survey & engineering guidelines, section v md form 9105.04

Survey & Engineering Guidelines, Section V MD Form 9105.04 US, 10-2015 Guidelines for MODU Field Moves & Ocean Towages


MATTHEWSDANIEL

SURVEY & ENGINEERING GUIDELINES

SECTION V

MODU FIELD MOVES AND OCEAN TOWAGES

October 2015


TABLE OF CONTENTS 1. INTRODUCTION ......................................................................................................... 1

1.1 Purpose of Document .................................................................................... 1

1.2 General Responsibility .................................................................................. 2

1.3 Principles of Approvability ............................................................................ 3

2. DEFINITIONS .............................................................................................................. 5

2.1 Field/Location Move/Tow Definition.............................................................. 5

2.1.1 Field Move Weather Window .............................................................. 5

2.1.1.1 Jack-Up Drilling Unit ............................................................. 5

2.1.1.2 Semi-Submersible Drilling Unit ............................................ 6

2.1.2 Field Move Leg Length and/or Motion Criteria .................................. 6

2.1.3 Field Move Stability Criteria ............................................................... 6

2.2 Extended Field Move Definition .................................................................... 7

2.2.1 Extended Field Move Weather Window ............................................. 7



2.2.2 Extended Field Move Leg Length and/or Motion Criteria ................. 8

2.2.3 Extended Field Move Stability Criteria ............................................... 8

2.3 Ocean Towage Definition ............................................................................... 9

2.3.1 Ocean Towage Weather Window ....................................................... 9



NOTES............................................................................................................. 9

2.3.2 Ocean Towage Leg Length and/or Motion Criteria ......................... 10

2.3.3 Ocean Towage Stability Criteria ....................................................... 10

3. SURVEYOR'S INVOLVEMENT ................................................................................. 11

3.1 Overview ....................................................................................................... 11

3.2 Surveyor's Preparation ................................................................................ 11

4. LOCATION/MOVE APPROVALS.............................................................................. 13

4.1 Overview ....................................................................................................... 13

Location of Departure .................................................................................. 13

Location of Arrival........................................................................................ 14


4.1 Location Approval Data Requirements ....................................................... 14

4.1.1 Geotechnical Analysis (Soils) .......................................................... 14

4.1.2 Side Scan Sonar Survey/Debris Survey .......................................... 17

4.1.3 Geophysical Survey Data/Shallow Seismic Survey/Bathymetric Study 18

4.2 Design Environmental Criteria .................................................................... 19

4.3 Engineering Review ..................................................................................... 20

4.4 Other Issues Relating to Location/Move Approval .................................... 21

4.4.1 Soil Issues - MD Preloading Risk Level Assessment ..................... 21

4.4.2 Weather .............................................................................................. 23

4.4.3 Pipelines/Obstructions/Proximity to Platform ................................. 23

4.4.4 Tug Issues ......................................................................................... 23

4.4.5 "Considered Risk" ............................................................................. 23

5. TUG/ANCHOR HANDLING VESSELS ..................................................................... 24

5.1 Towing Equipment ....................................................................................... 24

5.2 Manning ........................................................................................................ 24

5.3 Certification .................................................................................................. 24

5.4 Bunkers ......................................................................................................... 24

5.5 Suitability ...................................................................................................... 24

6. LOAD AND STABILITY CALCULATIONS ................................................................ 25

6.1 Watertight Integrity ...................................................................................... 26

7. RIG CERTIFICATION - LISTED ................................................................................ 27

7.1 Documentation ............................................................................................. 27

8. SECURING OF THE TOW ........................................................................................ 28

9. STOWAGE AND SEAFASTENING ........................................................................... 29

9.1 Cantilever and Sub-Base ............................................................................. 30

9.2 Substructure ................................................................................................. 30

9.3 Drilling Derrick and Associated Equipment ............................................... 30

9.4 Traveling Block ............................................................................................ 30

9.5 Main Drilling Equipment .............................................................................. 30

9.6 Logging Equipment ...................................................................................... 31

9.7 BOP Stacks ................................................................................................... 31

9.8 Casing Stabilizer and Flare Booms ............................................................. 31


9.9 Other Equipment .......................................................................................... 31

9.10 Cranes ........................................................................................................... 31

9.11 Raw Water Tower ......................................................................................... 31

9.12 Anchors (Ocean Tow Only) ......................................................................... 32

9.13 Helideck (Ocean Tow only) .......................................................................... 32

10. WATERTIGHT INTEGRITY ....................................................................................... 33

10.1 Protection of Machinery............................................................................... 33

10.2 Compartmentalizing ..................................................................................... 33

10.3 Openings in Deck and Hull .......................................................................... 34

10.4 Sounding Pipes and Caps ........................................................................... 34

10.5 Pumping Arrangements ............................................................................... 35

10.6 Legs .............................................................................................................. 35

11. TOW ROUTE AND NAVIGATIONAL PROCEDURES .............................................. 36

12. TOWING GEAR ......................................................................................................... 38

12.1 General Guidelines....................................................................................... 38

12.2 Ocean Tow Guidelines ................................................................................. 39

Minimum Break Load (BL) for Tow Wires ................................................... 40

Minimum Length for Tow Wires .................................................................. 41

12.3 Tow Wire Construction ................................................................................ 41

12.4 Shocklines .................................................................................................... 41

12.5 Shackles ....................................................................................................... 41

12.6 Ballast Water ................................................................................................ 41

12.7 Bollard Pull Requirements ........................................................................... 42

13. WEATHER FORECASTS .......................................................................................... 43

NOTES ...................................................................................................................... 43

14. CREW AND RADIO COMMUNICATION ................................................................... 44

14.1 Manning Guidelines ..................................................................................... 44

14.2 Radio Communication ................................................................................. 45

15. EMERGENCY PROCEDURES .................................................................................. 47

16. GOING OFF LOCATION ........................................................................................... 48

16.1 Definitions - Responsible Crew ................................................................... 48

16.1.1 Person-in-Charge .............................................................................. 48

16.1.2 Rig Mover ........................................................................................... 48


16.1.3 Tow Master ........................................................................................ 48

16.1.4 Warranty Surveyor ............................................................................ 48

16.1.5 Marine Advisor/Company Man .......................................................... 49

16.2 Semi-Submersible Procedures.................................................................... 49

16.3 Jacking Procedures ..................................................................................... 50

16.4 Use of Anchors ............................................................................................. 52

17. USE OF TOWING VESSELS .................................................................................... 53

17.1 Jack-Ups ....................................................................................................... 54

17.2 Semi-Submersibles ...................................................................................... 54

18. THE TOW .................................................................................................................. 56

18.1 Sea Watch ..................................................................................................... 56

18.2 Weather Observation ................................................................................... 57

18.3 Ice .................................................................................................................. 58

18.4 Navigation ..................................................................................................... 59

18.5 Maintenance and Repair Work .................................................................... 60

18.6 Crane Operations ......................................................................................... 60

18.7 Towing - Damage Control ............................................................................ 61

18.8 Storm Preparations ...................................................................................... 62

18.8.1 Jack-Ups ............................................................................................ 62

18.8.2 Semi-Submersibles ........................................................................... 62

19. GOING ON LOCATION ............................................................................................. 63

General Procedures ................................................................................................. 63

19.1 Jack-Ups ....................................................................................................... 63

19.1.1 Preloading ......................................................................................... 65

19.1.2 Program PRELOAD© ......................................................................... 66

19.1.1.1 When Program PRELOAD© Is Available ............................ 66

19.1.1.2 When Program PRELOAD© Is Not Available ..................... 67

19.1.3 Punch-Through ................................................................................. 68

19.1.4 Final Jacking ..................................................................................... 68

19.1.4 Air Gap ............................................................................................... 69

19.2 Semi-Submersibles ...................................................................................... 70

19.2.1 Running Anchors ......................................................................................... 70

19.3 Anchor Pretensioning .................................................................................. 71


19.3.1 Jack-Up .............................................................................................. 71

19.3.2 Semi-Submersible ............................................................................. 71

20. WET MANNED TOW ................................................................................................. 73

20.1 General Recommendations ......................................................................... 73

20.2 Specific Recommendations ......................................................................... 76

20.3 Riding Crew Instructions ............................................................................. 80

21. MOVE CHECKLIST ................................................................................................... 82

21.1 Prior To Move: Approval Checklist ............................................................. 82

21.2 Post Move Start ............................................................................................ 84

21.3 Prior To Move Onto Location and Preloading (Jack-Up Only) .................. 84

21.4 After Preload (Jack-Up Only) ....................................................................... 84

Survey & Engineering Guidelines – Section V Page 1 Guidelines for MODU Field Moves and Ocean Towages Introduction

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1. INTRODUCTION

1.1 Purpose of Document

This document is intended for MatthewsDaniel use only and has been prepared by MatthewsDaniel (MD) for use when MD acts as Marine Warranty Surveyor for Field Moves, Extended Field Moves and Ocean Towages of Mobile Offshore Drilling Units (MODU's), as defined in Section 2. It addresses likely main concerns based on experience. This document does not deal comprehensively with all concerns which will need to be addressed or even, where a particular matter is addressed, does this document attempt to set out the definitive view of MD for all situations. This document gives guidelines which should be reviewed in each particular case by the owner and MD engineer/surveyor to ensure that the particular circumstances of the move are addressed in a way which is considered to mitigate identified hazards.

This guideline covers marine operations of Field Moves/Extended Field Moves/Tows, also referred to as "Rig Moves", and Ocean Towages and like work described herein and is intended for use by MatthewsDaniel Marine Warranty Surveyors when acting on Underwriters' behalf.

In the offshore industry to which these marine operations relate, it is not possible to describe or list all the actions and procedures that can be used to ensure safe and efficient completion of the task.

Marine surveying is an activity involving experienced personnel identifying possible risks to an operation, and consulting on mitigating the risks to a level which is low enough (for which MD shall be the sole judge) to approve the venture to proceed, on behalf of underwriters' interests.

A Surveyor is expected to use his best efforts at all times to give advice, based on his professional judgment, to the Rig Mover and his authorized agents to minimize the risk to the marine venture.

Every operation is different in some way. The information given in this guideline should be taken into consideration by the Surveyor but not substitute for his professional judgment in that effective ways can be used to minimize risk, and advice given may vary depending on each component of risk for the operation underway.

The term "Marine Surveying" as used herein is an activity, which covers:

(a) Review of plans, drawings, documents and procedures to verify compliance with final MD acceptance criteria.

(b) Survey of vessels, structures and equipment as deemed appropriate.

(c) Confirmation of approval of the venture by issue of a MD Certificate of Approval.


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All the above activities will be based on acceptance criteria for which MD shall be deemed the sole judge.

All reports and certificates are issued solely for the use of MD, its clients and other authorized entities agreed with the client.

The review and approval by MD is not meant as a substitute for the independent judgment of owners, operators, masters and crew or as a substitute for the quality control procedures of same. MD acts through its engineers and marine surveyors or others who are believed by it to be skilled and competent.

The user of MD services is responsible for ensuring compliance with all applicable laws, regulations and other government directives and orders related to a unit, its machinery and equipment, or their operation. Nothing contained in any guideline or approval certificate issued by the MD shall be deemed to relieve any other entity of its duty or responsibility to comply with all applicable laws, including those related to the environment.

MD approval represents that the rig move or tow preparation adheres to a minimal standard satisfactory to MD for purposes of fulfilling the marine warranty survey role. The validity, applicability and interpretation of any approval to meet a minimal standard remains in the sole judgment of MD. MD is not responsible for the consequences arising from the use by other parties.

MD will conduct both an engineering and operational review on the proposed rig move, which will include, but not be limited to, the rig, tug selection, towing arrangements, and seafastening acceptance, as well as approval for the intended site.

1.2 General Responsibility

The risk associated with the movement and towage of mobile offshore drilling unit, especially the risk involved when moving self-elevating units between operational locations, is always a cause for concern and requires good planning by the owner.

The move itself can be defined as beginning with commencement of jacking operations at the present location and finishing after preloading and jacking to operating air gap on the new location and, if applicable, skidding of the substructure on the new location. However, all aspects of the rig move should be subject to review by the Rig Mover having the necessary qualifications and experience for the proposed operations. This information should be available for the Surveyor to review in connection with the approval and should include:


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Details of the preparation for the tow

The towing vessels to be used and the basis of choice

The capabilities of the towing vessels

The towing arrangements and towing gear

Proposed tow route to destination and also any way ports

Navigation procedures

Weather criteria

Contingency plans and emergency procedures, facilities for effective external communications throughout the tow

Procedures for establishing installation at the new location

The advice in this manual is not intended to cover in detail all aspects of the involvement of the Warranty Surveyor, but to serve only as a guide to the performance and duties of the Warranty Surveyor and to give an insight into the procedures used for rig moves.

1.3 Principles of Approvability

The risk associated with the movement and towage of mobile offshore drilling unit, especially the risk involved when moving self-elevating units from one location to another, should be fully evaluated by the owner.

The move itself can be defined as beginning with commencement of jacking operations at the present location and finishing after preloading and jacking to operating air gap on the new location and, if applicable, skidding of the substructure on the new location. Aspects for review should include:

The equipment and vessels are of suitable size and maintained for their intended use

There is redundancy in the equipment provided, to cover likely contingencies

The operation is designed taking into account the statistical weather extremes for the area and season, or the operating weather conditions, chosen at values smaller than the specified design criteria. The approval is based on the selected weather being forecast for a period long enough to complete the operation

The operations are planned, in nature and duration, such that accidental situations, breakdowns or delays have a very low probability of occurrence and are all covered by contingency actions

Adequate plans have been developed for a safe step-by-step execution of the operation, with clear indications of the organization and chain of command

Suitably experienced and qualified personnel conduct the operations.


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Details of the preparation for the tow

The towing vessels to be used and the basis of choice

The capabilities of the towing vessels

The towing arrangements and towing gear

Proposed tow route to destination and also any way ports

Navigation procedures

Weather criteria

Contingency plans and emergency procedures, facilities for effective external communications throughout the tow

Procedures for establishing installation at the new location

It is the policy of MatthewsDaniel to give advice on all marine activities conducted in such a manner to minimize the marine risk to an acceptable level in the judgment of the MatthewsDaniel Surveyor(on behalf of Underwriters’ interests) are paramount at all times and under all conditions.

Survey & Engineering Guidelines – Section V Page 5 Guidelines for MODU Field Moves and Ocean Towages Definitions

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2. DEFINITIONS

2.1 Field/Location Move/Tow Definition

A Field/Location Move/Tow is a short duration move such as between locations within an oil/gas field. This move/tow definition is only used when the move/tow can take place within a forecastable good weather period. In consequence of the high predictability of the weather conditions during these shorter tow periods, Field/Location Move criteria can be significantly less stringent.

In addition, criteria applied to Field/Location Moves include a lower motion expectation, stability criteria with a lesser wind speed, reduced tug horsepower requirements, and possibly reduced seafastening criteria. In addition, helideck angle to immersion is less and crane tie-down requirements may be less for Field/Location Moves than during Extended Moves or Ocean Towages, and marine practices can be less onerous.

A Field/Location Move would generally be expected to take place within a 24-hour period, however, depending on circumstances it is commonly accepted that any move exceeding 500 nautical miles is considered outside the "Field Move" definition.

One example of a relaxed arrangement is that it can be reasonable to tow on independent bridle legs for a Field/Location Move, and semi-submersible units under some circumstances may be towed on the anchor chains, as a last resort.

For Independent Leg and Mat-Supported Jack-Up Drilling Units, it is noted that certain Classification Societies and most MODU Operational Manuals specify an allowed Leg Length for Field Move. Leg lengths exceeding this agreed "Field Move" length should not be carried without additional calculations and verification.

2.1.1 Field Move Weather Window

The Field Move weather window is defined as a predicted weather situation for the duration of the tow as described below:

2.1.1.1 Jack-Up Drilling Unit

The Field Move weather window for a Jack-Up drilling unit is defined as a predicted weather situation enabling the safe lowering of the rig at the location of departure, transit from location to location and safe jacking and preload of the rig at the location of arrival.

Typically, this would require a minimum of 24 hours of favorable outlook for weather, with seas of 5' or less when going off and on locations.


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2.1.1.2 Semi-Submersible Drilling Unit

The Field Move weather window is defined as a predicted weather situation enabling safe completion of anchor handling and ballast operations, transit from location of departure to location of arrival and completion of safe positioning and ballast operation.

