class Certificates for Hull and Machinery

• Safety Construction Certificate

• Safety Equipment Certificate





• Radio Safety Certificate

• MARPOL Certificates

• ISPS Certificate

• Tow Wire Certificate including spare wire

• Bollard Pull Certificate

• Various Certificates for Towing and Anchor Handling

Equipment

• Latest survey report shall be available for review

• Outstanding conditions of Class

• BHP of engines

Verification shall be obtained to ensure that sufficient fuel, lube oil and potable

water are available for the expected duration of operation including 25% spare.

General suitability check shall be performed to confirm that communication and

navigation equipment are suitable, sufficient and operational.

In shall be confirmed that there are no operational limitations placed on the vessel.

3.03.01 Minimum bollard pull requirements

The minimum required bollard pull, as specified for the individual Jack-up, shall

be stated in the rig move procedure. Refer to TMS doc for more details on

bollard pull requirements

3.03.02 Criteria for rotating around one pinned Leg (walking the Jack-up)

Positioning any Jack-up by rotating around a pinned leg is not normally allowed and

can only be approved by the COO.

Such approval will require information and calculations as follows:

• Maximum pull applied from the AHTSV

• Maximum penetration of the leg which the Jack-up is rotating around

• Maximum seabed torsion resistance

• Maximum torsion arm

• Angle of rotation (degrees of turn) shall be minimized and stated in

the approval.

3.04 Site specific procedures

For every Jack-up rig move a site specific rig move procedure and a site specific pre-

load procedure have to be developed. Both shall be in English.

The purpose of these procedures is to assist and guide the OIM, Rig Mover and other

personnel involved in the move.

The contents of the site specific procedure shall address:

• Introduction and purpose of the operation

• Personnel responsibilities

• Environmental conditions

• Navigation package and communication

• Departure from present location

• Tow and assist vessels





• Tow route and waypoints

• Positioning (open locations)

• Preloading

• Piracy/Rig security

The content of the site specific pre-load procedure shall address:

• Summary of precautionary standard operations

• Summary of precautions for punch through potential

• Settlement and rapid penetration

• Action in the event of slow settlement

• Action in the event of rapid settlement or punch through

• Contact details

• Soil foundation assessment

• Pre-loading sequence

• Precautions during pre-load operations

Where plans are forwarded by the client, the details shall be reviewed by the

regional Marine Responsible and incorporated into Seadrill procedures.

The final site specific procedures will be forwarded to all involved parties for their

approval and signature and constitute the basic guidelines for the rig move to be

executed.

3.05 Weather

The establishment of good quality weather forecasting, which should be both site and

route specific, is essential for identifying the weather window required and for the safe

conduct of the operation.

The established arrangement should as a minimum provide forecasting twice a

day and the arrangement has to include immediate update if there is a

significant change (e.g. gale warning) in the predictions.

It is advisable to commence the forecasting timely thus having a possibility of

evaluating the development of weather pattern etc. and making the necessary

comparison between the forecasted and actual weather.

Besides the established forecasting all other available meteorological data and

information related to the area of operation and route should be studied closely.

Units that do not have a weather facsimile installed should consider taking a portable

instrument in use, especially where ocean tow is being planned.

The decision to commence a rig move shall be based on a suitable window.

3.05.01 Weather window standard requirements

During Field Moves two independent weather centres shall have identified and

documented a weather window suitable for:

• The safe lowering of the unit on location of departure

• The safe transit from location to location

• The safe installation of the unit and preloading

• The safe elevation of the unit on location of arrival





During Extended Field Moves two independent weather centres shall have identified

and documented a weather window suitable for:

• The safe lowering of the unit at the location of departure

• The safe transit from the location of departure to a nominated

and accepted location of refuge on the route where the tow can

be in a sheltered area or the unit can safely jack out of the water

and take the required preload on board.

During Ocean Tow two independent weather centres shall have identified and

documented a weather window suitable for:

• The safe lowering of the unit at the location of departure and a

minimum of three days route forecast where acceptable weather

conditions prevail.

• There should be no indication that a tropical cyclone is under

development which could have a severe impact on the tow.

3.05.03 Measuring sea conditions

Weather forecasts should always be compared with the actual weather observations

made onboard the Jack-up.

If instrumentation for recording weather and sea condition is available, data should be

captured frequently and logged.

Self-elevating units, which are not equipped with instrumentation for wave recording,

can besides the general observation and recording use the following method for

establishing sea-conditions as wave height, period and length:

• Observe from a suitable position in the leg well, the ladder steps or

rack teeth at the waterline.

• Observe and note for 10 minutes at hourly intervals the number and

height of waves passing and record the number of waves and their

respective heights.

• List the number of waves 2', 3', 4', 5', 6', etc.

When a 10 minute period of observation has been noted calculate as follows:

• Multiply the wave height by the number of waves to obtain multiplier.

• Add all the multipliers together.

• Divide by the number of waves, which will give the average wave

height.

• Divide the number of waves by 600; this being the number of seconds

in 10 minutes. This will give you the average wave period per

second.

The average wave height and period should then be plotted on an hourly graph. After

several hours a trend will become apparent and this could predict a potential jacking

period well in advance.





3.06 General soil and location survey requirements

The objective of this section is to provide specific “Terms of Reference” for the MWS

appointed to issue the COLA and for those involved with the planning of the

emplacement of the Jack-up.

Actual requirements will vary based on the type of Jack-up, the nature of the

operation and the features of the area and seabed concerned.

Information shall be made available in sufficient time to allow for the COLA

authorization process, and for Seadrill to prepare site specific procedures, issue

instructions and authorization to the attending Rig Mover.

Note: All stand-off and emergency locations shall be surveyed in accordance

with this procedure.

3.06.01 Potential risks and survey methods

Risk Evaluation and Prevention Methods

Installation obstacles Bathymetric / Seabed surveys.

Punch-Through Shallow seismic survey. Geotechnical site investigation and soil testing. Bearing capacity analysis to determine

risks of punch through.

Recommend the various methods of

preloading to minimise punch through.

Bearing failure & settlement under

storm loading conditions

Site specific assessment to be

carried out

Shallow seismic survey. Geotechnical site investigation and soil testing. Bearing capacity analysis to determine

risks of bearing failure or settlement. Preload to full capacity

Sliding failure Shallow Seismic survey. Geotechnical site investigation and soil testing.

Scour Bathymetric survey. Determine seabed current strength. Carry out regular inspections and

maintain records of the spud can to

check for scour.

Consider installing sand /gravel bags to

protect against scour. Increase spud can penetration.

Legs stuck in the formation Geotechnical site investigation and soil

testing to determine risk. Use and testing of jetting system, educator pipe etc.





Foot prints of previous jack ups Review location records. Consider filling old foot prints. Consider re-orientation of the jack up to

avoid foot print holes.

Submerged metal objects / wrecks

pipelines and cables

Magnetometer survey. Seabed Survey by ROV / Diver.

