IO RMP Onome Move 6

IOR-Onome-RM6 Dated: 17 May 2011
Report for the Recovery and Rig Move of the
“Onome”
FROM: Addax Petroleum
OML‐123, ADSW Mini Platform
Offshore Calabar, Nigeria

TO: SeaWolf Oilfield Services
Port of New Calabar
Calabar, Nigeria

Date: 17 May 2011

Page 1 of 28
TABLE OF CONTENTS
Section Page

1 Confirmation of Checks 3
2 Departure & Arrival Locations 4
3 Personnel in Attendance 4
4 Towing Vessels Used & Consumables 5
5 Weather & Position Reports 6‐7
6 RPD Log 8
7 Stability & Preload Information 9
8 Summary of Times 10
9 Time Log 11‐17
10 Final Position Report 18
11 Remarks & Recommendations 19‐20
Page 2 of 28

Confirmation of Checks

The Offshore Installation Manager & Barge Engineer shall confirm that the following
items were checked and found satisfactory

1 Pre‐Move Check Lists completed

2 Rig Move Procedure, including anchor plan if applicable
3 Location Approval for Arrival Location
4 A Debris Clearance of Seabed & Site Survey for Arrival Location
5 Afloat Stability Calculations for Departing Current Location
6 Preload Calculations for Arrival at New Location
7 Leg Loading Condition taking into account Air Gap at Working Height and distance
skidding Cantilever / Drill Floor
8 Towing Vessels Assigned & in compliance with company policies

9 Rig Move Notification in compliance with company policies

10 Pre‐Move Meeting held onboard & attended by all relevant personnel
11 Navigational Charts for intended routing
12 Positions for hanging Deepwell Pumps for Preloading and at Working Height
Page 3 of 28
Location Departing:
Designation: Addax Petroleum, OML123, ADSW Mini Platform
Latitude: 04° 18’ 27.5” N
Longitude: 08° 21’ 21.2” E
Water Depth (CD): 57.5 ft
Heading: 278°
Starboard Bow Port
Leg Marks at ULM: 232.62 230.97 231.75
Penetration: 140.12 138.47 139.25
Air Gap above CD: ‐15
Total Leg Length 411 ft
Leg Reserve: 178.38 180.03 179.25
Location Arriving:

Designation: SeaWolf Oilfield Services, Port of New Calabar
Latitude: 05° 00’ 31.9” N
Longitude: 08° 18’ 59.1” E
Water Depth (CD): 43.0 ft
Heading: 129°
Starboard Bow Port
Leg Marks at ULM: 119.25 118.25 115.66
Penetration: 17.5 16.5 13.9
Air Gap above CD: 8.58
Total Leg Length 411 ft
Leg Reserve: 291.75 292.75 295.34
Personnel in Attendance:
OIM Austine Efeadue / Tom Alison
Senior Toolpusher Vincent Okhomina / John Okpara
Barge Engineer Richard Pryor / Ayman Tawfik
Toolpusher
Warranty Surveyor Geoff Verbert
Drilling Supervisor Adebola Sokale
Drilling Supervisor Darlington Olisa
Marine Representative Jim Calton
Positioning Surveyor Chima Ahiakwo
Positioning Surveyor Solomon Olomu

Page 4 of 28
Vessel Information:

Vessel Name BP BHP
Armada Tuah 101 120.3 9000
Jascon 12 63.1 5150

Consumables Report:

Onome F.O. L.O. P.W.
Onome (Departing) 166936 Liters ‐‐‐ 174 T
Onome (Arriving) 135139 Liters ‐‐‐ 119 T

Vessel Name F.O. L.O. P.W.
Armada Tuah 101 (Connected) 349410 Liters 1310 Liters 48 T
Armada Tuah 101 (Released) 260820 Liters 990 Liters 22 T

Vessel Name F.O. L.O. P.W.
Jascon 12 (Connected) 95056 Liters 1010 Liters 55 T
Jascon 12 (Released) 77796 Liters 1010 Liters 46 T

Page 5 of 28

Towing Progress Unit: SeaWolf Onome Date: 29 Jun 11
From: ADSW Mini Platform Client: SeaWolf Oilfield Services
To: Port of New Calabar Tugs: Armada Tuah 101, Jascon 12
Date Time Position Avg. Distance Wind Seas Bollard Comments
Course SLP Depth
Latitude Longitude Speed Made To go Direction Speed Direction Ht Pull (T)
6.29.11 10:45 4° 18.460’ N 8° 21.353’ E ‐‐‐ ‐‐‐ ‐‐‐ 54.4 WSW 10‐15 S 3‐5 1010 57.5 On Location
6.29.11 11:05 4° 18.695’ N 8° 21.279’ E 343 1.1 .3 54.1 WSW 10‐15 S 3‐5 1010 46 Cleared 500m
6.29.11 12:00 4° 18.886’ N 8° 20.177’ E 274 1.2 1.4 53.0 WSW 5‐10 SW 2‐4 1011 48 Underway
Hold for
6.29.11 17:30 4° 21.180’ N 8° 17.571’ E 013 ‐‐‐ 10.6 43.8 WSW 10‐15 SW 3‐5 1013 65
Entrance
Commence
6.30.11 06:15 4° 21.180’ N 8° 17.571’ E ‐‐‐ ‐‐‐ 10.6 43.8 WSW 10‐15 SSW 2‐4 1012 65
Passage
6.30.11 12:00 4° 28.875’ N 8° 21.976’ E 018 1.6 19.5 34.9 WSW 5‐10 ‐‐‐ ‐‐‐ 1011 26 Calabar River
6.30.11 18:00 4° 51.169’ N 8° 16.964’ E 332 3.9 43.0 11.4 SW 5‐10 ‐‐‐ ‐‐‐ 1011 24 Calabar River
07.01.11 00:00 4° 58.820’ N 8° 18.915’ E 313 .8 52.3 2.1 SW 5‐10 ‐‐‐ ‐‐‐ 1010 31 Calabar River
07.01.11 04:05 5° 00.532’ N 8° 18.985’ E 029 .5 54.4 0 SW 5‐10 ‐‐‐ ‐‐‐ 1010 43 End of Passage