Every effort should be made to avoid a situation where the unit cannot complete the positioning of anchors in a sensitive area and thus run the risk of dragging anchors should adverse weather develop.

2.1.2 Field Move Leg Length and/or Motion Criteria

For Independent Leg and Mat-Supported Jack-Up Drilling Units it is noted that certain Classification Societies and most MODU Operating Manuals specify an allowed Leg Length for Field Move criteria that is based on criteria that is normally less than the Ocean Towage criteria.

The motion criterion determines the leg length and suitable tie-down criteria for seafastenings. Such criteria has generally been applied to the MODU during design and is recorded in the approved Marine Operating Manual. In general, the following criteria will apply – as taken from the ABS Rules for Building and Classing MODU's.

ABS defines a "Legs in Transit Condition" which directly relates to the "Field Move/Location Move" criteria as stipulated in this document.

6 degrees in the natural period of the unit plus 120% of the gravity moment caused by inclination of the legs. For this condition, the intact stability wind speed is 70 kts.

Leg length criteria and motion criteria should be confirmed as being within the rig's approved Operating Manual and the policies of the Drilling Contractor.

2.1.3 Field Move Stability Criteria

The stability criteria as identified for the operation in the Marine Operating Manual is generally acceptable to MD for towages, subject to confirmation by an engineering evaluation. Downflooding points should be noted and watertight integrity assured with proper seafastening and watertight boundary survey prior to departure.

The standard design wind speed, as specified by many Classification Societies, for a "Field Move" (and Extended Field Move) is a 70 knot wind speed. This wind speed is always taken at a 33 foot elevation above still water level.


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2.2 Extended Field Move Definition

In general, an Extended Field Move consists of a series of shorter Field/Location Moves where the unit is in field move configuration and the lesser criteria apply, but where entire series of moves are monitored to the extent that the approval is extended on a periodic basis, usually daily.

An Extended Field Move is understood to take place over a longer time period than 24 hours, and which is beyond the extent of a single forecastable good weather period.

The Extended Field Move should commence only with a 3-day favorable weather forecast prior to beginning the move with no tropical weather forecast during the duration of the move. The Extended Field Move is a coastal tow or a tow whereby in a short period of time (e.g. 12 hours), the unit can reach a sheltered location or a location where jacking up is a possibility.

As an Extended Field Move may exceed 500 nautical miles, a reliable weather forecast must be obtained, as a minimum, twice daily. Should weather exceeding the limits for safe jacking or seeking safe harbor be predicted, the unit should proceed to that safe jacking area or safe harbor upon obtaining this advice. This makes the delineation of safe jacking locations and safe harbors extremely important. The planning of the towage route with safe jacking locations/safe harbors must be conducted and presented prior to MD approval. Subject plan must show that the MODU can seek this safe harbor or shelter within, typically, 12-hours. From a practical standpoint, this makes the largest towage length along the towage route not to exceed 120-150 nautical miles, depending on tow speed. Further, if safe jacking locations are listed, the MODU must carry onboard a sidescan sonar with operator to identify safe bottom locations prior to engaging the spudcans with seabottom.

While the unit is in Extended Field Move configuration, many of the criteria such as tug horsepower, seafastening, crane criteria may be more onerous than that of a Field Move, depending on the weather criteria, and with the agreement of MatthewsDaniel and the attending MatthewsDaniel Surveyor.

2.2.1 Extended Field Move Weather Window

The Extended Field Move weather window is defined as a predicted weather situation for the duration of the tow as described below:


The Extended Field Move weather window is defined as a predicted weather situation enabling the safe lowering of the rig on location of departure, transit from location to alternative location of refuge on the route where the tow can transit to a safe location in a protected area or can safely jack out of the water if bad weather is forecasted along the route.


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The alternative locations on the route should be surveyed and, where practical, the route is to be planned in such a way that the tow will at no time be in excess of 24 hours from a safe location.


The Extended Field Move weather window is defined as a predicted weather situation enabling safe completion of anchor handling and ballast operation on both location of departure and arrival and the transit can be performed without adverse weather that necessitates changes in the unit's safe stability (e.g. going to survival draft criteria).

2.2.2 Extended Field Move Leg Length and/or Motion Criteria

For Independent Leg and Mat-Supported Jack-Up Drilling Units it is noted that certain Classification Societies and most MODU Operating Manuals specify an allowed Leg Length for Extended Field Move that is based on criteria that is normally less than the Ocean Towage criteria.

The motion criteria determines the leg length and suitable tie-down criteria for seafastenings. Such criteria has generally been applied to the MODU during design and is recorded in the approved Marine Operating Manual. In general, the following criteria will apply – as taken from the ABS Rules for Building and Classing MODU's.

ABS defines a "Legs in Transit Condition" which directly relates to the "Field Move/Location Move and Extended Field Move/Location Move" criteria as stipulated in this document.

6 degrees in the natural period of the unit plus 120% of the gravity moment caused by inclination of the legs. For this condition, the intact stability wind speed is 70 kts.

Leg length criteria and motion criteria should be confirmed as being within the rig's approved Operating Manual and the policies of the Drilling Contractor.

2.2.3 Extended Field Move Stability Criteria

The stability criteria as laid out for the operation in the Marine Operating Manual is generally acceptable to MD for field moves, subject to confirmation by an engineering evaluation. Downflooding points should be noted and watertight integrity assured with proper seafastening and watertight boundary survey prior to departure. The standard design wind speed, as specified by many Classification Societies, for a "Field Move" (and Extended Field Move) is a 70 knot wind speed. This wind speed is always taken at a 33 foot elevation above still water level.


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2.3 Ocean Towage Definition

An Ocean Towage (Ocean Tow) is defined as a tow condition whereby the unit may be out of reach of a safe haven in weather conditions which are forecast as unfavorable, and therefore the strictest criteria should be observed. Ocean Tows are generally in excess of 3 days and should commence only with a minimum 3-day favorable route forecast prior to beginning the tow.

2.3.1 Ocean Towage Weather Window


The Ocean Tow weather window is defined as a predicted weather situation enabling the safe lowering of the rig on location of departure and a minimum of three days route forecast where acceptable conditions would prevail.

There should be no indication that a tropical cyclone is under development, which could have any significant impact on the tow.


The Ocean Tow weather window is defined as a predicted weather situation enabling the safe completion of anchor handling and ballast operation followed by a three-day route forecast where acceptable conditions prevail.

In preparation for the ocean tow it should be ensured that recognition of the seasonal tropical storms that can develop and influence the weather situation takes place. The early warning arrangements should thus be utilized to optimize the rerouting or deviation from planned route to avoid the tropical storms.

NOTES

Weather forecasts for periods exceeding 24 hours should always be treated with caution.

Consideration should be given to using forecasts from more than one source, especially when deviation between predictions and observations are noted.

Weather forecasts are never guaranteed and the seamanlike observation and evaluation of actual conditions are essential.


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2.3.2 Ocean Towage Leg Length and/or Motion Criteria

For Independent Leg and Mat Supported Jack-Up Drilling Units proposed to conduct an Ocean Towage, subject MODU should have a study conducted to determine it can survive a 10 Year Return Period Storm for the proposed towage route and time of year to include adequate leg strength.

The motion criteria determines the leg length and suitable tie-down criteria for seafastenings. Such criteria has generally been applied to the MODU during design and is recorded in the approved Marine Operating Manual. In general, the following criteria will apply – as taken from the ABS Rules for Building and Classing MODU's.

ABS defines a "Legs in Severe Storm Transit Condition" which directly relates to the "Ocean Tow" criteria as stipulated in this document.

• 15 degrees in 10 seconds plus 120% of gravity moment caused by the angle of leg inclination. For this condition the intact stability wind speed is 100 kts.

Additionally, MD will take into account the 10-year return period storm for the route and season in making its evaluation.

For specialized MODU's such as mat type jack-ups, their hull, legs and seafastening should be capable of withstanding a 16 degrees roll or pitch each side of vertical in a 13 second full cycle period for ocean tow which is reduced to a 6 degree roll or pitch in a 13 second full cycle period for field/location moves.

Wave model basin criteria may be used to determine more precise motions, but such criteria should give additional to consideration to fatigue issues as well as calculations, which show acceptable stress levels.

2.3.3 Ocean Towage Stability Criteria

The stability criteria as laid out for the operation in the Marine Operating Manual is generally acceptable to MD for towages, subject to confirmation by an engineering evaluation. Downflooding points should be noted and watertight integrity assured with proper seafastening and watertight boundary survey prior to departure.

The standard design wind speed, as specified by many Classification Societies, for Ocean Towages is a 100 knot wind speed. This wind speed is always taken at a 33' elevation above still water level.

Survey & Engineering Guidelines – Section V Page 11 Guidelines for MODU Field Moves and Ocean Towages Surveyor's Involvement

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3. SURVEYOR'S INVOLVEMENT

3.1 Overview

The Warranty Surveyor's presence on the rig is required to monitor the rig move and confirm that MatthewsDaniel recommended procedures are followed or appropriately modified as required. MD recommendations take into account the requirements of approved Marine Operating Manual, Statutory Regulations and Undewriters' interests.

MatthewsDaniel Surveyors are not in any way involved in the operational functions onboard the unit such as, but not limited to:

• Operating the jacking console

• Instructing tugs

• Driving winches

• Keeping navigational watch

• Operating communications

The Rig Mover is in overall command and responsible to carry out his duties. Care is taken when offering opinion or advice at critical moments; the Surveyor should be sensitive of timing, while making any objections known. If a position is reached where, after a full discussion, agreement cannot be reached, then the full facts should be entered in the Surveyor's Daily Log Sheet and the Rig Mover informed. Depending on the severity of the situation, the Surveyor should consider withdrawing his Approval of the operation.

The marine surveyor’s goal is to "cooperate and assist our Customer in the safe and successful completion of the operation, while staying within the warranties imposed by Underwriters".

3.2 Surveyor's Preparation

The importance of being well-prepared for moving a rig cannot be overstated. Therefore, in order to perform at the maximum possible efficiency and safety, all information relating to the move, including the final location data, should be reviewed well in advance.

Local circumstances very often require decision to be made at a late stage, and it is not always possible to obtain the complete package of information prior to the proposed move.

Survey & Engineering Guidelines – Section V Page 12 Guidelines for MODU Field Moves and Ocean Towages Surveyor's Involvement

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In such cases, the Rig Mover should convene a pre-move meeting, preferably at the shore base, before going offshore. If this is not possible, a pre-move meeting should be scheduled on the rig well in advance of the move, with participation by the attending Surveyor. Once information provided is complete, another meeting should take place on the rig prior to commencement of the move with both the Rig Mover and the MD Marine Surveyor present.

Preparation of details discussed at the meeting(s) should include:

Location and soil data

Selection of tugs/anchor handling vessels

Load and stability calculations

Securing of the tow

Towing route and navigational procedures

Towing gear

Anchor handling arrangement for going on location.

Weather information and observations

Radio communication

Contingency plan and emergency procedures

Survey & Engineering Guidelines – Section V Page 13 Guidelines for MODU Field Moves and Ocean Towages Location/Move Approvals

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4. LOCATION/MOVE APPROVALS

4.1 Overview

As Warranty Surveyors for Underwriters' Interests, MatthewsDaniel requires that every effort be made to identify and, to the extent possible, reduce the risks inherent to the task of safely placing the rig on location. While it is understood that all moves should be conducted within the scope of the Operations' Manual for each unit, the variance of regions, locations, and situations of some platforms, as well as consideration of drilling unit types, may require that additional recommendations be made when issuing the MatthewsDaniel Location/Move Approval.

In general, the MatthewsDaniel Location/Move Approval "warrants" that the following areas of concern have been addressed for each Field Move, as defined in Section 2:

Soil Concerns - Geotechnical Issues, Bottom Survey, and Geophysical, Shallow Seismic, Bathymetric Issues

Design Environmental Criteria

Engineering Review

Other Issues Relating to Location/Siting, including Towing Vessel Requirements, General Rig Move Recommendations, and Preloading Risk Level Assessment

"Considered Risk"

All of these areas and their purposes are described more fully below.

The information concerning a location should be made available to MatthewsDaniel well in advance of a proposed move and should generally and as a minimum, comprise the following:

Location of Departure

Previous rig move report

Tidal and current data (particularly when maneuvering close to subsea equipment, pipelines or neighboring platforms).

Plans of the installation, if applicable

Obstructions on the seabed in the vicinity of the location

Pipeline information/charts for the area

Navigation charts for the area


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Location of Arrival

Geographical co-ordinates, latitude and longitude

Water depth (chart datum)

Tidal and current data (particularly when maneuvering close to subsea equipment, pipelines or neighboring platforms).

Plans of the installation, if applicable

Obstructions on the seabed in the vicinity of the location

Pipeline information/charts for the area

Navigation charts for the area

Soil, Bottom Surveys and Shallow Seismic data

4.1 Location Approval Data Requirements

The following are our general recommendations for data requirements for any rig moving operation. The MatthewsDaniel Location/Move Approval will only be issued following completion of the items within this section to the satisfaction of MatthewsDaniel.

Should reports of surveys not be available in time for the commencement of the rig move, the Surveyor should consider the risk involved and, when appropriate, delay approval for the move until a decision as to the safety of the location has been reached, either by consultation or with verification from authorized personnel.

In order to enable an evaluation of the proposed location, the data to be submitted should, as a minimum, comprise the following:

• Geotechnical Analysis (Soils)

• Side Scan Sonar Survey/Debris Survey

• Geophysical Survey Data/Shallow Seismic Survey/Bathymetric Study

4.1.1 Geotechnical Analysis (Soils)

The importance of valid soil information for siting mobile offshore drilling units (MODU's) at any location cannot be overstressed. Prior to approval of any location, available soil data should be reviewed and a determination made as to the confidence in that information for the purpose of preloading on location.


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If a soil boring is taken from the rig, then a suitably qualified soils engineer experienced in offshore locations in the region should be onboard to perform the evaluation.

In all cases, preloading recommendations will be based on the MD Preloading Risk Assessment described in Section 4.4.1.

4.1.1.1 Minimum Requirements When Soil Boring is Recommended

In line with standard practice for performing site assessments for MODU's and in order to determine if punch-through potential exists, it would be preferred that site specific soil data be obtained via a soil core from each location. The most relevant information would be obtained from soil boring information taken from at least one location within the radius of proposed positioning of the jack-up unit.

If the shallow seismic survey can be related to an existing soil bore hole in the close vicinity of the proposed location it is not always necessary to have additional borehole; however, this must be determined by a qualified geotechnical engineer.

MatthewsDaniel recommends that a coring be undertaken in areas where there is a poor interpretation of sub-soil layers, where no information is available to verify or correlate penetration estimates, and in areas of known inadequate soil strengths. With some rig types, borings can be taken from the rig, prior to skidding the cantilever or jacking up to full height, when appropriate.

The borehole depth should be decided on the basis of in-situ test results obtained from soil samples of the upper layers, and on the basis of the results obtained from the high-resolution seismic equipment. In order for the soil boring to be considered sufficient for the purpose of siting an independent leg jack-up unit, the coring should be taken and analyzed to a depth recommended to be at least one spudcan diameter deeper than the deepest anticipated penetration, as determined by a qualified geotechnical engineer.

Core samples obtained by drop core or gravity core methods are not sufficient to determine foundation stability.

As a general rule, samples from each different layer of soil should be investigated. In addition, the sample testing should include, as a minimum, a description of the soil by stratum, the determination of effective unit weight, and the undrained shear strength or internal angle of friction for each soil layer.


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A qualified geotechnical engineer can then determine the bearing capacity of the soil and should produce a Leg Penetration Curve from this data. The geotechnical engineer should also provide minimum and maximum leg penetration estimates and an evaluation of punch-through risk according to rig design prior to preloading.

If not already considered, survey performed should also specifically address the possibilities of shallow gas at the location. The sub-bottom profile should include any possible shallow gas zones. MatthewsDaniel should be notified of any shallow gas concerns as may relate to siting of the rig on location. These will be specifically addresses prior to approval of location.

4.1.1.2 Minimum Requirements When Deviation from Above Information is Allowed

In cases where a proposed location is situated in a well known area, some of the above mentioned procedures may be dispensed with, in view of the data being available from previously conducted surveys, or from data obtained from pile driving records, or other sources. It is considered very important to have the accurate and detailed soil information available to safely site the rig. Advance notice should be given in order for MatthewsDaniel to confirm agreement in advance if any of the above procedures are to be dispensed with.