Shallow gas / Gas pockets Geophysical survey.

Sub-surface faults Geophysical survey.

Geological hazards Soil sampling and geotechnical

analysis Seabed surface survey.

Seabed faults (depressions), reefs,

rock pinnacles, wrecks etc.

Side scan sonar. ROV inspection. Diver’s visual inspection.

3.06.02 Location categories

The various locations have been divided into four categories as follows:

• Category A

A COLA has previously been issued for this particular Jack-up at this

location.

• Category B

A COLA has previously been issued for similar type of Jack-up and all

soil and location survey data is available for this location.

• Category C

Any type of Jack-up has previously been emplaced on this location.

• Category D

No JACK-UP has previously been emplaced at this location.

Note: Of above four location categories Type A & B can be approved by

the Seadrill Regional Office.

Categories C & D can be approved by the Regional Office unless these

locations have a risk of rapid penetration or punch through, in which

case Seadrill Corporate shall approve the site specific pre-load

procedure. Corporate approval could involve third party review of all

procedures as well as attendance by an observer (Marine Surveyor)

appointed by Corporate.

3.06.03 Location coordinates

The location coordinates are expressed by latitude and longitude in degrees,

minutes and seconds and should be at least 2 but preferably 3 decimal places for

accuracy and shall include the datum used. I.e. international spheroid, WGS 84

ED50 etc. and the projection used UTM zone.





3.06.04 Water depth at location

This should be provided in relation to chart datum, meaning sea level or lowest

astronomical tide stating which reference has been used.

3.06.05 Survey line spacing

In general, the surveyed area shall as a minimum be 1 x 1 km square centered on

the designated location.

Two line grids each consisting of a minimum of 11 lines, spaced at 100 meters

intervals shall be acquired in orthogonal directions to cover the survey area. The

centre lines of the line grids shall intersect at right angles at the designated

location.

The program of lines shall total be (11+11) x 1= 22 kilometers, excluding any

necessary extensions to accommodate towed equipment or to enhance data

interpretations. Line separations shall be reduced to a maximum of 50 meters

within 200 meters of the designated location, where indicated, by the complexity

of seabed relief and sub seabed soil conditions.

The grid may be modified in accordance with the characteristics of the equipment

used. However deviations from the overall orthogonal grid pattern should be

avoided.

The survey grid orientation shall be defined to optimize data coverage based on

pre-existing knowledge of seabed and morphology, geology and local

environmental conditions.

Tie lines to other known locations and geotechnical borehole sites shall be included

in the survey line plan whenever possible.

For Category A and B locations, a surveyed area of minimum 300 x 300 meters

square centered on the designated location can be accepted.

Two line grids each consisting of a minimum of 7 lines, spaced at 50 meters

intervals shall be acquired in orthogonal directions to cover the survey area. The

centre lines of the line grids shall intersect at right angles at the designated

location.

The program of lines shall total (7+7) x 300= 4200 meters, excluding any

necessary extensions to accommodate towed equipment or to enhance data

interpretations.

The grid may be modified in accordance with the characteristics of the equipment

used and local site conditions; however deviations from the overall orthogonal

grid pattern shall be avoided.

The survey grid orientation shall be defined to optimize data coverage based on

pre-existing knowledge of seabed and local environmental conditions.





3.06.06 Bathymetric survey

The water depth shall be measured over the entire length of each grid line using a

high precision echo sounder.

The measured depths shall be reduced to the Lowest Astronomical Tide Datum. The

tolerance for water depth measurements is 0.5 meters.

Swathe bathymetry techniques should be used to survey rig access routes.

3.06.07 Seabed debris survey

Seabed surface surveys should be carried out using side scan sonar, Swathe

bathymetry and high resolution echo sounder techniques. The survey should be

such that it covers the immediate area around the location (1 km squared) and

identifies seabed features and obstructions. The site survey should also

include a magnetometer (this may be waived based on the type of side scan

and echo sounder used) survey to identify objects below the mud line such as

pipelines, wrecks and other metallic objects.

Seabed surveys that are older than 6 months prior to rig emplacement should not be

used.

3.06.08 Shallow seismic survey

This is required to provide the general near surface geological structure to identify

reflectors which may represent changes in the soil characteristics. The data may also

indicate any shallow gas within the vicinity of the location.

The seismic equipment shall be able to provide detailed information to a minimum

depth of 50 meters below the mud line or to the anticipated penetration + 2.5

times the spud can diameter.

The report shall include at least 2 vertical cross sections passing through the

location showing all relevant reflectors and any other pertinent information that

will assist in carrying out analysis.

The shallow seismic survey shall be interpreted by the competent persons who

carried out the survey and every effort shall be made to comment on the types

of soil and their strengths. This will require correlation with the results from the

borehole / coring.

Note: Seismic surveys alone are not normally sufficient to enable an

analytical appraisal of the foundation with regards to predicted leg

penetration.

3.06.09 Geotechnical investigations

These are site specific and required in areas where no soil data is available or

where the foundation conditions are known to be hazardous.

As a minimum at least one borehole should be made to a depth of 30 meters or to

the anticipated leg penetration + 1.5 times the spud can diameter and as close to





the centre of the leg pattern over the intended location as possible. The actual

number of boreholes will depend on the nature of the soil.

It should be noted, that the soil in certain areas can change within one leg

centre displacement or less in which case soil boring (coring) under each

spud can is required.

For Category A, B and C Locations the minimum requirements for collecting

geotechnical information shall be as follows:

• One CPT (Cone Penetration Test) at each leg location

• 1 (One) soil boring (coring) at a minimum distance of 2 meters (to

avoid interference) and at a maximum distance of 5 meters from

one of the CPTs. If none of the leg positions in question are

appointed in advance, the coring contractor can select among them.

• Relevant laboratory tests to calibrate/define strength variations with depth.

• If soil conditions do not allow for the proper execution of one or

more of the required CPTs, the CPT(s) in question shall be replaced

by soil borings.

For Category D Locations and where no other geotechnical information is available

one bore sample (coring) shall be taken under each spud can

All layers should be investigated so that the properties of all layers are known

with confidence and that there is no uncertainty in the formation record.

The site investigation report should include but not be limited to the following:

• Profile of undrained shear strength versus depth for cohesive soils

• Effective stress strength parameters for cohesion-less soils

• Piezocone penetration test (PCPT) records

• Appropriate soil classification tests including Atterberg limits (clays),

water contents, particle size distributions, unit weights, relative

densities (sands) and Sensitivity (clays)

• The over-consolidation ratio (OCR) for cohesive soils should

be determined especially where foundation fixity is an issue.

3.06.10 Sampling and testing

The site investigation should comprise undisturbed soil sampling and/or

Piezocone penetrometer testing or a combination of both.

3.06.11 Site investigation requirements

Review all known Geotechnical and Geophysical field data and compare with self-

elevated Jack-up historical performance data (Desk Study).