Page 6 of 28
STBD LEG BOW LEG PORT LEG

STBD LEG BOW LEG PORT LEG
Rig Status & Leg Marker Max Max Max
A B C Diff. A B C Diff. A B C Diff.
21 May at heavy draft with 0.7°
69013 68823 69039 216 68976 68976 68926 50 68604 68757 68585 172
inclination by stern.
22 May at light draft and level , stop for
70866 70781 70961 180 70369 70409 70364 45 70561 70707 70567 146
divers inspection
19 June all legs pulling @ 215 ft or less 63459 63307 63485 178 66089 66102 66064 38 63346 63423 63372 77
29 June legs near stowed @ 55 ULM for
16813 16807 16801 12 16693 16712 16681 31 16740 16753 16734 19
mud cleaning
30 June legs stowed at 50 ULM for river
15265 15265 15265 0 15367 15367 15367 0 15259 15284 15259 25
transit
2 July rig pinned at Port of New Calabar
36347 36359 36353 12 36005 36043 35992 51 35255 35236 35255 19
with 1 ft draft at high water
Rig Move No: 6 Date: 21 May 2011 By: E. Riddle Checked By: E. Riddle

Notes:
1/ Record stage of rig move under status, i.e. “Before Preload” / “After Preload”, etc.
2/ Following established procedures for obtaining chord height, enter chord height values in columns ‘A’, ‘B’ & ‘C’ for each leg.
Page 7 of 28
Afloat Condition:

Draft Marks Calculated (ft) Observed (ft) Difference (ft)
Bow Leg 15.98 16.89 0.91
Port Leg 15.98 17.39 1.41
Stbd Leg 15.98 17.06 1.08
At LCF 15.98
Displacement 11375.1
Variable Load 2449.20
LCG 117.06
TCG 0.00
KG allowed 76.77
KG calculated 57.38
KG margin 19.39
KG Curve 411 ft leg Field Transit – Cross Flooded

Preload Condition on Location: N/A due to damage to jacking system

Stbd Leg Bow Leg Port Leg
Total Elevated Load (tonnes)
Elevated Leg Load (tonnes)
Target (%) Completed
Leg Reaction (tonnes)

Elevated Condition on Location:

Stbd Leg Bow Leg Port Leg
ULM at Working Height 119.25 118.25 115.66
Initial Penetration 17.5 16.5 13.9
Final Penetration N/A N/A N/A
Water Depth (CD) 43.0
Air Gap (above CD) 8.58
Leg Length 411
Leg Reserve 291.75 292.75 295.34
Dist. Keel to ULM 50.17

Rotary Aft of Transom to Furthest Well (ft) N/A
Distance Drill Floor Off Centerline (ft) N/A

Page 8 of 28
Summary of Times

Cylinders of Fixation System Disengaged ‐‐‐ ‐‐‐
Jacking Motors Tested ‐‐‐ ‐‐‐
Commenced Lowering Hull ‐‐‐ ‐‐‐
Hull Entering Water ‐‐‐ ‐‐‐
Watertight Integrity Checked Okay ‐‐‐ ‐‐‐
Hull at Floating Draft ‐‐‐ ‐‐‐
Legs Clear of Seabed 29 Jun 11 10:45
Depart 500m Zone 29 Jun 11 11:05
On Tight Tow (legs stowed) 30 Jun 11 06:45
Maximum Hull Draft (ft) 17.1
Overall Draft (ft) 19.0
End of Tow (lower legs) 01 Jul 11 03:50
General Average Speed for Tow ‐‐‐
Enter 500m Zone ‐‐‐ ‐‐‐
Rig Pinned at ‘Stand‐Off’ (if applicable) ‐‐‐ ‐‐‐
Anchors Deployed (if applicable) ‐‐‐ ‐‐‐
Rig Pinned in Final Position 02 Jul 11 03:05
Rig Position Accepted 02 Jul 11 03:05
Commence Preloading Operations ‐‐‐ ‐‐‐
Complete Preloading Operations ‐‐‐ ‐‐‐
Complete Elevating Hull to Working Height 02 Jul 11 07:15
Anchors Recovered (If Applicable) ‐‐‐ ‐‐‐
Lead Towing Vessel Released from Rig 01 Jul 11 06:10
Assist Towing Vessel Released from Rig 02 Jul 11 03:40
Assist Towing Vessel Released from Rig ‐‐‐ ‐‐‐

Delays

Waiting on Weather
Waiting on Tide
Other

Page 9 of 28

Time Log

Tuesday 17 May 2011

06:25 Depart Montrose, Colorado for Lagos via Douala, Cameroon
07:20 Arrive Denver
14:40 Depart Denver
00:00 Arrive Salt Lake City
16:50 Depart Salt Lake City

Wednesday 18 May 2011

11:10 Arrive Charles DeGual
14:25 Depart Charles DeGual
19:20 Arrived Douala, Cameroon
19:45 Met by agent and depart Douala airport for hotel
21:15 Check in at Savoy Palmz hotel in Limbe, Cameroon

Thursday 19 May 2011
09:00 Check out of hotel
09:10 Met by agent and ransport to Nigerian Embassy for visa processing
10:20 Nigerian visa received (Business x 1 Entry), proceed to Douala airport
12:05 Arrive Douala airport
18:05 Depart Douala for Lagos, Nigeria
19:45 Arrive Lagos
19:55 Met by agent and depart to SeaWolf staff house
21:00 Arrive at staff house

Friday 20 May 2011

08:05 Departed staff house for SeaWolf office
08:25 Arrived SeaWolf office, meet and greet with office personnel and SeaWolf
management
12:05 Depart Lagos for Uyo
13:10 Arrive Uyo
13:20 Depart Uyo for Calabar with security escorts
15:30 Depart Calabar for SeaWolf “Onome” offshore
16:40 Arrive SeaWolf “Onome”, received rig orientation and introduced to personnel
18:15 Rig inspection with supervisory personnel
19:00 Received MSA, advised on board personnel that operations would kick off in
morning