Certain information, once verified, may allow for reasonable confidence of penetration estimates only. For example, in areas where the geology is known to be uniform and where previous rig move data exists supporting this, penetration estimates may be able to be determined and preloading recommendations can be developed based on available data.

However, it has also been shown that in certain areas, the bearing capacity of the soils, even within a 1 km survey block area, can vary considerably, and care should be taken to have such information compared with seismic interpretation. In all cases, we recommend the following:

It is recommended that the most current, available information should be presented well in advance of the proposed rig move in order to obtain verification by a qualified geotechnical engineer.


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Should the rig be siting back into existing spudcan holes left by the same class of drilling unit or if previous approval has been issued for the specific unit at the same location, penetrations may be determined without the requirement for additional testing. Again, it is recommended that the most current, available information should be presented well in advance of the proposed rig move.

4.1.2 Side Scan Sonar Survey/Debris Survey

As Warranty Surveyors for Underwriters' Interests, MatthewsDaniel requires that a debris survey be conducted prior to siting a rig on location, preferably as near to the siting as possible. This inspection may be conducted by means of divers, sidescan sonar, ROV video equipment or any other means which will efficiently reveal any obstructions that could endanger or hamper the task of safely placing the rig on location.

It is our recommendation that this survey be conducted within 30-90 days prior to the rig move. Depending on the general location of the site and on the time that elapses from completion of the survey until the rig is actually placed on location, it might be necessary to re-check the seabed for obstructions, given the area and other factors that could influence the possibility of obstructions or anomalies affecting the siting of the unit.

Data requirements for bottom survey should include the following:

A diver's walk, sidescan survey, or ROV survey of 150 meter radius from the approach side of the platform in a 180 degree arc based on the intended rig heading. The survey drawing should show the water depth, size/description of any pipelines, debris or obstruction, with bearing and distance from the center of the platform edge and position and depth of old spud can holes.

Any debris noted that may pose risk to the rig's spud can emplacement shall be removed from the survey area.

The exact location, size and configuration of old spudcan depressions should be carefully checked and mapped. If possible, MatthewsDaniel may request that an overlay drawing be provided indicating proposed heading in relation to existing depressions.

Location to be buoyed following sidescan sonar or divers' walk. Rig to be positioned on site only after verifying that buoy is in same position as at time of sidescan or divers' walk.


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4.1.3 Geophysical Survey Data/Shallow Seismic Survey/Bathymetric Study

It would be assumed when a rig returns to the periphery of a surveyed area that all the relevant survey data would still be in hand. Copies of existing or missing data may be requested; however, as a minimum, MatthewsDaniel requires the following prior to approval for siting an independent leg jack-up drilling rig:

4.1.3.1 Survey Area Data - Open and Platform Locations

A target area of 1 km x 1 km with the proposed location as center should be conducted and a tow line grid developed that shall optimize data coverage based on pre-existing knowledge of seabed and morphology, geology and local environmental conditions, and in accordance with the Drilling Contractor's operating policy. The grid may be modified in accordance with the characteristics of the equipment used and local area conditions; however, it is our recommendation the information obtained will include the following:

Bathymetric chart, with water depths reduced to chart datum, with an accuracy better than 0.5 m. The water depth should be measured over the entire length of the line using a high precision echo sounder.

Each rig line should be surveyed over the entire length by high resolution seismic equipment giving a detailed sub-bottom profile down to a minimum of 50 meters below the seafloor. Seismic sources approved for this work would include boomers, sparkers and pingers. A chart to be provided showing the X-X and Y-Y section profiles for the target area.

Each grid line should be surveyed over the entire length of the line by a side scan sonar capable of providing 100% overlap and a chart should be produced showing the seabed features.

Each grid line should be surveyed over the entire length of the line by a marine magnetometer. Any objects or obstructions detected by the side scan sonar survey that can be classified or identified should be investigated using the magnetometer.


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Each grid line should be surveyed over the entire length of the line using seismic source, receiver and recording systems suitable for the detection of shallow gas accumulation to a depth of 1000 meters below the seabed. The processing of the gas hazard profile data shall optimize signal to noise ratio, vertical and later resolution and suppress multiple events. The sub-bottom profile should include any possible shallow gas zones and MatthewsDaniel should be notified of any shallow gas concerns as may relate to siting of the rig on location. These will be specifically addressed prior to approval of location.

4.1.3.2 Additional Survey Area Data - Platform Locations

In addition to the above, should the rig be moving to a platform location, the following information should be made available:

General Arrangement Drawing of the platform

Piling records for the platform

General Field Plan

Pipeline/cable drawings for the vicinity of the platform

Recent detailed divers' walk, preferably 75m radius from the platform

4.2 Design Environmental Criteria

Site specific design environmental criteria should be produced based on season and time of year and include the following:

Maximum Wind Speed (1-Minute Sustained)

Maximum Wave Height

Associated Wave Period

Maximum Current Speed and Profile

Maximum Wave Crest Elevation

Water Depth

From this information, a Recommended Minimum Operational Air Gap can be recommended by MatthewsDaniel specific to area and season.


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4.3 Engineering Review

Based on the design environmental conditions, the design engineer has created guidelines for each class of drilling unit. MatthewsDaniel conducts an engineering review to determine that the summation of all environmental forces acting on the rig would not exceed the design limits of operation while remaining in compliance with its approved Marine Operating Manual, or other limits acceptable to MD.

The purpose of the engineering review is to validate the following:

The rig must have sufficient stability to withstand overturning in storm conditions.

No individual leg load should be allowed to exceed the preloaded soil bearing capacity unless settlement is unlikely.

No structural member of the leg or jacking system should be overstressed.

Rig legs will not individually move and change the distribution of load resisting structure

Rig must be in compliance with the Marine Operating Manual or agreed acceptable variances.

In general cases when computing stresses in the legs, the maximum overturning load on the unit, using the most adverse combination of applicable variable loadings together with the loadings from the 50-year storm conditions (or 10-year in approved Tropical Revolving storm areas) should be used. Forces and moments due to lateral frame deflections of the legs are to be taken into account (P-delta effect). Leg scantlings are to be determined in accordance with an acceptable method of rational analysis.

Jack-ups are to have sufficient positive downward gravity loadings on the support footings or mat, to withstand the overturning moment due to the combined environmental loads from any direction with the lateral deflection of the legs taken into consideration. The safety against overturning is to be assessed using the most unfavorable direction and combination of environmental, gravity, variable and drilling loads in both normal drilling and severe storm conditions.

Units with individual footings are to have righting moments calculated about the most unfavorable axis through the center of one or more footings and are to have a minimum factor of safety of 1.1.


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Units with a mat are to have righting moments calculated about the most highly stressed edge of the mat and are to have a minimum factor of safety of 1.3. For these calculations the minimum variable loads should be used unless the minimum is stipulated in the Location Approval Certificate.

A separate engineering study may not be required if all design environmental criteria listed above do not exceed the design case as listed in the approved Marine Operating Manual.

4.4 Other Issues Relating to Location/Move Approval

Other issues may be present that should be identified and most likely resolved prior issuance of the Location/Move Approval. These may include, but are not limited to, the following:

• Soil Issues - MD Preloading Risk Level Assessment

• Weather

• Pipelines/Obstructions/Proximity to Platform

• Tug Issues

A Rig Move Plan and, if indicated, a Risk Assessment may be required to be presented for MD approval and recommendations. The Procedures and Risk Assessment must indicate all measures to mitigate the risk prior to issuance of MD approval.

4.4.1 Soil Issues - MD Preloading Risk Level Assessment

Soil issues should be identified and resolved prior to issuance of Location Approval. MatthewsDaniel should determine if site specific soil data is available and, if not, what effort is being made to obtain available information such as previous rig history or nearby data.

In cases where a proposed location is situated in a well-known area or where data is available from previous MODU siting history, some of the above mentioned procedures may be dispensed with, in view of data being available from previously conducted surveys, or from data obtained from pile driving records, or other sources. Accurate and details site-specific soil data-is considered paramount to the safe siting of the rig.

MatthewsDaniel has established a Preloading Risk Level Assessment procedure that allows for all preloading recommendations to be determined based specifically on the confidence in and validity of available soil data. Our Recommendations fall into these three general categories:


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• Extreme Caution - requires preloading at an air gap not to exceed 0' or draft, in accordance with the definitions below, and individual leg preloading starting with the bow leg. Based on site specific situation, individual preloading may be required through completion or simultaneous preloading of the stern legs may be allowed, based on performance of bow leg utilizing Program PRELOAD.

• Special Caution - requires preloading at a maximum air gap of 0-2', in accordance with the definitions below. Again, based on site specific situation, individual preloading may be required on the bow leg. Should this be the case, based on performance of bow leg utilizing Program PRELOAD, individual leg preloading may be required through completion or simultaneous preloading of the stern legs may be allowed.

• Normal Caution - requires preloading at a maximum air gap of 3-5', in accordance with the definitions below. This recommendation is advised only when site specific soil data indicates no punch-through potential. This would also include circumstances when rig is siting into existing spud can holes left by same class of rig.

Definitions – Preloading Risk Level Assessment

Normal Caution Normal to Maximum Air Gap Maximum 3 to 5'

Special Caution Minimal Air Gap Maximum 0 to 2'

Extreme Caution Zero Air Gap or Draft Not to Exceed 0' to Draft

Other Soils Issues

Scour

In areas where shallow penetrations and high current exist, scour may be suspected, we recommend that periodic inspections be made of the interface of the spud cans with the seafloor. Should significant scour be determined, remedial actions including, but not limited to, sand-bagging of spud cans should be initiated.

Semi-Submersible Units Only

Locations to be utilized for semi-submersible units only do not need such stringent soil data requirements, but information about any seabed obstructions and possible holding capability of the anchors in the seabed should be available to the Surveyor.


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4.4.2 Weather

It is MatthewsDaniel's recommendation that a 3-day favorable weather forecast from reputable meteorological source to be obtained prior to commencement of move for approval of upcoming move. Should the move include various "stages", favorable weather should be obtained prior to the start of each stage.

4.4.3 Pipelines/Obstructions/Proximity to Platform

Prior to issuance of Location Approval, MatthewsDaniel should determine if maps and charts are available for the area. Do previous can holes or other obstructions exist? Will all pipelines be bled down and depressurized? Again, increased risk factors may require that a Rig Move Plan and, if indicated, a Risk Assessment be required to be presented for MD approval and recommendations. Procedures proposed must indicate all measures to mitigate the risk to acceptable levels prior to issuance of MD approval.

4.4.4 Tug Issues

Names and specifications of all towing/anchor-handling vessels should be presented prior to approval of location in order to confirm they are acceptable in accordance with the specifications stated in the rig’s approved Marine Operating Manual and any mandatory regulations.

Specific requirements for tugs and anchor handling vessels are included in the next section.

4.4.5 "Considered Risk"

MatthewsDaniel approval on a "Considered Risk Basis" is utilized when a rig move (or operation) falls outside of the normal risk level associated with moving on and off an offshore location. This allows Underwriters to be informed when risk levels are higher than normal or the effects of a potential casualty present ramifications not normally within acceptable limits.

In order to comply with a "Considered Risk" Approval, the Drilling Contractor's risk management needs to be informed. They will need to go to Interested Underwriters indicating MatthewsDaniel is able to approve a specific move only on a "Considered Risk Basis".

Underwriters will likely ask to discuss this issue with MD.

A Rig Move Plan and, if indicated, a Risk Assessment will be required to be presented for MD approval and recommendations. The Procedures and Risk Assessment must indicate all measures to mitigate the risk prior to issuance of MD approval.

Survey & Engineering Guidelines – Section V Page 24 Guidelines for MODU Field Moves and Ocean Towages Tug/Anchor Handling Vessels

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5. TUG/ANCHOR HANDLING VESSELS

It is the Rig Mover’s duty to ensure all Tug/Anchor handling vessels are suitable for their intended purpose, subject to the Surveyor’s Approval. The following is a list of typical minimum recommendations, which the Surveyor will approve.

All towing/anchor-handling vessels should be fit for the intended operation and be acceptable in accordance with the specifications stated in the rig’s approved Marine Operating Manual and any mandatory regulations.

The vessel(s) should have sufficient bollard pull capacity for the particular mobile offshore drilling unit and the anticipated towing conditions. The definition of the type of move, as a field move, extended field move, coastal tow or an ocean tow must be considered when selecting the vessel(s).

Where and whenever practical the vessel(s) to be used, including their equipment should be inspected prior to acceptance being given; where the inspection is not practical the record from previous examination should be checked for adequacy or a valid certificate from a recognized marine Surveyor be presented. Acceptance by the Surveyor for approval in all cases will be subject to a final survey prior to the tow departure.

The tug/anchor handling vessel survey should include items such as the following: -

5.1 Towing Equipment

Main tow wire and winch, spare or second tow wire and winch, stretchers, pennant wires, shackles, auxiliary equipment and sufficient spares.

5.2 Manning

Crew list with qualifications noted.

5.3 Certification

Vessel(s) class certification, loadline certificate, SOLAS, MARPOL and other relevant certificates, including the latest surveys.

5.4 Bunkers

A statement of fact for on-hire or if not applicable, confirmation that sufficient fuel and lube oil is available for the expected duration of the voyage, which should include a 25 percent allowance over and above the minimum likely to be consumed during the tow.

If an extended tow is intended then bunkering ports may need to be considered.

5.5 Suitability

Radio communication and navigational equipment should be in acceptable condition and sufficient for the tow, and that limitations are not placed on the vessel(s) which could jeopardize the safety of the unit during the tow.

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6. LOAD AND STABILITY CALCULATIONS

It is the Rig Mover’s responsibility to carry out load and stability calculations on the rig. These are then subject to approval by the Surveyor. The following recommendations are made in respect of the approval process.

The load condition and the stability of the mobile offshore drilling unit must be calculated and checked prior to the commencement of the rig move operation, both for departure, arrival and the preload condition. For all conditions it should be determined if the spud cans are empty or full, and are as prescribed in the Marine Operating Manual.

The instructions contained in the rig’s approved Marine Operating Manual for the particular type of move should be adhered to and a copy of the stability calculation sheet provided for the Surveyor.

A comparison shall be made between the KG as calculated and the allowable KG derived from the curves held in the unit's approved Marine Operating Manual.

When comparing the calculated KG against the allowable KG curve it is important to determine whether the unit is carrying out a field move or a longer tow. The circumstances will then decide which curve is appropriate for use.

The loadline is required to be at all times within the limitations laid down on the Loadline Certificate.

On mobile offshore drilling units, equipped with stability computers, a printout of the stability calculation may be given to the Surveyor, provided it contains sufficient detail to allow calculations to be checked.

A check should be made to ensure that any load or stability limitations placed on the unit by local authorities, classification society or other interested parties are noted and complied with.

An important part of the stability is the checking of watertight and weathertight closures. This has to be verified and checked in accordance with the instructions contained in the approved Marine Operating Manual and, where required, a signed checklist is to be presented to the Rig Mover with a copy to the Surveyor.

The Surveyor shall satisfy himself that all moveable equipment on board the unit is adequately tied down and seafastened before the start of the move. If appropriate, and whenever any doubt exists, engineering calculations shall be performed to confirm the adequacy and type of securing arrangements. The potential for loss of watertight integrity due to the damage to vents, valves and pipes by equipment carrying away should be seriously considered during the Surveyor's inspection.

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A note should be made in the Log of the mobile offshore drilling unit stating the time and date when watertight integrity has been confirmed.

6.1 Watertight Integrity

The Surveyor shall carry out a watertight integrity inspection on the departure location before the legs are raised from the seabed at a draft which is about 5' less than the calculated floating draft. The inspection shall be made of all the preload tanks and the inner hull, with special attention given to the cement unit room, mud pits and any other areas provided with openings and drains in the hull bottom plating.

At weather deck level, watertight and weathertight closures, together with ventilators shall be inspected. Those required to be closed during the move shall be checked including those which may need to be temporarily open for access.

Where closures are necessarily open but have to be closed during bad weather conditions, special care should be taken to instruct the rig crew as to how and when these closures must be secured.