3.06.12 Geophysical site survey requirements

• BATHYMETRY survey using echo sounder, tuned transducer &

swathe techniques

• SEABED SURFACE SURVEY divers, side-scan sonar, ROV or

scanning radar





• MAGNETOMETER SURVEY to identify metallic objects below the

mud line

• SUB SURFACE / SHALLOW GAS SURVEY Pinger, Boomer, airgun

etc.

• GRAB / CORE SAMPLING to assist with the geophysical analysis of

the formation

ADDITIONAL SURVEYS FOR SPECIFIC LOCATIONS MAY BE REQUIRED

AS FOLLOWS:

• 3D SUB-SURFACE PROFILING

• SINGLE OR MULTIPLE BOREHOLES

Sufficient geotechnical and geophysical data shall be available to ensure

a proper analysis can be carried out to ensure the safe emplacement

and operation of the Jack-up.

Site specific assessments may be required to be undertaken depending on the

results of the foundation assessments and may require a reduced max preload

value and Variable deck load value to enable the rig to be safely positioned on the

location. This would require the assessment to meet the requirements of SNAME.

3.06.13 Requirements to individual subcontractors

Marine Warranty Surveyor

A Surveyor representing a company approved by the Underwriters and which has

been authorized by the COO of Seadrill to issue both the COLA for emplacement of

the self-elevating drilling rig and verification documents (Towing Certificate, Tie

Down Certificate etc.) on the accomplishment of intermediate stages of the

operation.

Geotechnical Contractor

The approved contractor(s) shall be well recognized within the industry and be

acceptable to the underwriters and MWS.

The approved contractor(s) shall operate a formal quality management system,

specifically encompassing seabed survey and/or soil investigation procedures,

processing and reporting.

The approved contractor’s quality management system(s) should have been

audited and be accredited by a third party to international standards.

The approved contractor’s documented procedures and records of competency

assessment shall be available to the MWS and to Seadrill Corporate upon

request.

The surveys and investigations completed shall satisfy all legal, regulatory and

statutory requirements in force in the area of operations.

Site survey work will normally adhere to the current UKOOA Guidelines for the

Conduct of Mobile Drilling Rig Site Surveys. (Volumes 1 and 2) These documents

are to be supplied to all clients by Seadrill.





Soil investigation work shall be conducted in accordance with current relevant ASTM

and BSI procedures and codes of practice.

Soil investigation assessments shall be made in accordance with SNAME (2nd edition

JAN 2002) Bulletin 5-5A.

Positioning services provided during surveys and soil investigations must, as a

minimum, adhere to the current UKOOA Guidelines for the Use of Differential GPS

in Offshore Surveying. Only contemporary equipment and methods shall be used

during the surveys and investigations and during the analysis of results. These

documents are to be supplied to all clients / Survey companies by Seadrill.

3.07 Load and stability calculations

The following instruction has to be carried out using the onboard stability computer

well in advance of the rig move date:

• The instructions contained in the Jack-up’s Marine Operations Manual for

the particular type of rig move shall be strictly adhered to.

• The calculated maximum draft shall be within the limitations stated in

the unit's Load Line Certificate.

• It should be checked that no load or stability limitations have been

placed on the unit by local authorities, Classification Society, flag state

or other authorized party.

• The OIM and Rig Mover should also be observant to any limitations

recommended by the designated MWS, especially when extended field

moves (greater then 12 hours) are taking place.

• Where closures are open and only have to be closed during bad

weather conditions, special care should be taken to instruct the rig crew

how and when these closures have to be secured.

3.08 Passage plan and navigational procedures

A transit passage procedure shall be established and included in the site specific rig

move procedure before commencement of a rig move.

It shall be confirmed that the charts and nautical publications required for the

planned voyage are of the latest revision and readily available.

The route to be followed should be plotted and agreed upon with the Master(s)

of the attending towing vessel(s), the MWS and the unit’s Senior Mariner during a

meeting prior to the actual rig move.

Attention should be given to any navigational hazards on the route and sufficient

distance shall be maintained from offshore installations and pipelines. Where

passage through safety zones enforced around installations is unavoidable,

permission shall be obtained from the relevant authorities.

The characteristics of the wind and current at time of being underway have to be

taken into account when planning the route. Keeping a safe distance from the

leeward coastline or shallow areas is one of the precautions that shall be taken.





Short field moves where the Jack-up maintains an operational draft or the legs are

not fully retracted should always be planned in such a way that a minimum clearance

of 15 metres is assured to the seabed and from all subsea hazards. Such operations

shall always be in accordance with the MOM.

When planning extended field moves or ocean tows, it is necessary to take extra

precautions when the route is chosen.

The Jack-up should plan to maintain a route that permits pinning of the legs on the

seabed within a 10 – 12 hours’ period. However, other extended periods can be

planned where local conditions are such that agreement is reached with the involved

parties, and detailed studies reveal that no imminent danger exists for the tow.

When applicable, designated stand-by/ emergency location(s) will be identified in

the passage plan and shall be surveyed according to the requirements of this

manual.

A listing of positions or ports that can be used as locations of refugee should be

prepared and distributed to the Master(s) of the towing Vessels.

Where the route necessitates the crossing of deep ocean where the rig cannot jack

safely out of the water, these crossings should be made at an angle which minimizes

the exposure time with due consideration of all other navigational risks.

Attention shall be paid to local conditions e.g. confused sea states when navigating

close to areas of extreme depth range or where strong tidal ripples may occur.

Prior to departure the towing vessel(s) shall be informed about the draft and

stability conditions of the Jack-up. Any significant changes in these conditions

during the voyage shall, without delay, be passed on to the Master(s) on the

towing Vessel(s).

The navigational procedures during the voyage shall be discussed extensively and

agreement made with the Master of the lead tug on the frequency and means of

reporting positions to the Jack-up.

When more than one vessel is engaged in the towing operation, the Rig Mover

should always appoint one vessel as the lead tug and request the Master of this

vessel to coordinate the navigation and manoeuvring of the towing vessels during

the sea passage.

The lead tug should preferably be the most capable vessel and be connected to the

main towing bridle.

The time or position when the Rig Mover transfers the safety of navigation to the

Master of the lead tug, and the return of the same to the Rig Mover, shall be agreed

upon and logged in the Rig Move Daily Log.

3.09 Securing for the tow

The following instruction shall be carried out prior to commencement of the tow and

shall be verified on a regular basis not exceeding 3 hours:





• Equipment and material carried on deck should be limited to a

minimum and arranged in such a way as that they do not interfere

with safe passage for the crew and under no circumstances

become a hindrance on the escape routes.

• Equipment and material above or below deck has to be sea fas-

tened to the satisfaction of the attending Rig mover and Warranty

Surveyor. The Rig Mover should generally refrain from accepting

command of the unit before satisfied with the way that the unit is

secured in every respect.

• Verification that the securing has taken place in accordance with

instructions contained in the Operation Manual and other guidelines

can be given by submittal of signed checklists and/or visual

inspection by the Rig Mover and Warranty Surveyor.