Saturday 21 May 2011

06:30 Morning meeting and pre‐task planning with on board personnel
07:00 2 engines on line for operations, all systems powered up
07:15 Verify conditions prior to commencing operations
Stbd A‐69013 B‐68823 C‐69039
Bow A‐68976 B‐68976 C‐68926
Port A‐68604 B‐68757 C‐68585
Page 10 of 28
07:30 Bourbon vessel alongside for offload and backload
08:40 Bourbon vessel away, commence working starboard leg
08:45 Local control is not effective at current draft, use central control to reduce RPD for
jacking, continue working starboard leg
12:15 Attempt local control, still not working correctly, continue working starboard leg
14:30 Attempt local control, can drive “B” but cannot lift “A” and “C”
18:00 Break for the day, rig back to 1 engine

Sunday 22 May 2011
06:30 Morning meeting and pre‐task planning with on board personnel
06:45 2 engines online, commence working rig to light draft
14:20 Complete operations at a light draft of 14’ at mean tide, request divers inspection to
verify integrity below waterline to plan forward operations
Stbd A‐70866 B‐70781 C‐70961 Total Jacked‐6.08 ft
Bow A‐70369 B‐70409 C‐70364 Total Jacked‐4.72 ft
Port A‐70561 B‐70707 C‐70567 Total Jacked‐6.42 ft

Monday 23 May 2011
06:30 Morning meeting with on board personnel
08:00 Met with Barge Master to provide outline for Divers Inspection
12:25 Depart Onome for Port Harcourt
13:20 Arrive Port Harcourt and transport to hotel
14:50 Checked in Genesis Hotel at Port Harcourt, stand‐by on morning transport to attend
SeaWolf Oritsetimeyin move meeting and rig move

Tuesday 24 May 2011
06:30 Contacted by Port Harcourt agent, pick up for heliport at 10:00
09:20 Call with Adolor Uwamu, CEO SeaWolf, to discuss way forward on Onome
09:45 Check out of Genesis Hotel
10:00 Depart for heliport
10:15 Arrive heliport, 13:30 ETD SeaWolf Oritsetimeyin
13:10 Depart heliport for SeaWolf Oritsetimeyin
14:20 Arrive on board SeaWolf Oritsetimeyin, received rig orientation and introduced to
key personnel

Wednesday 25 May 2011
06:00 In attendance SeaWolf Oritsetimeyin, work with rig personnel and general training
including measurement of RPD, inputs into system and review stability

Thursday 26 May 2011
06:00 In attendance SeaWolf Oritsetimeyin, continue to work with rig personnel and
general training including measurement of RPD, inputs into system and stability
13:05 Attend rig move meeting on board
14:25 Meeting completed, no move forthcoming due to weather
18:00 Received confirmation from F&G that maximum RPD for Super M2 class is 63mm

Page 11 of 28
Friday 27 May 2011
06:00 In attendance SeaWolf Oritsetimeyin, check measurements and console inputs with
Barge Master, reset console alarm point from 70mm to 35mm
Stbd A‐97251 B‐97238 C‐97251 Max RPD‐13
Bow A‐97113 B‐97069 C‐97062 Max RPD‐51
Port A‐97128 B‐97103 C‐97141 Max RPD‐38

12:35 Departed Oritsetimeyin for Port Harcourt
13:25 Arrived heliport Port Harcourt
13:45 Depart heliport for hotel
14:10 Arrived Genesis Hotel, on stand‐by

Saturday 28 May 2011
06:00 On stand‐by Genesis Hotel Port Harcourt, prepare procedures for leg extraction
operations

Sunday 29 May 2011
06:00 On stand‐by Genesis Hotel Port Harcourt, continue preparing procedures for leg
extraction operations

Monday 30 May 2011
06:00 On stand‐by Genesis Hotel Port Harcourt, continue preparing procedures for leg
extraction operations
12:30 Submitted proposal for leg extraction to SeaWolf management

Tuesday 31 May 2011
08:00 Received call from agent for pick‐up
08:35 Depart Genesis Hotel for heliport
09:05 Checked in heliport for flight to SeaWolf Onome
13:25 Departed Port Harcourt for SeaWolf Onome
14:20 Arrived FPSO offshore Calabar
17:05 Boarded Elm River for transfer to SeaWolf Onome
18:35 Elm River departed FPSO
19:30 Arrived SeaWolf Onome

Wednesday 01 June 2011
06:30 Morning meeting with on board personnel, review procedures and documents with
supervisors and identify any issues that may hamper operations, review divers
report and video
12:30 Check all legs and jacking structures
Stbd A‐70904 B‐70802 C‐71005
Bow A‐70363 B‐70402 C‐70344
Port A‐70637 B‐70829 C‐70662
15:35 Attempt local control on port leg
16:00 Wait on morning to commence leg extraction operations

Thursday 02 June 2011
07:45 Hold pre‐task meeting with available crew to discuss operations for the day
08:30 Review jacking panel operations with Barge Master
Page 12 of 28
09:45 Checks complete
Stbd 70896 ULM, 190mm RPD
Bow 70378 ULM, 58mm RPD
Port 70653 ULM, 127mm RPD
10:00 All stations ready, lower hull 1 ft
10:05 Check all legs prior to next jacking cycle and adjust as required
10:55 All stations ready, lower hull 1 ft
11:00 Check all legs prior to next jacking cycle and adjust as required
11:35 Draft check at low water is 14 ft, break due to severe thunderstorm
13:40 Skies clearing, all stations ready, lower hull 1 ft
13:45 Perform check of legs, commence low pressure jetting to bottom of starboard
spudcan on rising tide
18:00 Draft check at high water is 19 ft