The actual draft should be checked on entering the water to compare it with the calculated draft by the Rig Mover accompanied and by the Surveyor. If there is an unaccountable discrepancy, the Rig Mover is to propose how to account for this so that the move becomes approvable. In order to gain approval it may be necessary to reduce the variable load with the approval of the Surveyor to take the difference into account.

The seafastenings must not be removed during the move of the unit.

Survey & Engineering Guidelines – Section V Page 27 Guidelines for MODU Field Moves and Ocean Towages Rig Certification - Listed

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7. RIG CERTIFICATION - LISTED

7.1 Documentation

The following certificates should be onboard the unit, valid and made available for sighting by Attending Surveyor.

Certificate of Registry (or proof of ownership: Builder’s Certificate)

Safety Equipment Certificate

Classification Society Certificate of Hull

International Load Line Certificate

International Tonnage Certificate

Navigation Equipment Certificate

Certificate of Navigation Lights and Shapes

De-ratting Exemption Certificate (if required by Health Authorities)

MODU Manning Certificate

Radio Station License

Outward Customs Clearance Certificate/Crew List

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8. SECURING OF THE TOW

Prior to the move the Surveyor should survey the unit, accompanied by the Rig Mover who will inspect the unit to ensure that the rig is secured, with all items in the correct position and properly sea fastened.

Equipment and material carried on deck should be kept to a minimum and arranged in such a way that they do not interfere with the safe passage of the crew about the deck, and do not become a hindrance to the emergency escape routes. This is a statutory responsibility of the Rig Mover to maintain the Certification.

Seafastenings should be designed to withstand the motions which can be expected during the contemplated move period and should include a provision to withstand increased wave slam and buoyancy loads due to heavy seas.

In general, for ocean tows MatthewsDaniel accepts the criteria of 15 degrees roll either side of the vertical in a 10 second full cycle period, with the addition of a 1.2 Impact Factor.

Special attention is required where items are placed near ventilators, tank air vents or hatch covers where loose items in heavy weather could have a hazardous impact on the watertight and/or weathertight integrity by moving an shearing a vent which may allow water down below.

Spare securing equipment should be readily available on the rig as well as wire rope, bottle screws, grips and ropes. Welding equipment and cutting gear in predetermined positions is to be included.

It is the Rig Mover's responsibility to ensure that safe access is maintained at all times to lifesaving and fire-fighting facilities in order to allow rapid activation, should this be required. If the Surveyor notes a non-conformance he may mention it to the Rig Mover and note it in his Logbook but it is not part of the MatthewsDaniel responsibility as the Underwriter's Surveyor.

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9. STOWAGE AND SEAFASTENING

All stowage and seafastening arrangements are to be designed in accordance with the requirements of the appropriate warranty criteria subject to approval by the Attending Surveyor.

Stowage on the main weather deck of a jack up drilling unit while on an ocean tow is not desirable. Motions and wave action on the cargo can cause it to break loose, shear vents, and impale the watertight integrity of the vessel. It should be avoided with the exceptions noted below.

Exceptions to this policy may be permitted if:

• A permanent structure has been erected for the stowing and securing of an item such as a pipe rack for drill pipe and drill collars, or a mandrel and locking beams for a BOP. The permanent structures should be adequate for their intended purpose, reviewed by a competent person (a Registered Professional Engineer or equivalent), considering appropriate loads that the equipment might encounter.

• Cargo is elevated or located above the main deck by means of a suitable support structure.

• The temporary structure has been designed by a qualified naval architect or Registered Professional Engineer subject to the approval of the Surveyor

Legs, seafastenings, and other like critical structures should be capable of withstanding acceleration and gravity bending moments resulting from the motions in the most severe anticipated environmental transit conditions, together with wind moments corresponding to a velocity of not less than (100 kts). The motions may be determined by acceptable calculation or model test methods. Alternatively, they are to withstand a bending moment caused by minimum criteria of a 15 degree single amplitude roll or pitch at a 10 second period, plus 120% of the gravity moment caused by the angle of inclination of the legs.

Critical structures such as derricks and towers will limit the acceptable motions of the vessel. A Critical Motion Curve shall be provided based on the results of a structural analysis taking into account the appropriate motion criteria for the tow, routing and anticipated weather. The Critical Motion curve is to be posted on board and provided to the lead tug, in order to take avoiding action if the limits of motion are approached.


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9.1 Cantilever and Sub-Base

The cantilever shall be skidded in to its forward tow position and cantilever to be secured as per transit design. Securing devices where fitted are to be installed with additional welding or wedges as applicable. Access to all securing points must be clear at all times and inspected at frequent intervals during the tow.

9.2 Substructure

Substructure to be centered and secured as per transit design. Tools are to be kept handy for any tightening of bolts and turnbuckles.

9.3 Drilling Derrick and Associated Equipment

Rig owners should hold a "Derrick" certificate stating that the derrick is designed to withstand the forces imposed by a 15 degree roll either side of the vertical in a 10 second full cycle period, with crown block in place (ocean tow only). Derrick base bolts are to be checked, and should be fitted with locking nuts. Drill line should be frapped using tugger wire to prevent wire slap and chaffing. Spare drill line drum should be well-secured using welded straps.

9.4 Traveling Block

The traveling block should be secured to a beam below the rotary table and a tension applied between 35/50 tons, via the drawworks, or as agreed with the Drilling Contractor. The hook and block should be positioned as close to the rotary table as possible unless guiderails are used; in which case, the block should be located at the lower section of the guides. Alternatively, if the block is laid down on the drill floor it should be strap-welded in position.

9.5 Main Drilling Equipment

Drill pipe, collars and other tubulars if carried are to be stowed in pipe-rack on main deck. Stanchions of adequate strength are to be used to restrict movement, both in the athwartships and fore/and aft direction.

Drill pipe should overstow drill collars.

At each end of the stow, a steel buttress stopper of adequate strength properly braced is to be erected to prevent movement in the fore and aft direction.

Each stow is to be restricted to a maximum height of 2 meters, leveled off to form an even stow.


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Each stow to have “I” beams joining opposing rack stanchions with minimum three (3) per stow. Timber battens are to be placed between each layer of pipe. Wooden wedges should be used between each layer of pipe and the welded "I" beam driven in to set the stow uptight.

Chain lashings/or wire lashing may then be set to augment the effectiveness of securing.

9.6 Logging Equipment

Logging equipment and logging cabin to be properly secured to prevent movement, and strap welded down if necessary.

9.7 BOP Stacks

BOPs and Hydril should be secured in place on stand pins using chains, turnbuckles or other patent securing device.

9.8 Casing Stabilizer and Flare Booms

Casing stabilizer and flare booms to be secured in vertical position, or removed and secured on deck.

9.9 Other Equipment

Anchor buoys should be secured or removed from their racks to prevent dislodging by sea action.

All other equipment, stores, machinery, sack room etc, is to be properly secured by welded straps as necessary, or contained within containers which themselves are to be welded or secured to the deck.

9.10 Cranes

All cranes are to be laid down in their support crutches with hooks attached to wire strops to the decks and wires tensioned up. As required, additional wire retaining strops are to be set over the booms with a complete round turn and the free ends tensioned up by use of turnbuckles. Electrical power to cranes is to be isolated at the SCR switchboard and remain off for duration of voyage.

9.11 Raw Water Tower

The raw water tower is to be secured against motion with clamping arrangements designed by the manufacturer, or qualified engineer. Three (3) guy wires will be connected to the tower. The guy wires should be positioned to form as close as possible, angles of 60 degrees to the deck and spaced 120 degrees to each other, using wire approximately ¾ inch diameter and affixed to suitable padeyes.


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9.12 Anchors (Ocean Tow Only)

Bow anchors should be removed from below-water racks and strapped to the deck or stored if there is the possibility of becoming entangled in the tow gear. A stern anchor should be available to deploy in an emergency without power. Alternatively, an anchor on a billboard can be used together with sufficient wire reeved on the deck to enable deployment in a reasonable water depth.

The anchor billboard consists of a separate anchor mounted on a billboard at about 60 degrees to the horizontal. The anchor should be held on a billboard in stops to prevent lateral and upward movement. Wire rope and/or chain strops that can be easily released manually without endangering the operator, should secure it.

The billboard should normally be mounted on the stern. It should be positioned such that on release the anchor will drop clear of the rig and the cable will pay out without fouling. If the anchor is mounted and secured at the stern, this will become the bow when anchored. Anchor lights and shapes must be positioned accordingly.

For any system, it shall be possible to release the anchor safely, without the use of power to release pawls or dog securing devices. If the anchor is held only on a brake, an additional manual quick release fastening should be fitted.

The strength of the cable connection point on board shall exceed the break load of the cable by at least 10%.

9.13 Helideck (Ocean Tow only)

The helideck should be able to withstand forces imposed by a motion of pitch/roll and heave.

On ocean tow, for guidance, roll and pitch of 15 degrees on each side of the vertical in a 10 second full cycle period and heave of 0.2 g should be used for tow. The Marine Operating Manual should guide any requirements for helideck tiedown. The helideck should not immerse under a static condition of a 20-degree rotation in any direction.

On ocean tow, for guidance, roll and pitch of 15 degrees on each side of the vertical in a 10 second full cycle period and heave of 0.2 g should be used for tow. The Marine Operating Manual should guide any requirements for helideck tiedown. The helideck should not immerse under a static condition of a 20-degree rotation in any direction. If these criteria cannot be met then cut back for ocean tow conditions or calculations demonstrate its acceptability.

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10. WATERTIGHT INTEGRITY

It is the responsibility of the Rig Mover to ensure the recommendations are carried out and the Surveyor to check the following points to confirm appropriate compliance for approval purposes.

The Marine Operating Manual for the rig should clearly show the location of watertight closures. All watertight doors and manholes should remain closed during a tow.

In order that water integrity is maintained throughout the voyage it is recommend that the following be implemented:

10.1 Protection of Machinery

All main and auxiliary machinery, electric motors and winches etc may be run periodically during the voyage, but should ventilation openings be needed during above operations, running should only be carried out in fair weather conditions.

10.2 Compartmentalizing

All manhole covers to have gaskets and all studs to have nuts.

Manhole covers to all compartments to be fitted in place prior to departure.

All watertight doors are to be checked and observed to have seals and dogs operative.

All watertight doors between underdeck compartments are to be kept closed.

Any doors required for access during the voyage is to be clearly marked such as "THIS DOOR TO BE KEPT CLOSED DURING TOW EXCEPT FOR ACCESS".

All pre-load dump valves to be closed and secured against inadvertent opening.

All inter-compartment valves to be closed and secured against inadvertent opening.

All inter-compartment valves and pipe systems are to be closed when not in use, to ensure sealing off piping between compartments.


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10.3 Openings in Deck and Hull

All doors leading to below decks are to be watertight and kept closed except during access.

All steel hatch lids to spaces below decks are to be checked, closed with gaskets fitted and hose tested watertight.

All ventilator and fan coamings are to be made watertight; all vent flaps and doors closed.

All overboard discharge lines are to be blanked off or fitted with non-return valves.

Main engine exhausts to have non-return "flapper plates" fitted.

All gooseneck vent lines to be fitted with patent non-return devices or plugged and covered.

Vent lines to fuel and water tanks to be fitted with patent closing devices.

10.4 Sounding Pipes and Caps

All compartments in the hull, including void spaces and preload tanks, are to be fitted with sounding pipes and caps.

All sounding pipe caps are to be checked for correct fit, properly greased and fitted in place.

Two (2) stand pipes, each 1 meter in length, are to be carried on the unit and made capable of screwing or clipping into sounding pipes to enable soundings to be taken in heavy weather with wet decks.

All soundings pipes are to be clearly marked with the name or number of the compartment to which they relate.

Sounding tubes are to be straight enough to be able to reliably sound the tanks without issues

Sufficient sounding rods or tapes are to be carried and "water sounding paste" available for sounding fuel tanks.

A diagram of the sounding tube locations should be posted in the machinery deck spaces and in the control room.


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10.5 Pumping Arrangements

All hull compartments, including machinery spaces to be capable of being pumped or jetted empty, by the units own equipment.

A means of determining the changes in liquid levels in the perimeter hull tanks must be available for use from a protected location.

At least one generator capable of running the bilge, ballast, drill water and fire pumps to be available at all times during the voyage.

Unit to be on sea suction, or tank and return for cooling water requirements. The raw water/deep well tower pump deck valves to be closed for the voyage.

At least two 3-inch portable pumps and at least one (1) submersible pump with hoses shall be on board. Each shall have sufficient power line and hose suction/discharge to reach all compartments. Fuel and power packs (separate) from units supply shall be provided.

All pumps shall be tested prior to departure.

A portable 60 cm high "TOP HAT" manhole access coaming is to be provided and to allow access to any tank whose manhole is located on the main deck in the event of seas breaking inboard.

10.6 Legs

Rack chocks, guide wedges or any other leg fixation device if part of the rig design, shall be fitted in place.

Spud cans may be empty or full depending on design and the requirements of the approved Marine Operating Manual for the particular unit.

Navigation lights may be required on top of leg sections to meet local government regulations.

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11. TOW ROUTE AND NAVIGATIONAL PROCEDURES

It is the Rig Mover's duty to plan and make the preparations for the rig move and to make careful plans for the proposed route. The following are guidelines of items that the Surveyor will check have been carried out by the Rig Mover in order to confirm approval:

The charts and nautical publications needed for the intended voyage should be checked, updated if necessary and be readily available.

The route to be followed should be plotted and agreed upon with the master(s) of the attending towing vessel(s). Attention should be given to any navigational hazard on the route and a safe distance must be maintained from offshore installations and pipelines. Where entry to a safety zone in force around installations is unavoidable, this should be cleared before entry with permission sought from the responsible parties. Adequate notice shall be given to appropriate authorities if transiting a military warning zone, which are generally marked on the charts.

The characteristics of the wind and current at the time, and during the period when underway, has to be taken into account when planning the route. Keeping a proper distance from the leeward coastline and any shallow areas is one of the precautions that should to be taken into account.

Short field moves, where the mobile offshore drilling unit maintains an operational draft, or the legs are not fully retracted, should always be planned in such way that a minimum planned clearance of 10 meters is given to all subsea hazards. If less clearance is available special precautions should be taken with the advice of the Surveyor.

When planning a route, attention should be paid to the possibility that the mobile offshore drilling unit may have to jack down the legs or anchor the unit in anticipation of bad weather or an emergency.

When planning extended field moves, coastal tows or ocean tows it is necessary to take extra precautions in the choice of route.

When possible it should be planned to maintain a route such that for Jack-ups on field moves the route permits the Rig Mover to engage the legs on the seabed at any time within a 12-hour period. Ocean and other tows may be planned where local conditions are such that agreement is reached with the various parties and detailed studies reveal no imminent danger to the tow.

A list of emergency locations or ports of refuge should be prepared and agreed with the master(s) of the towing vessel(s).

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Where the route necessitates the crossing of deep water areas or separation lanes where the rig cannot jack safely out of water, these crossings should be made at an angle which minimizes the exposure time, but with due consideration for all other navigational risks.

The navigational procedures during the voyage should be fully discussed and agreement should be made on the time intervals and means of reporting positions to the Tow Master.

Semi-submersibles should list the positions where safe shelter and safe pipeline free anchorage are located in case of heavy weather or an emergency.

Attention should be paid to local phenomena such as confused sea states when navigating close to extreme depth curves or were strong tidal rips may occur.

Prior to departure the towing vessel(s) will make themselves familiar with the draft and stability conditions of the mobile offshore drilling unit. Any significant changes in these conditions during the voyage shall be notified to the master(s) of the towing vessel(s).

The master(s) of the towing vessel(s) will also make themselves familiar with the survival draft and the various conditions that the mobile offshore drilling unit is designed to withstand.

For propulsion assisted units, it is important for the tug(s) to know when the rig propulsion is to be engaged and to keep the master(s) of the towing vessel(s) constantly informed about any changes that take place.

Where 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 co-ordinate the navigation and the maneuvering of the towing vessels during the sea passage.

The lead vessel should preferably be the strongest vessel and be connected to the main towing bridle.

The time and position where the Rig Mover transfers responsibility for the safe navigation to the master of the lead tug and the return of the same to the Rig Mover must be logged.