• Sea-fastening should be designed to withstand the extreme motions

which can be expected during the contemplated move period and

has to include provision to withstand wave slam and buoyancy

loads due to boarding sea.

• Special attention is required when items are placed at vulnerable

positions near ventilators, tank air vents or hatch covers where

breaking loose in heavy weather could have a hazardous impact on

the water-tight or weather-tight integrity.

• Likewise a safe distance should be maintained to all life-saving and

fire-fighting facilities in order not to hinder the rapid activation,

should this be requested.

• Prior to a rig move a Certificate of Approval of the securing has to

be obtained from the attending Warranty Surveyor and be readily

available on board the unit.

• This Towing Certificate of Approval shall verify compliance with

both the general requirements to securing and any pertaining

requirements stipulated in a designated Towing Recommendation

applicable for the operation.

• Spare securing equipment should be readily available on the unit.

This is also to include welding equipment or cutting gear.

• Even if the MOM states that the rig is capable of carrying drill pipe in

the derrick during an in field rig move, this shall be approved on a

case by case basis. The duration of the move the expected weather

conditions and the risk of punch through will be the deciding factors.

3.10 Towing gear

The following guidelines cover technical and marine requirements to the Jack-

up's towing gear and its use.

All equipment required for the passage or operation shall be confirmed fully functional

and operational.

General guidelines:

• All towing gear like tow lines, tow line connection points, chain,

bridle legs, bridle apex and shackles shall be certified by a 3rd

party inspection company.

• The equipment used shall correspond with the maximum bollard

pull which can be obtained from the most capable attending towing





vessel. However, in cases where very powerful vessels are involved

it shall be ensured that the force applied will not exceed 50% of

minimum breaking load (MBL) of the weakest part in the

towing assembly. A maximum average working load at 1/3 of the

MBL giving room for load peaks up to 50 % of MBL.

• The breaking load of the shackles used in the towing

configuration should always be at least 10% above the breaking

load of the towline in use.

• The breaking load of the weakest point in the towing

configuration should never be less than twice the continuous

certified bollard pull of the towing vessel.

• Towing connection points (Smitt Brackets) on the jack-up should

be quick release type fittings. This to ensure that under extreme

conditions clearing of fouled tow gear can take place.

• Chafing of wire pennants should be avoided, mainly by use of

chain from the connecting point to the edge of the deck or past the

fairleads. Where this is not possible other anti-chafing measures

are to be taken.

• All towing pennants shall be equipped with hard eyes.

• Where towing bridles are used the angle at the apex should be

within a range of 45-60 degrees.

• Emergency towing gear should have strength equal to the main

towing arrangement.

• Arrangements have to be made for recovery of towing bridle or

towing pennants.

Towing bridles shall be construed as follows:

• The bridle leg should consist of either stud link chain or a

combination of chain and wire rope. If the latter is used, the chain

part should as a minimum reach from the connecting point

beyond the deck edge to prevent chafing of the wire rope.

• The end of all chains shall be equipped with enlarged links to fit into

connecting points on deck and allow easy application of shackles.

• The connection points on deck have to be of the Smitt-Bracket type.

The bridle legs (chain or chain and wire) shall be connected to a

Delta plate or towing ring.

• An intermediate pennant wire can be attached to the delta plate or

towing ring for easier handling when connecting the towing vessel.

• This wire has to have a sufficient length to enable the vessel to

connect or reconnect at safe manoeuvring distance from the hull.

• The breaking strength of the intermediate pennant shall not be

less than that of the main tow line.

• The use of fuse wire or weak links is not recommended.

However, if unavoidable due to local requirements the reduction

on the fuse wire should never exceed 10% of the main tow line

strength.

• Synthetic springs shall not be accepted in connection with towing

with the exception of harbour towing.

• In order to obtain sufficient spring load the use of anchor chain

length as weight is recommended.





Field move guidelines:

For field moves, which are defined as rig moves where the duration of towage is

below 12 hours and no standby location is required or manoeuvring in restricted

areas like harbours or on locations within a field, the same stringent guidelines and

requirements need not necessarily be adhered to.

Auxiliary towing vessels used for positioning and with restricted bollard pull can be

accepted tied onto connecting points without quick release only if cutting gear is readily

available in the vicinity.

Extended field move guidelines:

When rig moves categorised as extended field move, which is defined as rig moves

where the duration of towage exceeds 12 hours and standby location(s) are

required, are to take place, the requirements for ocean tow shallbe enforced.

However, when weather information and the routing permits and the agreement

is reached to reduce the requirements with the attending underwriter’s MWS, minor

deviation from ocean tow requirements can be accepted.

Ocean tow guidelines:

• The main towing connection should always consist of a towing

bridle arrangement installed at the bow of the unit.

• There shall be an emergency towing bridle having the same

strength as the main bridle.

• Arrangements have to be made for recovery of both the main and

the emergency towing arrangements.

3.10.01 Emergency towing gear

Emergency towing wires shall be installed in addition to the main tow bridle and

shall be secured to the edge of the unit’s deck outside all obstructions for easy

deployment in an emergency

The securing shall be with soft lashings at sufficient intervals but not exceeding 3

meters, enabling release by strong pulling of a towing vessel.

The emergency tow connection can be supplied with an extension wire long enough

to ensure safe handling and avoid chafing.

A messenger line should be attached and extended one unit length aft of the stern.

A conspicuous plastic float should be attached and trailed.

3.11 Contingency plans and procedure

The rig shall have a Contingency Plan consisting of a Station Bill covering relevant

emergencies.

The Station Bill will be supplemented by extra instructions, e.g. tropical

cyclone/severe storm contingency or H2S Contingency Plans, whenever

extraordinary circumstances warrant such. Local authorities generally require the Rig

Operator to maintain an overall contingency plan for the area or units being

utilized. In this case the unit’s contingency plan forms part of the Client’s

Contingency Plan. This will generally be the case during contractual periods

involving field moves and in rare cases extended field moves.





It is the duty of the OIM to be conversant with the Client’s plans and to ensure that

the rig crew and participating vessel crews are adhering to the contingency

requirements.

The crew participating in the rig move shall be instructed as to their duties prior to

commencement of the rig move.

The proper co-ordination of procedures between the vessels participating in the

tow should be considered and agreed upon between the Masters, however, without

interfering with the integrity of the Masters to act in an emergency as dictated by

the relevant rules for vessels in distress.

3.12 Communication

Jack-up’s are equipped with several means for both internal and external

communication.

Maintaining a radio link between the rig and the attending Vessels shall be

confirmed prior to departure including primary and secondary methods.

Communication links shall be maintained on a 24 hour basis. The primary link should

be a marine VHF working channel. VHF channel 16 shall be monitored continuously.

Agreed alternative links shall be maintained. These links may be provided by any

other communication means available on all units concerned.

If direct phone lines are not available, Satellite communication should be the primary

media for contacts to shore and for data transmission.