Friday 03 June 2011
00:00 Continue leg extraction per program
00:30 Draft check at low water is 14 ft
14:50 Lower stern by 0.5 ft
17:00 Level rig due to bow leg lifting
Stbd A‐69847 B‐69676 C‐69847
Bow A‐69247 B‐69265 C‐69227
Port A‐69519 B‐69646 C‐69526

Saturday 04 June 2011
00:00 Continue leg extraction per program while waiting on Drill Pipe
09:30 Lower hull 1ft by stern
13:00 Level rig as required and check legs
Stbd A‐70066 B‐69901 C‐70066
Bow A‐69247 B‐69265 C‐69227
Port A‐69812 B‐69939 C‐69787
19:10 Drafts: Stbd‐20 Bow‐21 Port‐20

Sunday 05 June 2011
07:15 Manually strap water depth at starboard, bow and port outboard
Water depth based on soundings, divers reports, etc is 57.5 ft CD
08:09 Drafts: Stbd‐19 Bow‐20 Port‐19
Page 13 of 28
08:30 Lower hull 1ft and level rig
Stbd A‐69647 B‐69495 C‐69671
Bow A‐68974 B‐68973 C‐68964
Port A‐69366 B‐69469 C‐69341

Monday 06 June 2011
02:33 Drafts at high water: Stbd‐17 Bow‐18 Port‐17
Stbd A‐69314 B‐69137 C‐69289
Bow A‐68723 B‐68723 C‐68686
Port A‐69134 B‐69235 C‐69122

Tuesday 07 June 2011
No change noted overnight, jack back to light draft
09:40 Raise hull by 1ft and check legs and jacking structures
Stbd A‐69952 B‐69813 C‐69990
Bow A‐69356 B‐69354 C‐69329
Port A‐69723 B‐69901 C‐69736

No jacking planned for today, continue with LP jetting starboard and port
09:35 Oak River alongside starboard with required pipe and equipment for washout
Stbd A‐69951 B‐69811 C‐69989
Bow A‐69368 B‐69342 C‐69368
Port A‐69711 B‐69889 C‐69737

02:00 Weather increasing, prepare to jack up
No jacking planned for today, continue with LP jetting starboard and port
Clear aft inboard leg wells, receive required crews on board
Stbd A‐70574 B‐70447 C‐70625
Bow A‐69977 B‐69977 C‐69945
Port A‐69711 B‐69889 C‐69737

Friday 10 June 2011
Page 14 of 28
Continue clearing aft inboard leg wells and preparing equipment for washout
15:00 Pick‐up mule shoe and begin running same on 3.5” drill pipe
19:15 Tag hard soils at 116 ft from main deck, continue washing down to 196 ft from main
deck
23:35 Tag spudcan at 199 ft from main deck, attempt to kick off

00:30 Pre‐task meeting with crew
01:00 Jack to level rig
01:05 Lower hull 1 ft, check legs and jacking structures
Stbd A‐69647 B‐69520 C‐69723
Bow A‐69038 B‐69037 C‐69025
Port A‐69555 B‐69670 C‐69543
07:15 18 ft mean draft at high water
08:30 Pull washout assembly, induce bend at first joint and re‐run same

Sunday 12 June 2011
Unable to kick off with assembly, pull same and prepare to spot SAP pills at each leg
And let sit 24 hours
15:45 Washout assembly pulled and laid out
17:10 Completed mixing SAP per program, spot each leg per program
22:00 Completed spotting SAP at each spudcan
Monday 13 June 2011
Continue to let SAP soak while modifying mule shoe to kick off
Hold required safety drills
14:10 Pick up and run modified mule shoe
16:30 Fire Alarm sounded, announcements made for drill
16:40 Abandon Alarm sounded, announcements made for drill
16:45 All clear sounded, announcement made for all clear
18:00 Check legs and jacking structures
22:50 Tag spudcan at 194 ft below main deck, rotate assembly and kick off
22:55 Kick off successful, begin washing from 194 to 204 with 1000 GPM at 1300 PSI
23:32 Pull starboard leg from 227.4 to 226.4

01:25 Pull starboard leg from 226.4 to 225
Modified shoe too hard to work, request welder to fabricate new shoe

Page 15 of 28


Friday 17 June 2011
00:05 Flush and check mule prior to running on port leg
00:30 Mule okay, run down to tag port spud can
07:20 Jack down port and bow to level rig on falling tide


Sunday 19 June 2011
02:00 Lower hull by 2ft
05:00 Rig lifted 1 ft, pull down 1 ft
05:15 Port leg “B” chord shed load and sheared B1 pinion while swapping jetting lines
05:20 OIM on deck and Oak River on close stand‐by
05:30 TP on console to rotate pinions, all okay
05:45 Check port and starboard legs
Stbd: A‐64922 B‐65125 C‐64922
Port: A‐64770 B‐64592 C‐64796
06:25 Level rig by bow, Oak River called in to connect bow
06:45 Oak River on bow bridal
07:25 All legs pulling at 215 ft or less, shut down and wait on Marine crew
15:35 Marine crew on board
17:00 Meeting with principles to plan forward operations

Monday 20 June 2011
09:00 Pre‐task meeting with crews
09:10 Jack to trim by bow
10:30 Lower hull by port
10:45 Lower hull by port
11:00 Jascon 26 alongside with passengers
11:10 Jascon 26 away, jack all legs to 20ft draft
Stbd‐207.0
Bow‐219.1
Port‐202.0
11:35 Lower hull by port 2ft
12:00 3ft made on port
12:15 Pull port 3ft
Page 16 of 28
12:25 Diagonal from horizontal to chord “B” separated at horizontal +/‐ 190ft and diagonal
from horizontal to chord “C” separated near chord
13:10 All jacking shut down due to fuel pressure differential, change filters on 1 engine
15:00 Filters changed, second engine back on line
16:20 Level hull for helicopter
16:45 Lower hull 1 ft by port
Stbd‐208.0
Bow‐222.5
Port‐197.0
17:15 Lower hull 1ft by bow
17:50 lower hull 6in by port
18:05 Inboard pinion B3 port leg sheared
18:10 Advised that engine needs to be taken offline for fuel filter change
Stbd A‐63398 B‐63246 C‐63475
Bow A‐67412 B‐67462 C‐67412
Port A‐59893 B‐60024 C‐59867
21:50 Balance loads between remaining pinions “B” chord port leg
Noted load sensors not working/not accurate on port leg
Wait on daylight for further operations