Survey & Engineering Guidelines – Section V Page 38 Guidelines for MODU Field Moves and Ocean Towages Towing Gear

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12. TOWING GEAR

The following guidelines cover the technical and marine requirements which should be applied to the mobile offshore drilling unit's towing gear and the various methods and systems which are recommended for the use of the towing gear, which should always be in good condition. It is the responsibility of the Rig Mover and Towing Company to provide suitable equipment and arrangements for the Surveyor to approve. The following criteria are given for guidance:

12.1 General Guidelines

All gear such as tow lines, tow line connection points, chain, bridle legs, bridle apex and shackles have to be certified by a recognized approving authority.

Where towing bridles are used the angle at the apex should be within a range of 45-60 degrees.

The equipment used should always be compatible with the maximum bollard pull, which can be obtained from the most powerful of the attending towing vessels.

The tugs tow wire should have a minimum-breaking load of 2.0 times the static bollard pull although a greater safety factor is recommended, especially for tugs with a bollard pull of less than 100 tons.

In no case should the tugs tow wire minimum breaking load exceed the minimum breaking load of the connection point. All connections to the structure should have a minimum capacity of 1.1 times the required breaking load of the winch wire or tow wire connected to it.

When underway, it is recommended that the tug and tow should be "in step"; that is, meeting and riding over the crests of waves at the same time. Otherwise, the towline is alternately slack and taut, causing heavier than normal stresses. The scope or length of the towline can be adjusted with the winch. The scope of a towline should be long enough to provide a good catenary, but not to the extent of having the towline drag on the bottom if in shallow water. A catenary absorbs shocks: reducing the tug’s speed can increase the catenary.

A spare towline will be carried in such a way as it can be hooked up should the main towline break.

A retrieval system should be available to retrieve the part of the towing arrangement directly connected to the barge or vessel, in case any other part of the tow arrangement fails as well as a retrieval system to recover the bridle in the event of a towline or pennant breaking.


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• A retrieving wire shall be connected at the bridle apex either to the triangular plate or to an end link of the bridle leg.

• The wire shall be led back to a retrieving winch, suitably fairleaded via an "A" frame or block arrangement.

• The breaking load of the recovery wire, shackles, leads, etc., shall be at least three (3) times the weight of the bridle, apex and intermediate pennant. The wire shall be at least 25 mm diameter.

Towing connection points on the mobile offshore drilling unit should have the ability to be released quickly. This will ensure that under most conditions the clearing of fouled towing gear can take place.

The chafing of wire pennants should be avoided, principally by use of chain from the connecting point to the edge of the deck or outboard of the fairleads. Where this is not possible, other anti-chafing measures should be taken.

All towing pennants should be equipped with hard eyes.

The secondary towing gear should be the same strength as the main towing arrangement.

12.2 Ocean Tow Guidelines

The following should be used as guidelines for recommended towing gear required for Ocean Tows:

The main towing connection should consist of a towing bridle arrangement installed at the bow of the unit.

There must be an emergency towing arrangement having the same strength as the main bridle.

Recovery of both the main and the emergency towing bridles should be possible.

Towing bridles usually consist of the following:

• The bridle leg should be of either stud link chain or a combination of chain and wire rope. If the latter is used the chain should, as a minimum, reach from the connecting point to beyond the deck edge so as to prevent chafing of the wire rope.

The end of all chains should be equipped with enlarged links to fit into the connecting points at the deck and allow easy attachment of shackles.


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The connection points on deck should be of the Smit bracket type. The bridle legs should 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 is to have a sufficient length to enable the vessel to connect or reconnect at a safe maneuvering distance from the towed unit.

The breaking strength of the intermediate pennant should not be less than that of the main towline.

The use of fuse wire or weak links is not recommended. However, if used, the reduction on the fuse wire should be of the order of 10% less than the main towline strength.

In order to obtain sufficient spring load, the use of a length of anchor chain is preferred to that of a synthetic nylon rope.

Emergency towing gear should be installed over the main tow bridle and secured to the edge of the rig deck and lightly secured outside all obstructions.

The securing has to be with soft lashings at sufficient intervals but not exceeding 3 meters, enabling release by the pulling of a towing vessel.

The emergency tow connection should be supplied with an extension wire long enough to ensure safe handling and avoid chafing.

A float line should be attached and extended one rig length aft of the stern. A conspicuous plastic float should be attached and trailed.

As an aid to calculating the Breaking Load of tow wire the following formula can be used.

Minimum Break Load (BL) for Tow Wires

Bollard Pull (BP) Minimum Break Load (BL)

Less than 40 tons 3.0 x BP

40 - 90 tons (3.8-BP/50) x BP

Over 90 tons 2.0 x BP


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Minimum Length for Tow Wires

For ocean towage the towline length can be derived using the following formula:

Length = ((Bollard Pull/Min. Breaking Load) x 1800) meters, but not less than 1000 meters.

For benign areas the minimum length may be reduced to

Length = ((Bollard Pull/ Min. Breaking Load) x 1200) meters.

12.3 Tow Wire Construction

Tow wires should be of 6 x 36 / 6 x 41 construction in 180 Grade steel with an independent wire rope core. The tow wire should have a hard eye formed by a heavy-duty gusseted thimble or a closed spelter socket.

12.4 Shocklines

Stretchers or synthetic springs shall only be connected between the tug's wire and the intermediate pendant and not to the bridle apex connection, when twisting problems could occur. In general, a stretcher made up as a continuous loop is preferable to a single line. The break load shall be at least 1.5 times that of the main towline, and hard eye thimbles are to be fitted. These ropes are to be in good condition and protected from wear.

12.5 Shackles

The breaking load of any shackle in the towline shall be at least 10% greater than the breaking load of the segment of towline, or bridle which it is a part. Where the breaking load of the shackle is not known, the certified safe working load (SWL) of all shackles included in the towing arrangement shall be greater than the static bollard pull of the largest tug to be used. Some reduction in this requirement may be allowed for a tug with a bollard pull in excess of 100 tons, but in any event their breaking load shall be greater than three times the bollard pull.

Shackles should be of the Bow type with pins, properly locked with split pins. Screw shackles should be avoided.

Spare shackles of sufficient size shall be carried in case of breakage or loss.

12.6 Ballast Water

The Rig Mover should have a plan to deal with any ballast water onboard which may need to be exchanged in accordance to current regulatory requirements on Ballast Water Exchange.


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12.7 Bollard Pull Requirements

The total environmental load acting on the MODU are generally sized to ensure the vessel can sustain itself in 40 knot winds without loosing ground. The recommended bollard pull is calculated based upon the combined effects of the following conditions:

• Significant wave height of 5 meters

• Wind 40 knots

• Current 1.0 knots

For short duration tows, or benign weather tows the environmental conditions may be reduced. The effective tug bollard pull, taking account of the conditions of the seaway, shall be commensurate with the load calculated as above.

Any tug considered for the towing operation should be fully certified for the area of operation including certificates for all tow wires, pendants, stretchers etc. and bollard pull certificate except where there is clearly sufficient horsepower for the intended tow. The bollard pull certificate should not be older than two years.

Certain considerations in towing may require additional tugs, increases in bollard pull requirements, or specialized towing equipment. Examples include where the tow is expected to pass through restricted areas, inland tows in restricted passage, areas of continuous adverse currents or weather.

Survey & Engineering Guidelines – Section V Page 43 Guidelines for MODU Field Moves and Ocean Towages Weather Forecasts

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13. WEATHER FORECASTS

The establishment of a good quality weather forecasting service, which is both site and route specific, is essential for a safe tow or rig move. The following are the basic recommendations for approval:

The established arrangement should be a forecast twice a day with an immediate update if there is a significant change (e.g. gale warning in the predictions).

The forecasting should commence early enough to ensure the evaluation in the development of weather patterns is sufficient to make the necessary comparison between the forecast and the actual weather.

In addition to the established forecasts all other available meteorological data and any information related to the area of operations and the intended route should be studied closely.

Where possible and available, additional supporting data should be obtained via hard copy by use of weather email or facsimile.

The decision to commence a rig move must take into account a favorable weather situation forecast with sufficient accuracy to complete the move without undue risk to the crew or the rig.

For the purpose of this section the following definitions are to be applied:

NOTES

Weather forecasts for periods exceeding 24 hours should always be treated with caution.

Consideration should be given to using forecasts from more than one source, especially when deviation between predictions and observations are noted.

Weather forecasts are never guaranteed and the seamanlike observation and evaluation of actual conditions are essential.

Survey & Engineering Guidelines – Section V Page 44 Guidelines for MODU Field Moves and Ocean Towages Crew and Radio Communication

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14. CREW AND RADIO COMMUNICATION

14.1 Manning Guidelines

It is the responsibility of the Rig Mover to ensure that the crew is qualified and sufficient crew is onboard for 24-hour manning during the move. The Surveyor may withhold approval if the crew is not sufficiently experienced to perform as expected.

Crew positions are generally licensed positions and the Surveyor may check the licenses of the crew. This is not part of the monitoring carried out by the MD Surveyor who will take it into consideration only if it comes to his attention. The minimum required manning should comply with the country of registration (flag state) regulations or other relevant regulatory authority rules.

The number of crew is limited by the manning requirements of the flag state of the vessel but it is desirable to minimize extra non-essential crew when practical.

During short rig moves (field moves) when the operation of the rig, e.g. jacking, anchor handling, ballasting and possible relocation do not leave sufficient rest periods, the necessary crew for working in shifts to ensure safe handling at all times should be on board. Practically, this would mean that during field moves the total crew and service personnel, including operator's personnel, would remain on the rig. However, service personnel not involved with the rig move and visitors should only be accepted to remain onboard if permitted by the Person-in-Charge.

For extended field moves and ocean tow/transportation, the crew should be kept to a minimum and the selection of each person should be based on both individual skills as well as the ability to function in a team.

The minimum crew recommended for extended field moves should consist of the following positions:

• One (1) Rig Mover*

• One (1) Barge engineer

• One (1) Rig engineer

• One (1) Electrician

• One (1) Mechanic

• One (1) Motorman

• One (1) Radio operator


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• One (1) Cook

• One (1) Steward

• One (1) Welder

• Three (3) A/B's

• One (1) Rigmove Warranty Surveyor**

*For semi-submersible mobile offshore drilling units this position can be substituted by the offshore installation manager (OIM or qualified master mariner) and the Tow Master will attend as marine advisor.

**The Marine Surveyor will attend as representative for the Underwriters in accordance with agreements and as decided on a case-by-case evaluation.

Self-propelled or propulsion-assisted semi-submersible mobile offshore drilling units where the engine(s) can be engaged will have to allow for extra engine crew to ensure safe manning in accordance with the relevant ship's regulations.

The total number of persons participating in an extended field move or ocean tow should never exceed the statutory requirements.

Prior to the commencement of an extended field move or ocean tow and when a reduced crew is in attendance, the Person-in-Charge must ensure that the crew is instructed in their duties and that a revised station bill, reflecting the changes to the general station bill, is exhibited and made known to all participants.

14.2 Radio Communication

Most mobile offshore drilling units are equipped with several means of internal and external communication. For the maintaining of a radio link between the rig and the attending vessels it should be clearly agreed, prior to departure, what main and alternative communication links will be utilized.

Communication should to be available on a 24-hours basis and ideally be between the control stations on all participating units. The preferred link should be marine VHF working channel, which has been agreed, or channel 16 for establishing a link.

An alternative link is SSB-radio communication between radio stations of all units participating, either on a pre-agreed working frequency or a calling frequency.

Satellite communication is required for ocean tow and extended field transit.

Where available and as a supplement to VHF communication it may be practicable to utilize portable VHF (walkie-talkies). This can have the advantage of communication without interference where there is heavy traffic on VHF channels.


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It is likewise good practice to establish a list of coastal radio stations, which can be utilized by the participating vessels.

Should all means of radio communication be out of order, the international code of flag signals or light and sound signals can still be used.

Survey & Engineering Guidelines – Section V Page 47 Guidelines for MODU Field Moves and Ocean Towages Emergency Procedures

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15. EMERGENCY PROCEDURES

It is the responsibility of the Rig Mover to have an Emergency Evacuation Plan. This is generally a written document and should be bridged with the Operator’s EEP if appropriate. It is the Rig Mover’s responsibility to have an up-to-date Station Bill as part of his statutory duty, which should take account of specific persons onboard and numbers of persons.

In some instances it may be necessary to develop a specific contingency plan for relevant emergency situations which might arise during normal operation, e.g. set on bottom during a hurricane.

It is the duty of the Rig Mover to be conversant with the operator's plans and to ensure that the crew and participating vessels adhere to those plans and that the Operator’s EEP matches with that of tie Rig owner.

The crew participating in the rig move should be clearly identifiable and instructed as to their duties prior to commencement of the rig move.

The approach to ports or areas of refuge should be discussed with the relevant parties and whenever possible details should be obtained and investigated beforehand. Advising the proper authorities of the potential use of their facilities should be arranged if deemed advantageous.

Availability of support towing assistance along the route should be investigated and noted.

Prior to departure or immediately after, drills covering the temporary contingency plan should take place.

The proper coordination of procedures between the vessels participating in the tow should be considered and agreed upon between the Captains; however, this should not interfere with the integrity of each Captain to act in an emergency as dictated by his statutory obligations.

Survey & Engineering Guidelines – Section V Page 48 Guidelines for MODU Field Moves and Ocean Towages Going Off Location

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16. GOING OFF LOCATION

16.1 Definitions - Responsible Crew

16.1.1 Person-in-Charge

At no time should there be any doubt as to who is in overall charge of a rig move. The Rig Mover is the term used throughout this document: he is the head licensed Officer on board. An individual attending may corporately outrank him but he still has overall responsibility. The position is sometimes referred to as the Offshore Installation Manager (OIM). He may be either a member of the normal crew or other person appointed to oversee the move.

If there is an official change of command noted in the rig Log, stating date and time of the change, which has to be signed by both persons involved.

Prior to the commencement of the move, the Rig Mover should, together with the attending Surveyor make a detailed inspection of the rig, and ensure that securing and preparation for the rig move have been completed in accordance with guidelines contained in the rig’s approved Marine Operating Manual, any recommendations made by the Warranty Surveyor and any other appropriate requirements.

Checklists covering the various sections of the rig should be completed and submitted to the Rig Mover with the signature of the responsible person for each section.

A Tow Master participating in a rig move, as a marine adviser will act in an advisory position to the Person-in-Charge who will remain fully in command and responsible for all operations including the marine operations.

16.1.2 Rig Mover

The person in overall charge of the move who is appointed by the rig operator/owner.

16.1.3 Tow Master

The person who works with the tugs and is responsible to the Rig Mover for the safe towing and navigation of the unit.

16.1.4 Warranty Surveyor

The person whose responsibility is to independently approve the move for Underwriter’s interests. While working closely with the Rig Mover and Tow Master he is to minimize the risk to the hull Insurers.


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16.1.5 Marine Advisor/Company Man

The person appointed by the rig owner or operator to assist the unit Rig Mover and Tow Master.

16.2 Semi-Submersible Procedures

The Rig Mover is responsible for implementing the procedures to safely move the rig off location. The following are typical procedures, which will form the basis of the checks and approval of the Surveyor.

The retrieval of any piggyback anchors should only be commenced with the approval of the operator's representative and the acceptance by the attending Surveyor in case of the rig not being fully ready for the move.

During anchor handling there must at all times be an established radio communication link between the anchor handling vessel, the rig control room and anchor winch control.

The anchor handling vessels should have instructions to report on any deficiencies or shortcomings observed on the mooring equipment handled. Replacement should take place of any such equipment whenever possible and reuse should only be accepted where this can be done after proper repair and where the integrity of the mooring system is maintained.

Close monitoring of positions during anchor handling is required for both the anchor handling vessel and the rig; changes in position can indicate or signal changes in conditions such as current, wind or other forces that may require corrective action. It is of utmost importance to have exact positions in cases where mooring equipment is lost or damaged due to subsea obstructions.

Where subsea obstructions are known to exist in the vicinity or in the area of operation, the planning of the anchor handling should always address the problems this could create, should dragging occur, or the use of grapnels becomes necessary.

If a situation occurs and the rig mooring system fouls a well, pipeline, cable, other units' mooring systems or a wreck, immediate action should be taken to minimize any damage.

If the equipment is available the location of such items left on the seabed should be marked, and, as a minimum, an accurate position should be noted and verified.


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Units equipped with a propulsion system should not hesitate to utilize the system during an anchor handling operation and thus minimize the risk of being set off position.