Where available and as a supplement to VHF communication, it may be

practicable to utilize portable UHF radios. This can have the advantage of

communication without interference where heavy traffic on VHF-channels is

dominating.

It is a good practice to establish a list of radio stations, which may be utilized by the

participating vessels or by shore contacts in an emergency.

4. OPERATION

4.01 Moving off location

4.01.01 General procedures

The general procedures for moving off location are influenced by several factors

and require widely differing approaches, which cannot be covered in the Marine

Operations Manual for the Jack-up.

Upon completion of the preparation for the rig move it is the responsibility of

the OIM to inform the relevant authorities and/or other involved parties about the

intended rig move. Requirements that pertain to the area of operation can be

extensive and it is recommended to coordinate the information that needs to be

transmitted with both the local shore base and the Client's Representative.





Confirmation that the attending vessels have been inspected by the MWS and

approved fit for purpose are available, prepared and ready to commence the rig

move should be verified.

Acceptance by the MWS, is confirmed through a Certificate of Tow Approval (COTA)

in connection with all rig moves including extended field moves or ocean

tow/transport, as required by the underwriters.

Any delays, caused by reasons which cannot be considered part of the moving off

location procedure or which could give reason for dispute in relation to the

contract or part of the contract, e.g. applicable rates, should be duly noted

and reported either as part of the rig move report or, if deemed necessary, in

separate documentation.

4.01.02 Jacking operation

Moving off location should only commence when the conditions are in compliance

with the limitations stated in the Marine Operations Manual. However, jacking to a

more convenient air gap waiting the final decision can be of advantage and is

acceptable.

If the air gap is reduced below the minimum requirements for the area and time

of the year, it shall be possible to resume safe air gap within the time limit

dictated by the advance warning system for excessive weather.

Units equipped with leg clamping systems or other means of securing the legs

in a fixed position can commence deactivating the system in preparation for

jacking prior to completion of the securing, if approved by the OIM and subject to

no extreme weather being imminent or anticipated for the rig move period. The

period between jacked and afloat condition of a Jack-up should be kept to a

minimum, as this is an especially vulnerable exposure position. Extra emphasis on

reducing this period should be made where/when marginal conditions exist.

Connecting of towing vessels should take place at a safe air gap meaning that the

vessels are given the optimum conditions for manoeuvring without restrictions

imposed by the hull and/or helicopter-deck.

Prior to the Jack-up reaching the afloat condition (preferable when having reached a

draft of 2-3 meters) the jacking should be halted and a thorough check of the

water-tight closures will be conducted. Only if/when the water-tight integrity has

been confirmed, the final jacking and leg retrieval should be attempted.

The time of confirmation of the water-tight integrity shall be noted and reported in

the rig move report.

The retrieval of legs and spud cans can be achieved by jacking the hull to a draft

in excess of the calculated displacement. The limitations allowed are stated in the

Marine Operations Manual.





04.01.03 Jetting

When soil conditions and/or deep penetration restrict the timely retrieval or even

keep the spud cans fixed, the high and low pressure jetting systems arranged on

the spud can should be utilised.

The freeing of one leg at a time can be of advantage as the water flow can be

maintained at a higher capacity, however, caution should be exercised when this

approach is used to avoid unnecessary strain in the leg or leg guides resulting from

hull rotation when one leg breaks free.

Guidance and information that could assist in evaluating the risk when using

alternative methods should be tried obtained from any available source either locally

or from the Seadrill Regional Office.

When retrieving the legs a leg responsible person shall be sited at the leg well

and in radio communications with the jacking control room to give immediate

warning to the Jacking Control Room about any damages or hazards that can been

seen. This could be loose pipes, damaged bracings or debris caught in the leg

structure. In addition there shall be sufficient personnel for greasing the leg racks/

guides.

Special attention should be paid to the accumulated soil on top of the spud cans

when approaching the final stage of retrieval. Especially when deep penetration

has been achieved in clay, the accumulated amount could become critical and result

in damage to the hull.

Close observation of power consumption or pressure indicators at the control

stations can likewise indicate that a hazardous situation is under development.

Accumulated soil on top of the spud cans can be washed off by utilising the high

pressure system installed (top of spud cans) or by towing the legs in a partly

lowered condition, subject to weather and sea conditions.

The Rig Mover should advise the towing vessels of his decision and position of the

legs/ spud cans enabling in safe navigation route due to excessive draft, reduced

speed or drifting of the tow due to current or wind.

4.01.03 Use of towing vessels

Assisting vessels should be utilised to the extent possible to keep the unit in

position during the leg retrieval. Where only one assisting vessel is available,

the most convenient position should be chosen taking into account the wind, sea

and current conditions during the period of time needed.

During very short field moves the assisting vessel(s) can be kept in their position

at the starboard or port quarter, however, if reconnection to assist at the bow

is required, this should only be attempted at a safe distance from any obstructions

in the area.

During reconnection of the towing vessels the unit should be kept at a stable

position without making headway.





The towing vessel shall always be connected to the main bridle prior to attempting

going into the water and retrieving legs. The vessel should be ready in position to

pull as soon as the unit is afloat.

When moving off platform installations the application of pull should be exercised

prior to coming afloat to ensure that neither drift nor setting to the stern takes

place; this is done to avoid any contact between the unit and the platform.

When more than one vessel is used for towing, the most powerful or suitable vessel

should be placed on the main bridle and be the lead tug.

The towing vessels shall not commence towing at full power before the legs have

been fully retrieved or the OIM/Rig mover has accepted this.

The time period for going off location is considered completed when the unit is at a

safe distance from location of departure and towing vessel(s) are connected ready

for tow.

The time will be noted as commencement of tow (start of Sea Passage).

The time when sea passage is commenced should be logged on board the

attending vessels as well with the clear understanding that the Master of the

towing vessel or where more than one vessel is used the Master of the Lead Tug,

has taken the full responsibility of the navigation in accordance with the applicable

legislation.

This includes coordination of the towing vessel's pull and change of heading and

manoeuvring in compliance with the collision regulations.

4.01.04 Use of anchors

The use of anchors for moving the unit off location is not considered a standard

requirement but can be advantageous where special circumstances warrant this or it

is required by the Operator or attending MWS.

The anchors shall always be secured in their anchor racks during field moves. In

connection with extended field move extra securing with chain or wire together with

quick release should be added.

For ocean tow and upon request by the MWS for extended field move in adverse

weather areas, the anchors should be double secured on the bolster to prevent

movement or loss.

4.02 Transit

The period to be considered as towing period will be the time from completion of going

off location to commencement of the going on location time.

4.02.01 General procedure

During the towing period the OIM and Rig Mover shall ensure:





• That the unit is towed and navigated safely and that the unit’s

position, the weather and sea conditions are recorded at

regular intervals.

• That the loading condition and stability criteria are maintained

throughout the voyage.

• That rotation of a watch is established to perform and record

water integrity checks.