02:50 Call with SeaWolf CEO on way forward
04:45 Jascon 26 available but not ballasted for towing operations
05:10 Contacted fueling station to fuel Jascon 26, not cooperative
05:50 Attempt to swap Oak River and Jascon 26
06:20 Operation aborted, Oak River maintaining tension on bow bridal
08:30 ESD for ADSW platform engaged
08:45 Insufficient tugs for moving rig off location, abort all operations
08:50 Re‐pin rig, down on all legs
09:00 Oak River at full ahead to keep rig off platform
09:10 Oak River on 90% ahead, secure from jacking, back to 1 engine
S‐214.5
B‐220.5
P‐196.5
09:15 Oak River instructed to maintain tension on the wire as rig settles
16:30 Rig settling by starboard, jack starboard 2 ft down
17:15 Rig settling by starboard, jack starboard 1 ft down, raise bow 1ft
17:25 Secure from jacking, back to 1 engine
S‐217.5
B‐219.5
P‐196.5
18:10 Jascon 26 on station and ballasted for towing
18:15 Jascon 26 connected starboard bow
19:05 Jascon 26 on 50% @ 300
19:20 Pre‐task meeting with on tour crews
19:30 Commence raising legs in 1 ft intervals
19:45 Making distance off platform, continue raising all legs in 1 ft intervals
Jascon 26 on 60% at 330
20:10 Secure jacking bow to swap jetting hoses
20:15 Bow hoses swapped, continue jetting
Page 17 of 28
20:20 Jascon 26 parted main tow wire, down on stern legs
20:35 Down on bow leg
20:50 Rig secure from jacking operations 5ft from platform
21:05 Secure from further operations until weather improves
22:00 Weather:
Winds WSW 15‐20 knots
Seas SSW 4‐7 ft at 10‐12 seconds

00:00 Weather:
Winds W 10‐15 knots
07:20 Oak River released from bow
08:25 Sanco Brilliance connected to bow main bridal, payout 200m and stand‐by on 30%
12:00 Fuel Filters changed on second engine, engine on line
Weather:
Winds SW 5‐10 knots
12:20 Jack legs to level rig, back to 1 engine
12:30 Winds and seas calming, discuss departure at slack water with Sanco Brilliance
14:30 Requested second engine on line, check all legs
Stbd: A‐67132 B‐66955 C‐67158
Bow: A‐61265 B‐61240 C‐61240
Port: A‐68046 B‐68249 C‐68020
15:15 Jack to level rig
15:20 Take second engine off line to conserve filters
18:00 Roe River on location, called in to connect
18:10 Roe River connected starboard aft, payout 150m and stand‐by
19:00 Pre‐jack meeting with on tour crews
19:20 Senko Brilliance on 50% @ 295, all stations ready, commence raising legs
19:30 Stop to swap jetting lines port leg
19:45 Continue raising all legs
19:50 Starboard leg sticking, stop jetting port and bow, continue jetting starboard with all
available water
20:00 Work starboard up and down to free up
20:30 Swap jetting lines starboard
20:45 Jetting lines swapped starboard
21:05 Swap jetting lines port
21:20 Jetting swapped port, continue raising all legs
22:20 Bridal parted at thimble, pin all legs
22:50 Rig pinned at 283 heading and 15‐20ft from platform
23:00 Discuss options for leaving location with operator and client
Release Roe River to retrieve bridal from Oritsetimeyin
Call divers for starboard leg operations
Clear broken bridal from bow

Roe River to arrive Oritsetimeyin @ 12:00
Divers to arrive Onome at 08:30
Page 18 of 28
07:15 2 engines on line, level rig by port and bow, commence jetting starboard, take
second engine offline to conserve filters
08:25 Truckee River alongside starboard with divers and equipment
09:40 Jascon 26 connected port forward at request of operator
12:45 Sanco Brilliance connected starboard forward at request of operator
13:25 Pre‐Task meeting w/ rig and dive crew
13:30 Second engine online
13:40 Jack bow and port legs to weight up same
13:45 Commence pulling starboard leg for inspection
15:35 Secure from jacking to swap jetting hoses starboard
Stbd: A‐62179 B‐62103 C‐62205
16:40 Hoses swapped, continue jetting and pulling starboard
Mounts for B3 gearbox bow reported failed, release brakes and secure gearbox
17:30 Secure from operations as dive crew cannot operate at night, back to one engine
20:00 Second engine on line, level rig on the tide
20:20 Rig levelled, back to one engine

Friday 24 June 2011
06:30 Morning meeting with on board personnel, second engine on line
07:30 Roe River on location with bridal from Oritsetimeyin and away
07:35 Check jacking system, unable to jack unless overrides used due to bow leg B3
gearbox failure
08:20 OIM request to jack up on emergency override to install rack chocks on “B” chord
bow to ease securing B3 gearbox
08:40 All stations ready, jack up 1.5 feet to install rack chocks bow leg
08:50 Rack chocks installed bow leg “B” chord
09:10 Jack port and starboard to level rig
14:10 Sanco Brilliance released to assist with bridal installation
16:00 Pick up bridal from Sanco Brilliance on recovery line and install same, welding of B3
gearbox completed
16:25 Sanco Brilliance reconnected starboard forward
18:10 Attempt to level by bow, unable to jack due to signal issues on B3 Bow, level by port
and starboard
18:15 Wait on daylight for further operations, back to one engine

06:30 Morning meeting with on board personnel, second engine on line
08:30 Divers in water starboard leg to inspect for debris
08:55 Divers out of water, hose assembly spotted but no other debris noted
10:10 Oak River alongside starboard with food container and away
10:30 Roe River alongside starboard side with basket for navigation and away
11:00 Wait on primary Tow Vessel before continuing operations, secure second engine
13:20 Advised B1 gearbox on starboard leg un‐mounting, welder called to secure same