The use of the rig’s own propulsion system should be advised to the attending vessels to avoid misunderstandings and create possible hazardous situations, especially when maneuvering close together during anchor racking or the connection of tow lines.

The moment when the last anchor has been retrieved and is properly secured and the unit has been moved to a safe distance from the wellhead and/or other subsea obstructions, the moving off location operation is considered complete and the towing period commences. The Surveyor should log this time.

16.3 Jacking Procedures

The Rig Mover is responsible for implementing the procedures to safely move the rig off location. The following are typical procedures, which will form the basis of the checks and approval of the Surveyor.

Moving off location should only commence when the conditions are in compliance with the limitations stated in the rig’s approved Marine Operating Manual. Jacking to a more convenient air gap awaiting the final decision to move can be of advantage and is acceptable.

If the air gap is reduced below the minimum requirement for the area and time of the year, it must 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 may commence deactivating the system in preparation for jacking prior to completion of the securing, if approved by the Rig Mover and subject to no extreme weather being imminent or anticipated for the rig move period.

The period between jacked and the afloat condition of a jack up should be kept to a minimum, as this is an especially vulnerable and exposed position.

Connecting of towing vessels should take place at a safe air gap, which means that the vessels are given the optimum conditions for maneuvering without restrictions imposed by the hull moving in a seaway.


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Prior to the jack up reaching the afloat condition (preferable when having reached a draft of 2-3 meters) the jacking should be discontinued and a thorough check of the water tight closures should be conducted, keeping in mind the recommendation to minimize the time at this vulnerable period. Only when the watertight integrity has been confirmed, should the final jacking and leg retrieval be attempted.

The time that watertight integrity is confirmed should be noted and reported in the rig move report.

The retrieval of legs and spud cans is achieved by jacking the hull to the floating draft.

Where soil conditions and/or deep penetration restricts or prevents the retrieval of the spudcans in, the high and low pressure jetting systems arranged on the legs should be utilized.

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 a hull swinging out of level when the leg breaks free.

An alternative method used to free legs and spudcans, should the use of additional draft and jetting fail, is the use of drill pipe lowered over the side and washed down beside the spudcan and supplied from the mud pumps with seawater.

Regardless of what alternative attempts are being used, caution and care should be taken to ensure that personnel have been instructed in the work and due precautions taken.

Guidance and information that could assist in evaluating the risk when using alternative methods should be obtained from any available source either locally or from rig owner’s office.

When retrieving the legs it is necessary to have an observer placed at the leg well to give immediate warning to the control room should any hazard or damage be seen. This could be a loose pipe, damaged bracings or debris caught in the leg structure etc.

Special attention should be paid to the accumulated soil on top of the spudcan when approaching the final stage of retrieval, especially when deep penetration has been achieved in clay. The accumulated amount could become critical and may need to be hosed off in order to prevent damage to the spudcan and hull, if the leg is to be fully retracted.


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Close observation of power consumption or pressure indicators at the control stations can likewise indicate that a hazardous situation is developing.

Attempts at washing off accumulated soil on top of the spud can be made by utilizing the high-pressure system installed (top of spudcans) or by slowly towing the legs in a partly lowered condition. The Rig Mover should advise the towing vessels of the condition and the position of the leg/spudcan enabling the required compensation for safe navigation due to the extra draft, reduced speed or drifting of the tow due to current/tide.

Where stiff clay has accumulated on top of the spudcans it may be required to wash with water hoses or even high-pressure mud guns. The use of high-pressure equipment requires caution and it is recommended that it be secured in fixed positions at the leg wells.

When such washing takes place caution should be exercised in the planning of suitable leg positions such that the leg can be secured for bad weather should this occur before the leg can be fully retrieved.

16.4 Use of Anchors

The use of anchors for moving the rig off location is not considered a standard requirement but can be used where special circumstances warrant it.

When moving a slot type jack up unit from a platform the stabilizing effect of anchors can assist the clearing of the slot particularly if the stern anchors are used.

The anchors must always be secured in their anchor racks during field moves. With extended field moves extra securing with chain or wire, together with a quick release mechanism should be added.

For ocean tows and some extended field moves where adverse weather could occur, the bow anchors should be removed from below-water racks and strapped to the deck or stored if there is the possibility of becoming entangled in the tow gear. A stern anchor should be available to deploy in an emergency without power. Alternatively, an anchor on a billboard can be used together with sufficient wire reeved on the deck to enable deployment in a reasonable water depth.

Survey & Engineering Guidelines – Section V Page 53 Guidelines for MODU Field Moves and Ocean Towages Use of Towing Vessels

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17. USE OF TOWING VESSELS

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 in the Surveyor's Log as commencement of tow (Start of sea passage).

The time when sea passage is commenced should be logged on the attending vessels 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. This includes coordination of the towing vessels’ pulling force and change of heading and maneuvering.

The period to be considered as the towing operation will be the time from completion of moving off location to commencement of moving on location.

During the towing period it is the Rig Mover's responsibility to ensure:

That the load condition and stability criteria are maintained throughout the voyage.

That rotation of the "watch" is maintained to keep control on watertight and weathertight closures.

That necessary drills and exercises are held to maintain the crew ready and prepared for all identified contingencies.

That details and information concerning the voyage, required by the authorities or relevant bodies are submitted.

That proper seamanship is exercised in all respects.


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17.1 Jack-Ups

The Surveyor should be aware of the following guidelines for towing vessels as relates to movement of jack-ups:

The towing vessel should always be connected to the main bridle prior to the rig going in the water and retrieving legs. All the boats should be connected before the rig comes free of the bottom to minimize the possibility of the tug contacting the hull of the rig when both are freely afloat. The tugs should be ready in position to pull as soon as the rig is afloat.

When moving off platform installations some small amount of tension should be kept on the towline prior to coming afloat to ensure that neither drift nor setting to the stern takes place; this will avoid contact between the rig and the platform.

Assisting vessels should be utilized to the maximum to keep the rig 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 positions at the starboard or port quarter. However, if reconnection to assist at the bow is required this operation should only be attempted at a safe distance from any obstructions in the area.

During reconnection of the towing vessels the rig should be kept in a stable position without making headway.

The towing vessels should not commence towing at full power before the legs have been fully retrieved or the Rig Mover has given his approval.

17.2 Semi-Submersibles

The Surveyor should be aware of the following guidelines for towing vessels as relates to movement of semi-submersibles:

The towing vessel for the intended move should be connected to the main towing bridle prior to the retrieval of the main anchors.

Where more than one vessel is to be used for towing, the most suitable vessel should be chosen for the bridle and should be declared the lead tug. The assisting vessels can be connected upon retrieval of the last anchor.


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Assisting vessels should always be utilized to maintain the rig in a static position or to assist in steering the unit clear of any obstructions while maneuvering a safe distance from obstructions.

When connecting towing vessels while the rig is free afloat, the unit should always be maintain as stable as possible without making headway.

If the situation requires headway for steering purposes or to minimize rig movement, minimum power only for maintaining maneuverability should be used.

Survey & Engineering Guidelines – Section V Page 56 Guidelines for MODU Field Moves and Ocean Towages The Tow

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18. THE TOW

18.1 Sea Watch

During the tow a sea watch and lookout enabling an around the clock (24 hours) control for the safety and watertight integrity of the unit, should to be maintained in all respects as dictated by regulations and proper seamanship.

The duties of the sea watch will be to maintain the required power supply and other services as dictated by circumstances, and be prepared to respond to any emergency that may develop.

The watch should maintain communication with the attending vessels and establish a routine for inspection of the unit to check that the watertight and weathertight integrity is maintained, that securing is maintained and that re-securing takes place should this be needed. This inspection should also include checking that the correct navigation lights and signals are properly displayed.

The towing gear must, weather permitting, be regularly inspected for chaffing or other damage.

The inspection should take place at an interval of 4 hours, however, where deemed necessary by the Person-in-Charge, a higher frequency may apply, particularly in the early part of the tow.

The observation for any fire or any potential danger of fire is to form an important part of the inspection and the route around the unit should be planned in such way that all risk areas are visited.

Those crew, should during the inspection, carry a portable radio enabling an immediate contact with the control room.

Note: In certain areas the increased activity by pirates warrants the use of extra personnel for the sea watch. This should 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.

As part of the watch routine, the Person-in-Charge or the watch keeper should keep record of all occurrences or observations that could be of interest to the safety of the unit.


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This includes but is not limited to:

• Twice daily control/sounding of all spaces/tanks below deck: More often where needed.

• 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 should be corrected as soon as the situation permits.

Should supplies for any reason become insufficient during the voyage the Person-in-Charge must consider alternatives, such as replenishment or rationing.

The motion characteristics of the vessel should be observed closely and where/when weather limitations are approached, correctional steps must be taken e.g. by altering the heading of the tow, changing the pull exercised by the towing vessel(s) or changes in own propulsion.

Should the unit be unable to contain its movement within the values derived from the critical motion curves, steps should be taken to minimize the danger to both the crew and the unit.

In the case of jack-ups, lowering the legs as per the approved Marine Operating Manual may be an option.

In the case of semi-submersible ballasting down to survival draft may be an option.

18.2 Weather Observation

The influence on tows by weather and the dangers of adverse conditions are well known and documented. The observation of weather and especially the changes compared to predictions can give observers an early indication of a potential risk situation.

The observation and correct recording of weather data is important and should be given due attention.

As a minimum, a record at 4 hourly intervals of the following should be maintained during a rig move. If the weather does deteriorate then observations must be recorded more frequently.

• Wind speed

• Wind direction

• Sea height


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• Sea period

• Swell height

• Swell period

• Barometric reading

• Temperature

• Cloud observation

The observation should be compared with the forecast received from the weather service and where development is in contradiction to the forecast it is strongly recommended to make contact with the service for verification or clarification.

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

Whenever adverse weather (gale warnings) is forecast for the expected route, the frequency for observation should be increased.

When utilizing special routing forecasts it is necessary to support the predictions by reporting back the actual weather experienced, to the weather service. It should be possible to arrange at least one daily submittal (noon observation) of the relevant data to the routing service.

Subtropical or Tropical cyclones: whenever a situation requires a rig to move through areas or during periods where these storms pose a risk, the special cyclone procedure adapted for the area should be adhered to and arrangements with the routing forecast office should reflect the increased risk.

18.3 Ice

Any rigs, jack-ups or semi-submersibles, should not be taken into ice zones without MatthewsDaniel prior approval. If ice or icing is encountered during a rig move, every effort should be made to clear the area as quickly as possible, even if it means turning back. Immediate consultation with shore-based personnel is recommended.


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18.4 Navigation

Where operators or local authorities require advice about the transit of mobile offshore drilling units and have instructed the Rig Mover either directly or through the local shore base, the Rig Mover should ensure that data as requested is submitted either directly or arranged through alternative routes. Military warning areas are an example of an item requiring prior notice.

Even if such local reporting is not requested it is advisable to report the intended move with regular position updates to the local authorities that could have an interest, e.g. the rescue center, the coastal radio stations or the harbor authorities, especially where the approach is restricted.

The Rig Mover should make the necessary arrangements to have navigation warnings issued on the correct radio frequencies when transiting areas of high traffic density, narrow channels or restricted areas.

When the proposed tow route follows close to the land and in the vicinity of airfields, the proper authorities should be notified of the expected transit times and be given full particulars, especially the height of the unit above sea level.

If river and harbor transits are planned it is essential that clearance heights be checked for bridges, power lines and other items that maybe a problem for units with legs high in the air or derricks fully erect.

The means of navigation on a jack-up in particular, is generally limited, and does not permit the Tow Master to ascertain the position of the unit, or otherwise be fully conversant with the changes that take place, without the assistance from towing vessel(s), unless hydrographic Surveyors are on the mobile offshore drilling unit for this purpose.

During field moves, the presence of hydrographic Surveyors and their equipment can give exact information about the position, and also the navigational details needed for the safe transit from one location to the next.

With the observations received from the towing vessel(s) and the visual observation from the mobile offshore drilling unit, the Tow Master will be able to form an overall picture that should enable a proper and safe tow between the locations.


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18.5 Maintenance and Repair Work

In general, repairs and major maintenance work should not be carried out during rig moves, as the maintenance of the watertight and weathertight integrity will restrict the free access of crewmembers to move between the various parts of the rig.

When the nature of the operation of the mobile offshore drilling unit and other circumstances make overhaul or maintenance of equipment necessary during the transit period, possibly involving service personnel, this has to be carefully planned and every effort made to maximize the watertight integrity. Additionally, the Warranty Surveyor should be advised.

The Rig Mover is responsible but should seek the approval of the Warranty Surveyor who may be guided by the following recommendations:

• Severe limitation of crane operation.

• Heavy equipment is only used or dismantled when conditions are such that handling can take place safely.

• Large-scale work contemplated by the operational management should involve a project manager and be discussed with the rig management.

• Work that has been started should to be completed within a time frame that takes account of the possible deterioration of the weather.

Where work of any magnitude has been started which cannot be completed prior to adverse conditions being reached, the work must be stopped in adequate time and the work area secured.

18.6 Crane Operations

Crane operations during the rig move are unlikely to approvable unless the rig is completely stable, and only then in an emergency. As a rule the cranes should remain in the support structure, secured against both vertical and lateral movement.

If there is an urgent need to use a crane during a rig move it must be approved on a case-to-case basis and only authorized by the Person-in-Charge.

A crane should under no circumstances be left unattended if operated during a rig move.

For ocean tows, extended field moves and/or when required, cranes should be secured against revolving.


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When a crane operation is required over the side during a rig move, e.g. in case of personnel transfer (injuries) or if urgent equipment has to be transferred from attending vessels, the mobile offshore drilling unit will be stopped or kept into the wind without making headway.

Attention to the dynamic forces and maneuverability of the vessel, will always have to be evaluated carefully prior to attempting any crane operation while under tow.

18.7 Towing - Damage Control

To be prepared for any damage or any leaks that could become a threat to the safe transit, the unit should have the requisite emergency gear and equipment available on board.

For extended field moves and ocean tows the following equipment and/or material should be available for immediate use:

• 400 lbs. cement

• 400 lbs. sand

• 20 lbs. concrete mix accelerator

• 40 ft. of 1" x 12" timber

• 24 lbs. of oakum or similar caulking compound

• 24 wooden wedges

• 24 wooden plugs of various sizes

• Welding and cutting apparatus

• 50 ft. of 4" x 4" angle iron

• 100 sq. ft. of 1/2" steel plate.

• 100 sq. ft. of 1" steel plate

• 500 ft. 1 " polypropylene rope

• 500 ft. 1" wire rope


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• 20-Ton Port-a-power hydraulic jack

• 100 ft. 2" x 4" x 10' timber

• Two (2) portable diaphragm air pumps

*Portable pumps need not necessarily be onboard the mobile offshore drilling unit but can be available on the attending vessel(s).

The above list is not comprehensive and is to be used only as a guideline.

18.8 Storm Preparations

During the transit of mobile offshore drilling units, situations with regard to weather and sea condition can change rapidly and even where a weather reporting service is arranged, the constant monitoring of the weather and the forecasts will be necessary.

18.8.1 Jack-Ups

If the weather situation changes and jacking on a standby or an alternative location cannot take place, the Rig Mover should evaluate the possibility of lowering the legs to a predetermined 'survival' position to improve the stability and reduce the stresses imposed on the legs. In some cases because of the motion of the seas within leg wells – it may be prudent to raise the legs to decrease motions.

The situation should be very carefully evaluated and any decision is to be carried out well before reaching the limitations laid down in the rig's Marine Operating Manual.

Whenever the situation deteriorates, extra care should be taken to closely monitor the watertight and weathertight integrity and a constant check of all securing should be carried out.

18.8.2 Semi-Submersibles

When the weather situation changes or a warning is received that gives reason to believe that unit's seagoing limits may be threatened, steps should be taken to improve the potential situation to the extent of submerging to the 'survival' draft as dictated in the rig's Marine Operating Manual. This would be considered only after checking that the use of Anchors or seeking shelter would not help.

Survey & Engineering Guidelines – Section V Page 63 Guidelines for MODU Field Moves and Ocean Towages Going on Location

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19. GOING ON LOCATION

General Procedures

Going on a location will commence when the Rig Mover discontinues the sea passage or takes charge of the maneuvering of the tow, whichever comes first.