• That necessary drills and exercises to maintain the crew ready

and prepared for contingencies are held.

• That details and information concerning the voyage required by

authorities or relevant entities is submitted.

• That proper seamanship is exercised in every respect.

• Insurers notified of commencement of tow and at completion of

emplacement.

4.02.02 Watch keeping

Radio communication is maintained with the attending vessels 24 hours of each

day.

During the tow a sea watch, enabling an around-the-clock (24 hours) control of the

safety and integrity of the unit, is maintained in all respects as dictated by

regulations and proper seamanship.

The duties of the engine watch will be to maintain the needed power supply and

other necessities as dictated by the circumstances, and be prepared to respond

to any emergency that might develop.

The deck watch shall maintain communication with the attending vessels and

establish a routine tour on the unit to check that the weather-tight integrity is

maintained, that securing is maintained and that re-securing takes place should

this be necessary.

Observation of the navigational lights and signals are exhibited properly shall also

form part of the tour.

The towing gear shall, weather permitting, be inspected for chafing or other

damage that could have an undesired impact on the safety of the established

towing connection.

The tour shall, as a minimum, take place at intervals of 2 hours. However, when

deemed necessary by the OIM, a higher frequency should apply.

The watch shall, during the tour, carry a portable radio enabling immediate contact

with the control room.

As part of the daily routines the Person in Charge or his delegate shall keep records

of all occurrences or observations that could be of interest to the safety of the unit.

This includes but is not limited to:

• 2 hourly water tight integrity checks including checking /sounding

all spaces/tanks/voids below deck.

• Daily calculation of the water and fuel supplies.





• Daily updating on the stability to ensure that the unit remains

within the limitation in accordance with the approved criteria.

• Any shortcomings observed shall if at all possible be corrected as

soon as the situation permits.

Note: In certain areas the potential for activity by pirates warrants the use of

extra personnel for the sea watch. This shall be included in the planning of

the day-to-day work to ensure that excessive working hours are avoided

and alertness is at the optimum at the most crucial hours.

4.02.03 Weather observations

The motion characteristics of the vessel shall be observed closely and where/when

weather limitations are approached, corrective actions shall be taken e.g. by

altering the heading of the tow or altering the pull exercised by the towing

vessel(s) or altering length of tow wire.

Should the unit be unable to maintain the motions within the values derived from

the critical motion curves, steps shall be taken to minimize the danger for the crew

and damages to the unit.

The influence on tows by weather and the dangers of adverse conditions are well-

known and documented, thus the observation of weather and especially the

changes compared to predictions can give trained observers early indication of

potential upcoming risk.

As a minimum, a record at intervals of 4 hours of the following shall be maintained

during all rig moves:

• Position and speed

• Wind force

• Wind direction

• Sea height

• Sea period

• Swell height

• Swell period

• Barometric reading

• Temperature

• Cloud observation

Actual weather shall be monitored and compared to the forecasted weather prior

to the move to gauge the accuracy of the forecasted weather.

The observation shall be compared with the forecast received from the weather

bureaus and where development is in contradiction to the forecast, contact with the

bureaus should be made for verification or clarification.

Alternative weather forecasting sources can be sought to obtain further details.

Whenever adverse weather (gale warning) is forecasted for the planned route,

the frequency for observation shall be increased.





When utilising special routing forecast, it is necessary to support the predictions by

reporting the actual weather experienced. It shall thus be endeavoured to

arrange for one daily submittal (noon observation) of the relevant observation to

the routing service.

Weather Forecaster shall be informed of the routing and advised of the tow’s

position every 12 hours.

Subtropical or tropical cyclones

Whenever a situation requires, the rig move of a Jack-up through areas or during

periods where these storms pose a risk, the special cyclone procedure adapted for

the area shall be adhered to and arrangements with the routing forecast office shall

reflect the increased risk.

4.02.04 Position reporting

Generally, all Jack-ups have equipment on board to determine the unit's position at

any given time.

During field rig moves in some parts of the world, the operator will provide

position survey companies who, with their equipment and expertise, will assist the

Rig Mover by providing exact information concerning the position, and other relevant

navigational details, in order for the Jack-up to perform a safe transit from one

location to the next.

The navigational experience of the Rig Mover and visual observations, supplemented

with survey companies’ and towing vessels’ information, will enable the Rig

Mover to perform safe manoeuvring between locations.

If the positioning equipment of the Jack-up fails for any reason, during an

extended field move or ocean tow it is a requirement that the Rig Mover establishes

the necessary routines to have the rigs position and any navigational information

recorded by obtaining information from the towing vessel(s).

The position of the tow shall be recorded at a minimum interval of four (4) hours,

depending on transit area.

The Marine Section Leader and Rig Mover shall ensure that the unit’s own

navigational means are utilised to the greatest possible extent and any deviation

observed, shall be brought to the attention of the Master(s) of the towing vessels

and clarification obtained.

During extended field move or ocean tow the daily position, together with other

information, shall be forwarded to the shore base with copy to Seadrill Regional

Office.

Where Operators or local authorities require advice about the transit of Jack-

ups either directly or through the local shore base, the OIM will ensure that data as

requested is submitted either directly or through alternative routes.

Even if such local reporting is not requested, it is advisable to report the intended

move and frequent position to the local authorities that could have an interest,





e.g. Rescue Centres, coastal radio or harbour authorities/Vessel Traffic Centres,

especially where the approach is restricted.

When under tow, navigational warnings (stating position, course, speed and total

length of tow) shall be issued (preferably VHF transmittal). Warnings shall be issued

with due consideration to the speed of the tow, surrounding traffic and

circumstances which require special caution.

When the tow is planned to pass through narrow straits, heavily congested traffic

areas, traffic separation schemes etc., arrangements shall be made to issue

navigational warnings on NAVTEX via marine rescue co-ordination centre (MRCC) or

local maritime authorities in due time prior to the passage.

4.02.05 Crane operations

Crane operation during the rig move shall be limited to an absolute minimum,

and, as a general rule, the cranes shall remain in the support structure secured

against vertical or lateral movement.

Any use of the cranes during a rig move has to be approved on a case-to-case basis

by the OIM and a PTW issued.

Where the situation permits the use of a crane, this shall be limited and the return

to the support structure shall be executed immediately upon completion of the crane

operation.

For ocean tow and where required by the MWS’s recommendation for an extended

field move, the cranes have to be secured to avoid revolving.

When crane operation is required over the side during rig move, e.g. in case

of personnel transfer (injuries) or if equipment has to be transferred from

attending vessels, the Jack-up has to be stopped or kept into the wind without

making headway.

Attention to the dynamic forces and manoeuvrability of the vessel will always have

to be evaluated carefully prior to any crane operation while under tow.

4.02.06 Minimum bunkers of diesel and portable water for passage

The Marine Section Leader shall ensure that adequate bunkers of diesel fuel and

potable water are on board prior to the rig move.