Sunday 26 June 2011
06:45 Contacted Armada Tuah 101 and advised she is in field
07:15 Check of all legs complete and okay, Armada Tuah 101 alongside starboard for
inspection
07:35 Armada Tuah 101 boarded for inspection / pre‐move meeting
Page 19 of 28
09:05 Disembarked Armada Tuah 101, accepted for tow, navigation continuing to set up
equipment
09:30 Senco Brilliance released from starboard bow
12:00 Oak River alongside starboard to receive food box and equipment
12:15 Oak River away
12:25 Armada Tuah 101 alongside starboard with navigation
12:30 Armada Tuah 101 departed to make ready for tow
13:10 Armada Tuah 101 connected bow main bridal, payout 150m and maintain 300 x 30%
13:25 Second engine on line
13:35 Test jack, unable to jack even on override due to motor disconnected on bow leg,
request electrician/ET to secure motor on deck and reconnect same
13:45 Jascon 26 released from port forward
14:10 Jascon 26 connected starboard aft, payout 150m x 005 heading and stand‐by
15:25 Bow B3 motor reconnected, jacking back on line, Barge Master to bow leg
15:30 Jack bow leg to 16ft draft and level by stern
15:35 Overpull starboard to 18ft draft on falling tide and continue working to verify free

Monday 27 June 2011
01:30 Starboard verified freely moving at 173ft ULM, weight up all legs and wait on
daylight for dive operations
06:30 Morning meeting with on board personnel, open jetting all legs, prepare second
engine for operations
07:10 Second engine online
07:30 Starboard pulled to 169ft ULM, secure and swap jetting connections, prepare to
jump divers
08:05 Divers in the water starboard side
08:25 Divers out of the water, hose and pipe identified at 35’ below the surface, clear to
jack at present
08:55 Commence working port leg for departure
09:15 Secure from jacking to clear debris in way of rack chocks port
09:20 Debris cleared, lower port 10ft to swap jetting lines
09:25 Secure from jacking, “A” chord upper guide inboard dislodging on port
09:35 Guide secured, jack 6ft to swap jetting port
10:35 Down 4ft on bow to swap jetting, no swivel
11:00 Down on bow to level
11:45 All hoses cleared
12:05 Pull all legs to unpin
12:16 Secure from jacking, bow leg dragging, install jetting

Jascon 26 surged her tow line and broke same even with instructions from yesterday
to maintain a heading of 005° and keep a slack wire unless called. Rig re‐pinned until
a suitable tow vessel is supplied

12:40 Jascon 12 starboard side for inspection and pre‐move meeting
14:00 Jascon 12 accepted for tow, requested to remove shock line and stand‐by for
operations on morning tide
14:45 Weather coming down, pre‐jacking meeting with crew
15:00 Pin port and bow legs to ensure no movement
15:20 Raise starboard leg and stop, no elbow on jetting line
Page 20 of 28
15:25 Elbow fitted, continue raising starboard
15:40 Stop starboard to remove jetting line and continue
15:50 Secure from jacking starboard at first obstruction 138ft ULM
15:55 Obstruction cleared and secured inside bracing, continue raising starboard
16:00 Secure from jacking at 125 ULM, prepare for dive operations
16:20 Diver in the water
16:30 Recorded 55 ft water depth at starboard leg, no obstructions spotted
16:40 Diver out of the water
16:50 Raise starboard additional 25 ft
17:05 Secure from jacking at 99 ULM, 15 ft penetration
17:15 Diver in the water
17:30 Diver out of the water, no additional obstructions spotted, secure 16” HDPE pipe
and 13 3/8” casing inside leg
17:45 Pipe secured, re‐pin starboard leg
18:05 Secure from jacking starboard, leg taking weight at 126’ 3” ULM
RPV all chords at 31.5”

06:50 Instructions for departure passed to all parties
08:30 Check jack all legs 1 ft down, okay
08:25 Commence pulling port leg (175 ULM / 16ft draft)
08:35 10ft pulled on port, port okay for jacking, Jascon 12 called to connect
09:05 Jascon 12 connected starboard aft
09:10 Roe River advised to make ready for escorting tow
09:40 All stations ready, raise port even with starboard
09:50 Secure from jacking to disconnect jetting port
09:55 Resume raising port
10:00 Raise all legs
10:05 Secure from jacking to disconnect jetting starboard and bow
10:10 Starboard and bow ready, obstruction at port leg “C” chord, clear same
10:15 All stations ready, resume raising legs
10:30 Bow leg off bottom, rig moving off location
10:35 Stop bow leg to clear mooring line on “C” chord
10:45 Stern legs off bottom, rig off location
11:00 Bow leg cleared, continue raising bow from 74 ULM
11:05 Secure from jacking to perform checks, rig cleared 500m exclusion zone
Stbd – 58.0 Bow – 70.5 Port – 58.0
Draft 16.5
11:10 Continue raising bow to 58.0 ULM
11:15 Secure from jacking with all legs at 58.0 ULM, clean mud from spud cans
12:15 Raise port to 55.0 ULM
12:25 Raise starboard to 55.0 ULM
12:30 Raise bow to 55.0 ULM, secure second engine
12:35 Pitch at 1.25 every 16 sec
Roll at 2.0 every 20 sec
Continue clearing mud from spud cans
13:30 Advised that river passage at night forbidden by Nigerian Navy, requested Armada
Tuah 101 to make way to fairway buoy and hold station for passage at first light

Page 21 of 28
05:15 2nd engine online
06:05 Lower bow leg 3 ft to rinse mud
06:10 Raise bow to stowed position
06:15 Armada Tuah 101 making way for river passage
06:20 Bow stowed at 50 ft ULM
06:25 Lower Starboard and Port 3 ft to rinse mud
06:35 Raise starboard and port to stowed position
06:40 Port stowed at 50 ft ULM
06:45 Starboard stowed at 50 ft ULM
07:00 Check all legs
Starboard 50’ 1.0” ULM
A – 1016 B – 1019 C – 1013
Bow 50’ 5.0”
A – 1190 B – 1190 C – 1190
Port 50’ 0.8”
A – 1290 B – 1260 C – 1300
07:30 Continue to clean mud from spud cans
14:05 Pilot on board Armada Tuah 101
14:30 Recovered lower guide on top of starboard spud can in area of “B” chord
15:15 Armada Tuah 101 requests to make passage to Port of New Calabar. Passage
recommended by Pilot/Harbor Master as Parrot Island not safe at night. Permission
granted to proceed with passage.