Before commencing the final approach, certain items have to be checked or verified, these include:

Positioning equipment installed and confirmed operational.

Location markers confirmed in position as agreed for both the location and any obstructions.

Auxiliary vessels and/or assisting tow/anchor handling vessel(s) in readiness.

Platform(s) advised of approach operation and confirmation obtained that live wells on platforms and/or pipeline(s) are shut in before the final approach begins.

Weather and sea conditions are within limits as stated in the mobile offshore drilling unit Marine Operating Manual.

The rig crew and other personnel are aware of their duties in the operation.

All preparations have been made for the rig to go onto location.

19.1 Jack-Ups

The approach to a wildcat location should take place with the rig heading on a predetermined true heading based on the prevailing or extreme weather conditions that exist in the area.

When the operation of helicopters and supply vessels is critical on a preferred heading and a request is received from the operator for alternative heading, due consideration should be given however, agreement can only be in circumstances where the limitations of the rig's safety and stability are not breached.

When the final approach of the location is to take place, the Rig Mover has to ensure that the required number of generators is online for sufficient power and where available a generator should also be on stand-by for immediate use, should failure of any one generator occur.

The tow should reduce the speed in good time for the repositioning of the towing vessel and the lowering of the legs.


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The crew should be alerted and detailed instructions given to the supervising personnel.

The positioning equipment and the jacking system should be checked and confirmed in satisfactory operational condition.

All checks should be completed and reported to the Rig Mover.

The spudcans should always be kept sufficiently above the seabed during the final approach to ensure a clearance of at least 5 meters above any seabed obstructions and to compensate for any inaccuracy in the water depth.

The final lowering of the legs and engagement of the seabed with the spudcans should be executed with the rig making virtually no headway. Where some headway is unavoidable it should preferably be ensured that first bottom engagement is made by the two stern legs, thus diverting any stress and from one to two legs.

This approach will also minimize any change of 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 positioning.

Should this be required, the Rig Mover has to plan this in detail and take into account the number and size of the vessels available and other conditions, e.g. wind/sea/current and tide.

Note: Approaching 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 will be necessary to have an anchor ready and the anchor buoy trailing on the final approach.

Positioning at platforms or re-entry of subsea locations will almost without exception requires the deployment of anchors for final positioning.

This operation will have to be planned in detail with the various parties and local conditions have to be taken into account at the time of the operation.

As a general rule, the rig should be pinned or positioned temporarily in an area approximately 100 m off the final location on a heading close to the intended final true heading.

In this position the rig will run anchors, and provided all criteria including the weather conditions are correct and, where required, the platform and/or pipeline(s) shutdown, the final approach can begin.


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'Walking' the unit into position, 'Spinning' on location and 'Dragging' spudcans along soft mud bottom is not approvable.

Warning

Experience has shown that when a jack-up unit is in transit from afloat to bottom supported condition, extreme gyrating of the hull can occur, especially where long low swells are running.

To avoid contact damage to both the rig and the installation the maximum safe distance between the two should be carefully planned and measured as the approach is completed.

Where only a marginal distance can be maintained it will be necessary to have a towing vessel connected with 'weight' on the towline to control the approach to the installation and minimize any gyration. The best jacking speed should be used to minimize the period of time where this phenomenon is apparent.

19.1.1 Preloading

Mobile offshore drilling units of the jack-up type have to be preloaded to the minimum required bottom pressure as stated in the rig's approved Marine Operating Manual and in accordance with recommendations as set forth in the Location/Move Approval.

Preloading should only commence when the operator’s representative has received the final acceptance of the location, subject to the availability of a weather window for waiting.

This preload should be based on the year-round operation requirements and only where special circumstances have been accepted prior to going on the location, can a deviation be incorporated in the Location Approval.

Preloading should take place with the minimum air gap prescribed by the Location Approval, taking into account the tidal influences and the actual and expected weather criteria during the preload period. Locations with high tidal rise will require special procedures to be developed and approved for preloading in these conditions. Some rigs, particularly those fitted with rack chocks may require a lesser air gap and the Marine Operating Manual should contain particular guidance.


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When an acceptable minimum air gap cannot be maintained, the Rig Mover should evaluate the overall situation and if deemed necessary, abandon the operation and await improved conditions. Consultation with shore-based personnel is recommended.

If a preload operation has to be abandoned due to weather conditions, the rig should be jacked to a height which ensures that the waves will not reach the bottom of the hull.

If the rig is subject to Rack Phase Difference issues, then these RPDs should be kept within allowable.

The unit should thus maintain alertness to any change in the weather and be prepared to adjust to any development in the wave action.

The preload should preferably be taken onboard in an uninterrupted sequence to avoid the building a crust by allowing the soil to “set-up” between preloading sequences. This effect has relevance in clay soil and should be considered a high risk for punch-throughs.

Should the effect have been built up it could be necessary to abandon the location or reposition the rig on undisturbed soil.

The required preload should be held for as long as the rig’s approved Marine Operating Manual requires and for at least one hour after the last detectible settling of the legs.

If the preload has to be 'dumped' due to settling then the cycle should be started again when the rig has re-adjusted its height above the water level.

19.1.2 Program PRELOAD©

19.1.1.1 When Program PRELOAD© Is Available

If Program PRELOAD© is available onboard the unit, the Warranty Surveyor should ensure its use.

Program PRELOAD© to be utilized during the actual preloading on location to interpret actual conditions and identify any variation from those predicted. In the event rapid leg penetration is suspected, corrective measures should be taken., including establishing and maintaining a zero air gap, preloading one leg at a time, or a combination of measures.


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We recommend that caution be exercised during preloading and that all appropriate preload safety precautions should be observed.

The Rig Mover should confirm that quoted leg loads are correct. If initial or final spudcan penetrations are significantly more than our estimate, this situation could indicate that there is a significant difference in soil conditions than expected and extreme caution should be exercised if continuing with the preload sequence and consultation with shore-based personnel is recommended.

19.1.1.2 When Program PRELOAD© Is Not Available

If Program PRELOAD© is not available onboard the unit, the Warranty Surveyor should ensure the following procedures are utilized:

Rig Mover to plot, on a "realtime" basis, leg load versus penetration on the bow leg to interrupt actual conditions. If increasing load without increasing penetration is experienced, corrective measures should be taken, including establishing and maintaining a zero air gap, preloading one leg at a time, or a combination of measures.

We recommend that caution be exercised during preloading and that all appropriate preload safety precautions should be observed.

The Rig Mover should confirm that quoted leg loads are correct. If initial or final spudcan penetrations are significantly more than our estimate, this situation could indicate that there is a significant difference in soil conditions than expected and extreme caution should be exercised if continuing with the preload sequence and consultation with shore-based personnel is recommended.


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19.1.3 Punch-Through

If rapid leg penetrations or punch-through is suspected, individual leg preloading, beginning with the bow leg is usually recommended.

Program PRELOAD© to be utilized during preloading to interpret actual conditions. Following completion of preloading of the bow leg, the Leg Penetration Curve from this preloading should be printed and used as input for the Port and Starboard Soil Curves.

Should rapid penetrations be experienced on the bow leg, special note should be taken during preloading of the stern legs when approaching the same area of leg penetration. In the event rapid leg penetration is experienced, corrective measures should be taken.

If increasing load without increasing penetration is experienced, corrective measures should be taken, including establishing and maintaining a zero air gap, preloading one leg at a time, or a combination of measures. If a danger of punch through is detected or experienced at any time during operations on the new location, the unit should stop and move the hull as close to the water as practical while at the same time dumping preload and only lowering into the water if the unit is still watertight.

Immediate consultation with shore-based personnel is recommended and the situation should be reviewed.

This may well entail a full coring operation and spud can penetration calculations by a qualified soils specialist.

19.1.4 Final Jacking

After completion of the preloading procedure and a satisfactory result of the settlement period has been recorded, when the preload has been held in excess of one (1) hour without any settling, the preload ballast water will have to be dumped before commencing the final jacking to the minimum required air gap as recommended in the location approval.

The air gap can be adjusted to a higher figure to achieve improved stress distribution by placing leg bracing or connecting points in, or close to, the leg guides.


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Likewise it is permitted to adjust a higher air gap for fixed installation levels or conductor pipe measurements. The final position of the rig, however, should never exceed the approved maximum allowable air gap and the required leg reserve should not be used without explicit approval.

During jacking, the hull should be kept at an even level, and within the approved Marine Operating Manual limits where even level is not achievable.

When reaching the final air gap the hull must always be placed at an even level and the level alarm should be checked and left in the operational position.

Final measurements on the leg position are to be made and noted in the appropriate records.

Note: During final jacking the Rig Mover must ensure that the raw water supply system is under strict surveillance by a responsible person in communication with the jacking control room. An alarm system to stop jacking is required in order to avoid damage to the piping or cables in the raw water supply system.

19.1.4 Air Gap

The Air Gap (i.e. clearance to underside of hull) is obtained as follows:

Mean High Water Spring Tide

+ 50 year maximum wave crest elevation above still water level

+ 50 year storm surge

+ 50 year seiche effect

+ Reserve of 10% sum of the above

A reserve of one jacking stroke or a minimum of 1.5 meters for a rack & pinion unit shall be required above the upper guide.

While the 50-year return period is generally used worldwide the GOM local criteria is based on approximately a 10-year return period hurricane condition or a 50 –year winter storm.


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19.2 Semi-Submersibles

The final approach to the location should be carried out on the proposed heading with respect to the final position and anchor pattern that are to be achieved.

In connection with the heading the most severe wind and sea conditions as well as tidal and sea current should be taken into account, giving the best distribution of anticipated tension on the mooring system.

When a location is approached with only one or two vessels in attendance, the use of a stern anchor must be considered for controlling headway or reducing the drift of the rig.

Deploying an anchor with a trailing buoy unassisted by an anchor handling vessel, should only be attempted where there is no risk for subsea pipelines, cables etc.

Semi-submersible drilling units equipped with propulsion to assist during the rig move and for position keeping, should utilize this to the best advantage during positioning and anchor handling, but always keep in mind that equipment may fail at crucial times.

19.2.1 Running Anchors

The running of anchors should take place based on a pre-agreed anchor pattern, which has the agreement of the operator.

The anchor pattern should, whenever possible, be laid in such a way that crossing of pipelines, cables or other subsea obstructions are avoided. However, if becomes necessary to cross obstructions the maximum safe distance from such obstructions must be calculated.

Close attention should 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 an already established anchor pattern by another offshore unit, it must be ensured that deployment of own anchors does not interfere with the operation of the other unit.

When running anchors it has to be ensured that the 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 should be examined for any damage such as broken wire parts or loss/missing studs in chain etc.

If, due to the local circumstances, the exact positioning of anchors is of paramount importance, it should be required to have the location marked by buoys or use highly accurate positioning equipment. The use of buoys is essential for anchor recovery on most semi submersibles.


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The Rig Mover should ensure that proper times are kept on all anchor operations. The recording should include position, distance and headings during deployment, thus making the search for equipment lost on the seabed, as easy as possible.

For the exact pattern of deployment of anchors we refer to the mobile offshore drilling unit's approved Marine Operating Manual or special mooring analyses that have been made for the area of operation or on request by other authorized parties.

19.3 Anchor Pretensioning

19.3.1 Jack-Up

When jack-up mobile offshore drilling units have deployed their anchors prior to going afloat for final positioning, the winches should be pulled to stalling capacity to ensure that the anchor is properly embedded and the required holding force can be obtained.

If this is not the case, resetting of the anchors should be attempted with an alteration of distance and/or heading. If this does not result in proper hold, the use of piggyback anchors should be considered.

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 rig's own anchor but at reduced holding capacity, give ample resistance to achieve a sufficient pull to move the rig safely onto location.

Note: Where pipeline and/or cables have been crossed with the anchors, dragging of anchors can result in damage. It is imperative that the Rig Mover keep an accurate record of anchor handling etc.

Any discrepancy should be noted in a statement of fact and signed by the operator's representative.

19.3.2 Semi-Submersible

Upon deployment of all anchors in accordance with the agreed pattern for the location, pretensioning should be carried out as required in the rig's approved Marine Operating Manual and as recommended in the Location Approval Certificate.

The normal procedure is to pull at opposite anchors whenever possible to keep the rig in position during the pretension period. Where available the propulsion can be utilized to assist with maintaining or reaching a satisfactory result.

Where the recommended tension is not reached or held for the required time span, resetting of the anchors should take place, if necessary on a slightly altered heading and/or distance.


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If the necessary pretension is unobtainable with the main anchors only, arrangement for deployment of piggyback anchors should be made.

Piggyback anchors will have to be deployed either in series with the main anchors or in a parallel hook-up. The latter could be required in areas where subsea obstructions make serial deployment unattainable or where soil conditions require several piggybacks.

Where deviation from the standard anchor pattern takes place the Rig Mover should ensure that equipment used for extension is of matching size and strength, thus avoiding building in weak links. Only certified equipment should be utilized in the mooring arrangement.

Once the mooring has been completed and is accepted by the operator and marine adviser, all anchor mooring will be released to the nominated working tension, which will be recorded.

The Rig Mover must ensure that a total plan of the deployed anchors and the achieved results in pretension is left on record on board prior to departing from the rig.

Any special attention required for the maintenance of a safe mooring system, e.g. renewed pretension that could be required after a certain time, always has to be issued in writing and be given to the Person-in-Charge.

Recommendations for replacement of mooring equipment or shortcomings noted have to be brought to the immediate attention of the responsible persons on board and not be left to the final report.

Survey & Engineering Guidelines – Section V Page 73 Guidelines for MODU Field Moves and Ocean Towages Wet Manned Tow

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20. WET MANNED TOW

The conditions under which marine drilling units are moved are many and varied. The recommendations here are designed to be adapted to the conditions of each tow, as required.

20.1 General Recommendations

The recommendations contained in this section are to be used to advise rig operators of the General Recommendations that should be complied with for all types of rig move, whether it is an ocean tow, dry tow or short field move.

For a tow where a MatthewsDaniel Surveyor will attend onboard for the move, these recommendations should be used as a guideline by the attending Surveyor.

For a tow where a MatthewsDaniel Surveyor will NOT be in attendance for the whole move, such as an ocean tow, these recommendations should be discussed in detail with the rig operator, and any sections changed or not required should be annotated and initialed accordingly and a copy put onboard before the rig departs.

The following general recommendations are for the tow of a Mobile Offshore Drilling Unit.

The recommendations are designed for the Surveyor to be able to approve both Jack-Ups and Semi-submersibles for an ocean tow. The recommendations are to be adapted for lesser tows as necessary and should be annotated accordingly.

The proposed tow will be considered satisfactory in principle, subject to the towing vessel or vessels being inspected, the securing of the drilling unit for the tow being in accordance with an approved owner's plan, compliance with all recommendations made by MatthewsDaniel Company, and the completion of the requisite stability forms. All preparations and recommendations of the attending Surveyor will be completed, and a tow approval certificate issued.

A suitable tug(s) will be approved in principle for a tow. This approval is conditional upon the tug(s) being adequately manned with crews experienced in ocean towing and the vessel having towing gear, including spares, in good condition. The way port tug is to have an adequate fuel supply to maintain a 25% reserve at arrival or way port refueling procedures to be agreed with the attending Surveyor prior to departure. The tug(s) is to be surveyed prior to departure for final approval. Depending on the actual MODU selected, minimum recommended combined brake horsepower (BHP) for the tug(s) could be 10,000 BHP or greater, increasing to 12,000 BHP or greater in areas such as the North Sea. Any exceptions to this will be clearly recorded.


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The rig to have a minimum range of positive stability for ocean tow of 40 degrees. Stability to be sufficient so that the area under the righting moment curve at or before the second intercept of downflooding angle, whichever is less, is not to be less than 40 percent in excess of the area under the wind heeling moment curve for the design wind speed utilizing the most critical axis of inclination. Additionally, stability calculations as above for one compartment damage condition utilizing design wind to be submitted.

A stability calculation is to be conducted for the MODU as ready for departure and an estimated condition for arrival. For a jack up this shall include the preload calculation.

The draft of the rig is to be determined by the stability and sea-keeping requirements. As loaded out, the rig should not have any heel or list, but will have a light drag or trim by the stern.

Liquid ballast should be kept to a minimum necessary for satisfactory seakeeping characteristics and stability requirements. Ballast carried should be arranged to give a minimum free surface effect. The ballast plan is subject to approval by MatthewsDaniel Company.