Bunkered volumes will take into consideration the number of personnel on board,

the duration of the rig move, the possibility of the move being extended due to

inclement weather or diverting to a stand by location or near by port of refuge and

elevating the rig above the wave crests.

4.03 Going on location

Going on Location, on completion of the sea passage the Rig Mover shall be

responsible for manoeuvring the rig into final position by providing the tow vessels

with detailed instructions on vessel headings and engine power to be applied.





4.03.01 General procedures

Before commencing the final approach, certain items have to be checked or verified as

follows:

• Positioning equipment installed and confirmed operational.

• Location marking confirmed placed in position as agreed for both

location and obstructions.

• Auxiliary vessels and/or assisting tow/ anchor handling vessel(s)

in readiness.

• Platform(s) advised of the approach and installation of the Jack-up

and confirmation obtained that 'hot' platform(s) is (are) ready to

shut-in if required.

• Final approach to a platform shall normally commence during the

hours of daylight. Final approach to platform during the hours of

darkness can be allowed provided the following criteria are met:

o The platform, its surroundings and the Jack-up are well lit

providing adequate visibility to the rig move team (Rig

Mover, Warranty Surveyor, Offshore Installation Manager

and Barge Master) onboard during the final approach.

o Positioning equipment to be verified to be fully functioning

by the positioning surveyor and the rig move team when

the rig is at the standoff position.

o Anchor winches to be tested at the standoff position to

verify they are in satisfactory condition prior departing

from standoff position.

o Should any adverse situation arise during the final

approach to the platform, all operations will be stopped and

the rig soft pinned until the situation is resolved. The Rig

Move Team will then decide, depending on circumstances,

to resume with the approach during darkness or wait till

daylight.

• Weather and sea conditions within limitation as stated in the Marine

Operations Manual.

• Acceptance from the Marine Warranty Surveyor is obtained for

commencing the approach.

• The crew of the Jack-up and other personnel are instructed about

duties and advised about the operation.

4.03.02 Conditions on location

Whenever approaching the final location, whether an open sea location or a

platform or other installation, the Rig Mover shall have in his possession the COLA

issued by the appointed Marine Warranty Surveyor.

The details contained in the same shall be checked and verified and particular

attention shall be given to any recommendations or limitation incorporated in the

approval.

In case of vessels being observed within the exclusion zone (500 metres) of final

location or in the approach channel, radio warning about the imminent approach

shall be broadcasted with a request to clear the area.





If available, a standby vessel could be dispatched well in advance and clear the

area for the approach of the Jack-up.

Verification of tidal or other current information shall be requested if available.

A bridging document will be required detailing the requirements for simultaneous

operations if other vessels are engaged in authorized operations within the location

area (safety zone) or the anchor pattern. For normal supply vessel operations the

supply vessel shall report in to the installation and request permission to enter the

500 metre exclusion zone.

4.03.03 Approach

The approach to a Wildcat Location should be made in a manner that maintained

the rig’s heading in the direction of the prevailing weather.

In certain cases, the operation of helicopters and supply vessels require that

the rig is emplaced on a heading that is not in the direction of the prevailing

weather. This is only acceptable when the rig’s stability remains within the

limitations set out in the MOM.

Prior to final approach to the location, the Rig Mover Shall ensure that there is

sufficient power available, a spare generator should be on standby for immediate

use.

The tow should reduce the speed in time for the re-positioning of the towing vessel

and the lowering of the legs.

The crew shall be alerted in due time and a TBRA and tool box talk shall be

performed involving all participants.

Positioning equipment and jacking system shall be checked and confirmed in

satisfactory operational conditions.

The spud cans shall always be kept sufficiently above the seabed during the final

approach within the surveyed area to ensure a minimum clearance of 5 meters

above any seabed obstructions or to compensate for inaccuracy in the water

depth expected. The legs shall only be lowered to 1.5 metres once the rig is within

100 metres of the location with minimal headway.

The final lowering of the legs and engagement of the seabed with the spud cans

shall preferably be executed with the unit making no/very limited headway. Where

some headway is unavoidable, it shall preferably be ensured that the first bottom

engagement is made by the two stern legs. Single leg touch down shall be avoided

at all times.

Furthermore this approach will minimize the change of the heading during the

bottom engagement period.

Even though the approach of a Wildcat Location generally does not require the

greatest accuracy in positioning, it might be necessary to use anchors for the final

and accurate positioning. The Seadrill Regional Office, Marine Section Leader and





Rig Mover shall plan this in detail and take into account the number and size of the

vessels available and other conditions like e.g. wind, sea, current and tidal

parameters.

Note: Approach of a Wildcat Location with one or even two vessels could

necessitate the use of stern anchors for stopping headway or drifting off

location. In these situations it could be of advantage to have an anchor

ready and the anchor buoy trailing on the final approach.

In general, positioning a Jack-up at platforms or re-entering subsea

locations requires deployment of anchors for safe and accurate final

positioning.

The running of anchors will have to be planned in detail with all involved parties,

taking into account the current situation and prevailing conditions, at the time of

operation. As a general rule, the Jack-up should be pinned or positioned temporarily

in an area approximately one rig length off the final location on a heading

preferably close to the intended final true heading.

In this position the Jack-up will run anchors, await the allowable weather conditions

and, where required, await production shut-down and final approval for the approach.

WARNING: Experience has shown that when a Jack-up is in transit from

afloat to bottom supported condition, extreme gyrating of the hull may

occur, especially where low but long swell exists.

To avoid damage to both the unit and the installation from contact, the maximum

safe distance with due consideration of drill floor reach of wells shall be attempted.

Where only marginal distance can be maintained, it is advantageous to have a

towing vessel connected and pulling away from the installation thus reducing the

gyration. Also constant jacking of the legs shall be maintained to minimize the

period of time where this phenomenon is apparent.

It is the responsibility of the Operator's representative to accept the Final Position.

4.03.04 Anchor operations

The running of anchors shall take place based on a pre-agreed anchor pattern,

which has the acceptance of the Operator and the Marine Warranty Surveyor.

The anchor pattern shall, whenever possible, be laid in such a way that crossing

of pipelines, cables or other subsea obstructions is avoided. If necessary, the

maximum safe distance from such obstructions shall be obtained by means of

spring buoys.

Close attention shall be paid to the fact that the anchor handling vessel is maintaining

sufficient pull to ensure vertical clearance of pipelines and cables while running

anchor moorings.





In case of interference with already established anchor patterns by another offshore

unit, it shall be ensured that deployment of anchors does not interfere with the

operation of the other unit.

When running anchors only equipment used is equipment which has been checked

and found to be in a good operational condition prior to use and the anchor

wire or chain shall be examined for any damage such as broken wires or

loose/missing studs in chain etc.

If, due to the local circumstances, the exact positioning of anchors is of

paramount importance, it is required to have the location marked by buoys or use

highly accurate positioning equipment and Tug Management System.

The Rig Mover and Marine Section Leader shall ensure that proper recording is kept

on all anchor operations. The recording shall include position, distance and headings

during deployment, thus making the search for equipment lost on the seabed,

whether intentional or by mishap, as easy as possible.