Friday 1 July 2011
00:00 Rig under tow to Port of New Calabar via the Calabar River
02:30 Pre‐jack meeting with on tour crew
03:25 Armada Tuah 101 to holding, Jascon 12 to stop
03:30 Speed less than 0.5 knots, 0.3Nm from location, maneuvering ahead
03:50 Lower legs adjacent to location
04:05 Legs on bottom, 19 ft estimated penetration
04:20 Jascon 12 released starboard stern for repositioning
05:45 Armada Tuah 101 requested disconnect, will not assist the rig quayside as it will
endanger his vessel
06:10 Armada Tuah 101 disconnected from bow
06:20 Jascon 12 reconnected port bow, work all legs to maneuver for better rig position as
rig in middle of shipping channel
07:30 Pin all legs
07:45 Rig pinned with 16.5 ft draft, Jascon 12 released
Stbd‐77 ft ULM
Bow‐78 ft ULM
Port‐82 ft ULM
09:45 Pilot on board Onome
10:00 Jascon 12 connected port bow
11:05 Roe River connected starboard stern
12:45 Current slacking, raise all legs
12:50 Legs off bottom, pilot maneuvering
13:15 Raise all legs 1 ft
13:25 Rig struck quayside port quarter, pin all legs

Page 22 of 28
13:35 All legs pinned
Stbd‐85.7 ft ULM
Bow‐84.5 ft ULM
Port‐93.5 ft ULM
13:45 Rig up to run port forward windlass to quayside bollard, Jascon 12 released to assist
15:10 Port forward windlass connected to quayside
15:25 Jascon 12 connected starboard forward
15:30 Pre‐task meeting with OIM, Barge Master and on tour crew
15:40 Commence working legs and winch for position
16:40 Pin all legs, current to strong
16:55 All legs pinned w/ 16 ft draft
Stbd‐96.0 ft ULM
Bow‐102.0 ft ULM
Port‐101.0 ft ULM
17:15 Jascon 12 released
17:20 Roe River released
17:25 Take second engine off line for filter change and wait on slack water for positioning
23:30 Second engine on line, pre‐task meeting with on tour crew
23:40 Hull draft 16ft, lower hull 4 ft

Saturday 2 July 2011
00:10 Roe River clear from quayside, wait on slack water for positioning
01:10 Jascon 12 connected starboard stern
01:20 Raise bow and port to 88 ft ULM
01:25 Raise all legs to 87 ft ULM, moving forward, lower legs back to 88 ft ULM and wait on
slack water
01:40 Raise all legs to 87 ft ULM and maneuver for position
01:50 Pin stern legs
02:00 Work stbd leg and raise port
02:50 Pin all legs
03:05 All legs pinned with 16 ft draft
03:35 Raise hull by 2 ft
03:40 Jascon 12 released from stern
04:50 Raise hull 5 ft and check all legs and jacking structures
06:15 All legs and jacking structures okay, raise hull 6 ft in 1 ft intervals and level rig,
observe for any settling
07:15 Rig on location Port of New Calabar
Lat: 05° 00’ 31.9” N
Long: 008° 18’ 59.1” E
Heading: 129°
Water Depth (CD): 43 ft

08:10 Check legs and tide
Water Depth: 43 ft CD
Tide at Time: 9.8 ft
Overall W/D: 52.8 ft
Draft: 1 ft
Stbd: A‐36347 B‐36360 C‐36353 Max RPD – 13 Penetration – 17.5 ft
Bow: A‐36004 B‐36042 C‐35992 Max RPD – 50 Penetration – 16.5 ft
Port: A‐35253 B‐35234 C‐35253 Max RPD – 19 Penetration – 13.9 ft

Page 23 of 28
Remarks

The following is based on observations during the recovery and subsequent rig move of the
SeaWolf Onome from Offshore Calabar to the Port of New Calabar. They are not meant to
be derogatory in nature but are meant to assist the unit in identifing problems that should
be rectified to ensure more efficient rig moves in the future.

Jacking Systems

Having been under tremendous stress for over 5 months it was apparent that the jacking
systems were beginning to fail during operations to recover the unit. With 2 sheared pinion
on B chord port (B1 and B3), a failed gearbox on B3 Bow and a failed gearbox on B1
Starboard, and with multiple leaks from gearboxes on all legs, it is recommended that a
thorough inspection be made by an OEM representative and necessary/recommended
repairs be carried out prior to any further jacking operations. If jacking operations are
required to carry out such inspection and repair they should be limited in nature.

Legs and Jacking Structures

Having exceeded the OEM limits for RPD by a sizeable margin a fair bit of damage was noted
to the hull structure in way of the guides, jacking structure in way of the upper guides and
leg structure in way of the horizontal and diagonal bracing (bent and/or separated).

Deformation of the chords in way of the port and starboard legs was also noted as was
severe wear of the rack in regards to these legs.

Although the Bow leg was in fairly good condition and deficiencies were not noted on the
initial inspection, upon recovery it was noted that one horizontal had separated between
the A and B chords and multiple cracks were noted on the welds at the 183 ft level (marked).

Due to the amount of damage it is recommended that a competent team perform a full
inspection of the leg structures and that required/recommended repairs be carried out prior
to placing the unit back into operation.