All manholes and watertight doors to hull compartments to be checked and determined to be watertight. If any of the manholes do not have watertight closures, the individual closure should be renewed with a watertight type. All tank manhole covers to be finally closed up in presence of the attending Surveyor.

The drilling derrick, if fitted and if left fully erected, should be capable of withstanding the combination of dynamic and gravity forces associated with a 15 degree (single amplitude) roll in a 10 second period and a 15 degree (single amplitude) pitch in a 10 second period (ocean tow only).

The jack up unit’s legs in storm condition will be capable of withstanding the combination of dynamic and gravity forms associated with a 15 degree (single amplitude) roll or pitch in a 10 second period.

The rig's heliport is to be capable of withstanding the combination of dynamic and gravity forces associated with a 15 degree (single amplitude) roll in a 10 second period and a 15 degree (single amplitude) pitch in a 10 second period.

Alternatively, the unit should be capable of withstanding the combination of dynamic and gravity forces associated with vessel motion response of transport vessel to anticipated sea state.

The towing bridle and related gear, including towing brackets are to be in good condition and subject to approval by the MatthewsDaniel Company Surveyor prior to departure of tow.


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The primary towing bridle is to be equipped with suitable retrieval gear including steel wire rope or chain line from tow plate to winch located on forward deck of unit. The retrieval line is to be rigged so that the tow plate on bridle can be brought aboard the forward deck so as to permit connecting a new pennant wire if necessary.

The rig is to be equipped with secondary tow bridle and pennant made up and rigged ready for deployment.

Local towing assistance, as required by pilots and/or the Master of the primary towing vessel, is to be provided at the departure port, any intermediate ports of call, and at the final destination.

MatthewsDaniel will approve the route with suitable standby locations along the route as necessary.

A Location/Move Approval will be required prior to departure for the final destination and any intermediate stops.

Departure will take place under good weather conditions and with a reliable 48 hour projected forecast of satisfactory conditions. A weather routing service should be engaged to maintain information about the route, storm advices and including ice condition reports where applicable: Reports to be supplied to the drilling unit, tug, rig owners and MatthewsDaniel Company.

The riding crew is to consist of a minimum number of marine crew onboard with one designated as Master. All pertinent regulatory body manning requirements are to be complied with including requirements for licensed officers, lifeboatmen and firemen. The riding crew is to make daily rounds, maintain 24 hours radio watch, and keep a daily Log.

The unit and/or the tug is to transmit a daily report, copied to MatthewsDaniel, indicating position at a specific time, general weather/sea conditions, roll/pitch of barge, and general status of the tow.

The rig's documents including registration, classification, loadline and other certificates, along with a copy of the stability manual and a copy of the approved rig’s approved Marine Operating Manual to be current for at least the duration of the tow, and carried on board rig.

All required customs, security and port clearance are to be obtained prior to departure.


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Navigation sidelights and stern light to be fitted aboard the drilling unit and in satisfactory operating condition prior to departure of the tow. Additional lights, towing shapes and sound signals required by international regulations are to be installed aboard the drilling unit and in satisfactory operating condition prior to departure of the tow. Halyards to facilitate displaying towing shapes to be carried.

After loading any cargo on board the rig, the cargo is to be secured in accordance with a plan subject to approval by the MatthewsDaniel Company Surveyor.

Note: These recommendations are not necessarily complete and the attending Surveyor has the leeway to agree to his satisfaction alternative or additional recommendations on site.

20.2 Specific Recommendations

The following specific recommendations are for the tow of a Mobile Offshore Drilling Unit.

All items of the latest approved Marine Operating Manual or Booklet of Operating Conditions for the Offshore Drilling Unit shall be complied with.

All loose furniture in accommodation spaces to be secured against movement. Loose items can be tied to fixed furniture with small line or wedged in place using wood spacers or shoring. Rags or suitable chafing material should be used where damage could occur to finish on furniture or bulkheads.

All loose items to be carried in hull store rooms; including coiled hoses, skid mounted equipment, miscellaneous drilling tools, and crated supplies, to be grouped in tight stow against bulkhead or multiple bulkheads so as to prevent horizontal movement in any direction. If the stow is not tight against bulkheads or major structural members on all sides, supplemental bracing, steel wire rope ties, wood fencing, and/or wood shoring to bulkheads or major framing will be necessary.

All gas bottles are to be secured against any movement and the connectors are to be well protected against accidental damage. A full gas bottle with a damaged connector will fire itself through alloy bulkheads and can kill if it hits anybody.

Loose items in bins or shelves in hull storerooms should be taken down and placed in containers on deck. Small items can be left on shelves if the shell lip is adequate or built up with temporary sea rails. Containers should be secured against movement by chain or steel wire rope ties to padeye on bulkheads or by wood spacers or shoring wedges in place between containers and bulkheads.


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Loose items lying on walkways above head height must be removed or secured against movement during a move.

All "oil" drum containers to be grouped together against a bulkhead or major structural member and secured by passing a steel wire rope line around outer perimeter of drums and securing the line to padeyes or structural members. Some steel pipe or steel angle stanchions may be necessary to prevent movement of the drums and to prevent sag of the wire.

Items should never be secured to pipes or other rig fittings, which are not designed to take the strain despite their sometimes-apparent look of strength.

Loose items carried on pipe racks or main deck to be secured against movement. Items can be secured with steel wire rope ties set taut with safety wired (or nutted) turnbuckles, bottlescrews, welded steel brackets, welded steel flat bar straps or steel banding to padeyes.

Loose items on the drill floor in the drawworks shed are to be secured against movement using steel wire rope or chain ties set taut with safety wired (or nutted) turnbuckles, welded steel brackets, welded steel flat bar straps, or steel banding to padeyes or around structural members. Light items can be tied to structural members with soft line.

Electric motors that are not explosion proof or watertight and are located on deck or exposed areas should be removed and stored below decks or, where this is not practical, they should be provided with weathertight covers or wrapping sealed with adhesive tape.

The SCR system and electrical panels that are not intended for use during the voyage are to be protected against humidity with silica gel bags or other means in accordance with manufacturer's recommendations.

Radio equipment not intended for use during the voyage is to be protected against humidity with silica gel bags placed in cabinets, in accordance with manufacturers recommendations.


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Tubular goods, if carried, are to be located on inboard pipe racks with tight stow. The top course of pipe is to be a full course (any odd joints to be secured on deck separately). A minimum of two sets of stanchions to have a steel beam placed between the stanchions across the top course of pipe with a wood spacer, under the beam. Wood wedges are to be driven between the beam and the timber spacer pressing it down firmly against the pipe. Wedges to be on approximately 12-inch centers and secured in place with nailed cleats. Stanchions to have welded steel brackets from upper end of stanchions to deck at approximately 45-degree angle.

As an alternative, steel wire rope or chain ties can be passed over top of racked tubular goods and set taut with turnbuckles or bottlescrews. However, where this method is used, bulkheads will be required at each end of the racked tubulars.

The driller's console and the instruments on the drill floor are to be protected with weathertight wrapping or covers.

All piping system valves that could pass water from outside of the hull to the hull interior or tanks are to be closed and secured against accidental opening.

All crossover piping system valves or valves that control transfer from one hull compartment or tank to another to be closed and secured against accidental opening.

All watertight doors are to be closed and secured for the tow. If access to the compartments is required, the doors are to be closed after entry/exit and all dogs secured.

All watertight closures in the ventilation system to be closed and secured.

All liquids are to be removed from tanks prior to departure, except for the fuel and water supply necessary for the voyage.

The watertight hatches on the hull main deck are to be closed and hose tested prior to departure.

Steel or plywood covers (per window specs.) are to be fixed over ventilation openings and the emergency generator house where covers do not exist.

Cranes are to be secured as follows, or as agreed with attending Surveyor:

Lower boom into rests and tie to deck with steel wire rope ties, two per boom crossed and tensioned with turnbuckles/bottlescrews; secure crane against revolving; close watertight doors and openings; lower block to deck and secure with welded steel straps.


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The engine exhaust stacks are to have watertight covers over the upper open ends. These can be flapper valves if secured against opening for tow. Drain valves to be left open.

Install plywood covers or steel plate over the top of air conditioner units located on top of the deckhouse to prevent salt spray entry into the fans and fan motor bearings.

Lifeboats and life capsules shall be properly secured to resist movement in the event of severe dynamic forces and/or heavy sea conditions. However, they must be secured in such a way that they can be released in an emergency.

Emergency repair materials should be available for immediate use:

200 kg Cement (quick drying)

200 kg Sand

10 kg Concrete mix accelerator

Timber of assorted sizes (e.g. 4 sheets of plywood; 6 pieces of 4”x 4” x 10’)

Caulking compound

Wooden wedges in assorted sizes

Wooden plugs in sizes appropriate to the vents etc

Angle iron (e.g. 2-1/2” x 2-1/2” x 50 ft)

Steel plate (e.g. 2 pieces 4’ x 8’-1/4 in.)

Polypropylene rope

Wire rope

Portable pumps *

*Portable pumps need not necessarily be on board the mobile offshore drilling unit but can be available on the attending vessel(s).

All chain or steel wire rope ties to be tensioned with turnbuckles or bottlescrews. Boomers or lever tensioning devices are not to be used.

The anchors are to be secured on racks so as to prevent shifting or movement, anchor wires set taut with windlasses, and brakes secured against accidental release. As a recommendation, bow anchors should be removed and placed on the deck and secured with welded steel brackets and straps.


MatthewsDaniel


It is the responsibility of the Rig Mover that the drilling unit is to have all regulatory authority required safety equipment, in a satisfactory condition onboard, prior to departure; including first aid supplies, fire-fighting equipment, life vests, life boats, distress signals, and line throwing apparatus. This is not an item surveyed by the warranty Surveyor but may be pointed out to the Rig Mover if it appears deficient.

Consumables for riding crew to be aboard prior to departure; including generator fuel, potable water, sanitary water, and food stores. Capacities to be based on estimated length of voyage plus minimum of 25% spares.

20.3 Riding Crew Instructions

The following recommendations are specific for the riding crew of the tow of a Mobile Offshore Drilling Unit.

The provisions for the riding crew are to comply with statutory requirements. The warranty Surveyor may approve the unit on the basis that a number of these rig crew instructions are complied with. A minimum of twice daily rounds of the vessel checking the general condition, all compartments, equipment securing, bilge level, tank soundings, watertight doors, vents and emergency equipment. This inspection is to be logged.

Emergency generator automatic start should be tested and the generator put on line once a week. Test and results should be logged.

A trip Log shall be kept by the rig's Master to contain. All events concerning the rig during a move, data on weather, routine inspections, re-securing and radio checks.

Regular communication with the tow vessel is to be established and maintained and the vessel's position, course, speed, wind and wave data, roll and pitch and any other pertinent data are to be logged. The Course information should include heading in degrees: (e.g. 240o True.) and weather (e.g. Wind and Sea ENE force 5, Swell NE 7-9 feet. Pitch and roll angle, and period in sec. 10o roll 14 sec.; 6o pitch 15 sec etc.).

The unit and/or the tug to transmit daily report indicating position at a specific time, general weather/sea conditions, roll/pitch of rig and general status of a tow to the Drilling Unit Owner's Office. This information to be passed on to MatthewsDaniel Company.


MatthewsDaniel


A walkround inspection shall be made of the rig at least once each twelve-hour period to check the general condition of rig and seafastenings. Any problems arising from this inspection shall be brought to the immediate attention of the rig Master, and shall be entered into the rig’s Log.

The rig riding crew or the tug crew, if required and feasible, shall conduct repairs to the rig.

If major problems, indicating serious damage, should occur the Master is to take immediate action to reduce the risk of further damage as much as possible, he should also consider proceeding to a port of refuge for repairs, and notify the Owners and MatthewsDaniel Company as soon as possible.

At all times during the tow, and on a 24 hour basis, a member of the riding crew shall be assigned the responsibility of monitoring the rig's motion to assure that the motion is within the limits set forth in the Critical Motions Curve which may be included in the approved Marine Operating Manual or in separate form. Should the rigs motion approach the limits, the tow Master shall immediately notify the tug Captain of the situation, and request that the heading and/or tow speed be changed to improve the situation.

Any hull tanks containing liquids should be kept pressed full whenever possible to reduce both free surface effect.

Any changes in the towline, rig's ballast, navigation lighting and signals, seafastenings etc., should all be entered into the rig’s Log.

Whenever the generator sets are operating, a crewmember shall be assigned the responsibility of monitoring the raw water supply pressure and temperature at the engine heat exchanger. If adequate cooling water is not maintained or other problems arise, the engine(s) shall be immediately shut down and alternative power arrangements initiated.

In the event of serious injury or illness, the rig or tug Master shall be immediately notified with instructions to relay the information to the Owner's Office.

The Captain of the tug shall be contacted at 0600, 1200, 1800 and 2400 hours with the status report from the riding crew on the condition of the rig.

NOTE: These recommendations are not necessarily complete and the attending Surveyor has the leeway to agree to his satisfaction alternative or additional recommendations on site.

Survey & Engineering Guidelines – Section V Page 82 Guidelines for MODU Field Moves and Ocean Towages Move Checklist

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21. MOVE CHECKLIST

The Rig Mover will have his own checklist, however, the following checklist may be used by the Surveyor to ensure the Rig Mover has adequately covered all items required for approval purposes. The list can be adapted for most units. Those intended for use only with jack ups are so noted.

21.1 Prior To Move: Approval Checklist

Previous move report studied together with recommendations

Stability calculations completed and checked.

Tank levels confirmed and slack effects minimized.

BOP secured in place

Mud pits emptied and valves secured.

Tubulars chained down or welded with H beams.

Deck equipment lashed, loose material tidied up.

Under deck stores secured including forklift truck.

Cantilever and Substructure securely pinned and wedged.

Raw water tower raised

Jacking motors torqued (Jack-Up Only)

Jacking panel and system tested: control panels at each jack control station checked and operational. (Jack-Up Only)

Rack Phase Difference (RPD) meters operational. (Jack-Up Only)

Brakes set and balances as necessary (including brake releases) (Jack-Up Only)

Racks and pinions (or pinholes), jacks, shockpads, motors and other related equipment checked. (Jack-Up Only)

Communications between control room and each jackhouse checked. (Jack-Up Only)


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Generators, panels and engines in working order

Top drive and drawworks secured

Traveling block secured; Drill line frapped.

Derrick confirmed for dynamic criteria. (Jack-Up Only)

Drill floor cleaned of loose equipment.

All towing equipment checked and operational.

Lifeboats secured where necessary.

Emergency towing equipment ready for use.

Anchors, anchor buoys and anchor winches secured.

Towing lights and shapes prepared.

Ventilation covers, doors and hatches closed except where essential.

Cranes, booms and hooks secured.

Drain valves and overboard flanges secured

Towing vessels checked and approved.

Pre-move meeting held with all crew.

Helideck equipment and fuel tank secured.

Logging equipment and logging cabin secured

Flare boom secured

Any loose items secured

Discuss safe navigation and proposed routing to next location with Tow Master

Ensure appropriate navigation on board for final positioning.

Limiting weather conditions identified

Rack chocks removed. (Jack-Up Only)

Unit is down-manned prior to move, if required.


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21.2 Post Move Start

Check watertight integrity and ensure regular watertight checks are carried out including sounding of tanks (Jack-Up Only).

Tugs properly hooked up and gear stretched out.

Legs raised to correct tow position and rack chocks inserted where appropriate (Jack-Up Only).

Watertight doors, ventilation flaps, doors and hatches remain shut.

Regular checks carried out on equipment securing.

Regular reports on tugs' progress, actual weather and sea state.

Critical motions of legs in a seaway (Jack-Up Only).

Monitor weather forecasts.

Check positioning aids operational.

21.3 Prior To Move Onto Location and Preloading (Jack-Up Only)

Anchors positioned within tolerance for closing platform.

Tide and weather suitable for approach to platform.

Preload calculations completed and checked.

Preload tanks filled with even distribution and in a staged operation.

Qualified personnel on watch during preloading for monitoring of levels and in case of need to take rapid action to adjust hull level.

Tug on bridle especially when preloading next to a jacket or platform.

21.4 After Preload (Jack-Up Only)

Minimum air gap achieved.

Final leg penetration approved.

survey & engineering guidelines, section v md form 9105.04

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