For the exact general pattern of deployment of anchors special mooring analyses

that have been made for the area of operation shall be consulted. Either on request

from the Operator or by other authorized parties.

When a Jack-up has deployed the anchors, prior to going afloat for final positioning,

the winches have to be pulled to stalling capacity and held for minimum 15 minutes

to ensure that proper holding force has been obtained. If this is not the case,

resetting of the anchors should be attempted with slight alteration of distance

and/or heading. If this does not result in proper holding , the use of piggy-back

anchors should be used.

As an alternative and where piggy-back anchors are difficult to obtain, the use of

towing vessels afloat or at anchor could, together with the unit's own anchor but at

reduced holding capacity, give ample resistance to achieve a sufficient pull to move

the Jack-up safely onto location.

Note: Where pipelines and/or cables have been crossed with the anchors,

dragging of anchors can result in costly legal proceedings if damage is

claimed. It is thus a serious consequence if the Rig Mover and Marine Section

Leader have failed to keep an accurate record of the circumstances around

the anchor handling operation.

Any observed discrepancy shall be noted in a Statement of Fact and signed by the

Client Representative.

4.04 Preloading

The Jack-up has to be preloaded to the minimum required seabed reaction

as stated in the Marine Operations Manual and in accordance with the

Certificate of Location Approval (COLA) and strictly in accordance with the

site specific pre-load procedure issued by the Seadrill Regional Office.

Preloading shall only commence when the final acceptance of the location has been

received from the Client's representative.





This preload shall be based on the year-round operational requirements, and only

where special circumstances have been accepted prior to going on the location, a

deviation will be incorporated in the location approval.

The on board Marine Section Leader shall carry out a preload simulation and

forward same to the Seadrill Regional office for approval.

Preloading shall not commence unless there is a minimum weather window of 72

hours. As an alternative to the 72 hours requirement, a procedure for dumping the

preload water and jacking up to safe height should be considered. Depending on

the expected duration of the preload operation it may be necessary to have an even

longer weather window or at least be in a position to have taken on sufficient

preload to allow it to be dumped and the hull jacked above the wave crests to await

the next suitable weather window to complete the preload operation.

The default method of preloading shall be single leg with the hull in the water.

Preload holding time will depend on the type of formation soil which is

described in the foundation site assessment report. The minimum

acceptable preload holding time is three (3) hours without any settlement.

This may be reduced to 1 hour if previous experience of the area is known.

Preloading shall take place with a minimum air gap, taking into account the tidal

influences and the actual and expected weather criteria during the preload period.

When an acceptable minimum air gap cannot be maintained, the Marine Section

Leader and Marine Warranty Surveyor shall evaluate the overall situation and, if

deemed necessary, abandon the operation and await improved conditions.

If, due to weather conditions, a preload operation has to be abandoned, dump as

much preload as possible and jack the unit to a height which ensures that the waves

will not reach the bottom of the hull.

The unit shall thus maintain alertness to any change in the weather and be

prepared to adjust on short or immediate notice to any development in the wave

action.

The preload shall preferably be taken on board in an uninterrupted sequence to

avoid thixotropic effect (building a crust). This effect has relevance in soil of clay or

clay nature and shall be considered a high risk for punch-through.

If the above effect is allowed to develop, it can become necessary to abandon the

location or reposition the unit on a virgin soil.

Preload shall be taken on board in a pre-planned sequence ensuring equal

distribution on the legs. It is recommended to prepare a written

instruction based on the approved simulation of the preload operation.

When the Jack-up is positioned close to a platform and where a potential risk of

punch-through or rapid penetration is apparent, extra care shall be exercised





when taking onboard preload water. In this context it is advisable to give the

forward leg a slight head load, thus forcing the unit to heel towards the bow,

should unequal or rapid penetration occur.

When a Jack-up is positioned close to a platform single leg preloading shall be

adopted. The single leg preloading shall start with the bow leg followed by the

stern legs.

This will reduce the risk of contact between unit and platform and minimize possible

damage.

4.05 Special soil conditions

In special situations, e.g. when knowledge concerning soil gives reason to believe

that rapid penetration or even punch-through is a risk, it is acceptable after

consultation with the Marine Warranty Surveyor to carry out sequential (leg-by-leg)

preload at draft.

However, sequential preload at various drafts ending up with preload at air

gap will be covered under these special soil conditions – In this respect the

periods of holding the preload at each step shall be no less than 3 hours

and the final simultaneous preload at minimum air gap shall be no less

than 6 hours.

4.06 Jacking to final air gap

After completion of the preloading and a satisfactory result of the settlement

period have been recorded, the preload water shall be dumped before

commencing the final jacking to the minimum required air gap as stipulated in

the location approval.

It shall be verified that lifeboat/raft wires and raw water towers have sufficient

length at extreme operating air gaps.

During final jacking the Marine Section Leader shall ensure that the raw water

supply system is under strict surveillance by a responsible supervisor equipped

with a communication means to the jacking control room for immediate alarm to stop

jacking. This is necessary in order to avoid damage to the piping or cables in the

raw water supply system.

The air gap can be adjusted to a higher figure to achieve improved stress

distribution by placing bracing or connecting points in or close to the leg guides.

Likewise, it is permitted to adjust to a higher air gap for fixed installation

levels or conductor pipe measurements. The final position of the Jack-up,

however, shall never exceed the approved maximum allowable air gap. The required

leg reserve of (1.5 metres) shall not be used without the explicit approval from the

Seadrill Regional Office and the attending MWS.

During jacking the hull shall be kept at an even level, but as a minimum within the

allowable 0.3 degree where even level is not achievable.





When reaching the final air gap, the hull shall always be placed at an even level

and the level alarm (if available) should be checked and left in operational position.

The final air gap shall be confirmed and accepted by the Client Representative and

the time recorded.

Final measurements of the leg position and “rack phase differentials” shall be

carried out and noted in the Rig Move log book and report.

At final air gap and during the drilling operation, monitoring for gas bubbles and

hull elevation shall be carried out on a daily basis.

On completion of preloading all preload water shall be dumped from the preload

tanks by either opening the docking plugs or by means of pumping the tanks dry. If

for any reason this is not possible then the weight remaining on board shall be

verified and included in the daily calculations for the units VDL.

On completion of dumping preload all dump valves and docking plugs shall be

closed.

4.07 Clamping and skidding of derrick

For units equipped with leg clamping system, clamping of the legs and load shifting

shall be carried out prior to skidding out the cantilever.

5. REPORTING AND FORMS

5.01 Checklists

.01 Pre-jacking

.02 Rig move

.03 Post jacking

5.02 Templates

.01 Rig move procedure

.02 Preload procedure

.03 End of rig move report

.04 Daily positioning reports during tow

.05 Rig move log book

.06 Final position record

Rig Move Manual

Documents

Transcript of Rig Move Manual