Stability

An estimated afloat stability was performed by the Barge Master prior to operations and
checked by myself prior to getting underway however, once underway it became obvious
that the unit was quite a bit heavier than calculated.

Using the same stability and backing out all the loads I then used the same program and
sheet to calculate based on the sample loading condition in the units Operations Manual.
The load condition generated by the onboard stability program matched perfectly with the
sample condition from the Operations Manual.

As the actual displacement was approximately 655t greater than that calculated and based
on conversation with the Barge Master on the sister ship Oritsetimeyin who states the same
problem exists on that unit, I suspect that there may have been a problem with the incline
experiment.

Page 24 of 28
For this reason I would recommend that the incline be re‐examined by the builders to
confirm its validity and if no discrepancies are found then a deadweight survey should be
performed to identify and resolve this issue as this will affect all modes of operation.

Instrumentation

Many of the instruments aboard the Onome were found to be either not working or out of
calibration. This included level gauges, draft gauges, tank gauges and load cells for the pinion
load monitoring system.

In regards to the level gauges, it is highly recommended that the rig be levelled using water
tubes and all level gauges, whether manual or electronic, be recalibrated or reset based on
this levelling.

In regards to the draft gauges it appears they are actually air gap gauges as they are set to
measure ullage versus depth. If they are in fact draft gauges, they should be set as such and
the sensitivity should be adjusted so that minor fluctuations can be observed and recorded.

In regards to tank gauges, they should be repaired or replaced so that accurate
measurements are recorded and displayed.

In regards to load cells, these should be checked and calibrated/replaced as part of the
Jacking System work scope.

Power Generation

On several occasions operations were interrupted due to fuel differential readings that were
close to the set points for engine shut down. As only two of four engines are available at the
present time it is recommended that the additional engines are repaired and placed back
into service at the earliest convenience.

Further it is recommended that a settling tank be incorporated into the fuel system or that
one storage tank on board is cleaned and designated as a settling tank to avoid future
problems caused by dirty fuel.

Local Control Stations

Though no problems were noted with the local control stations for transferring loads to and
from the pinions, it is recommended that some of these stations be relocated so that the
pinions can be viewed during local control operations. C chord on the Bow and A chord on
the port specifically.

Sea Water Systems

It was noted during the jetting operations that the overboard valve could not be isolated so
as to supply the full resource of water available to the rig. This valve should be fully serviced
and maintained on a regular basis. If not, it will take longer to conduct preload operations
and it will adversely impact the efficiency and effectiveness of the low pressure jetting
system.

Page 25 of 28
It was further noted that only one of three raw water supply pumps was operational during
my stay on board. Even if it is not used, an additional pump(s) should be available at all
times in case of emergency such as a fire or blow out.

Jetting

When rig crews were asked how they knew which connection was upper and which
connection was lower they all stated that the knowledge was passed to them and based on
drawings. As I have found shipyard drawings to be incorrect in some instances it was my
intention to verify this once the spud cans were at the surface. I was disappointed to find
out that there are no jetting connections between 50 (stowed) and 100 ULM.

I would recommend that all jetting be verified either by adding additional connections at
deck level in the stowed position or by divers prior to placing the unit back into service and
once verified, signage should be placed adjacent to the connections.

It was also noted that all gauges from the high and low pressure manifolds at the deck have
had their gauges removed and bull plugs installed. These gauges should be replaced prior to
placing the unit back into service.

It was further noted that most valves could not be operated by hand. All valves should be
fully serviced and operable by hand. Large wrenches should not be used to “dog” the valves
nor should they be required to open the valves.

Spud Cans

It was noted that all spud can hatches had 4 metal blocks integral to the covers which left a
sizable gap at the hatch open to the sea/soils. In my experience I have never seen such a
design and would question the designer/builder as to the reason for this.

This gap over time will allow marine life, silt and mud to accumulate in the spud cans which
over time will displace the liquids with solids and create a stability issue as well as a
hazardous situation when it comes time to do an inspection.

Anchor Windlass

As the unit is a next generation jack up with a low tolerance (63mm) for RPD, it is
recommended that the 2 stern windlass units be reinstalled and anchors reconnected for
future platform moves. As many outside movers will use the legs to brake the unit when
approaching a platform and not perform any stress relief, this can lead to RPD and
equipment issues.

It is further recommended that a policy be developed and implemented for the use of the
anchor windlasses in the event of a platform move or for a move onto a location where
positioning is critical.

Safety Equipment

Most safety equipment on the main decks (Life rings, life rafts, epirbs, etc) had been
removed due to the constant boarding seas experienced over the last 5 months. For this
Page 26 of 28
reason it is recommended that a thorough inspection and replacement program be
undertaken to bring the units safety equipment back into class compliance.

Lifeboats: these were regularly checked and operated during my time on board and no
deficiencies were noted

Fast Rescue: It was noted that the fast recue craft was non operational and awaiting parts
for repair/servicing. It is recommended that this piece of equipment be repaired and tested
at the earliest convenience prior to putting the unit back into service.

Vessel Requirements

There was no set policy in regards to vessels required to move the rig that I could locate on
board the unit. This allowed the operator to supply SeaWolf with many sub‐standard vessels
for moving the rig off location.

A set policy requiring certain standards in vessels supplied or used on rig moves should be
developed and implemented to avoid this problem in the future.

Documentation

Rig Moves: Documentation in regard to previous rig moves appeared to be non‐existent on
board the rig. A system should be put in place to store all records in regards to rig moves so
that information is readily accessible to personnel requiring it.

Logs: A numbered page log book should be established to track all events during the course
of the rig move and the log should be kept near the jacking console.

Equipment: A review of the instructions manuals for the various equipment used in the
move process should be had. It was noted that a good amount of documentation and
instructions aboard the unit either hard copy or soft copy were carried over from
Transocean and this is not ideal as Transocean does not currently operate any Super M2
class rigs. It is recommended that all such documentation be removed from the unit and
replaced with either OEM or in house developed documentation and instructions.

Publications

Many publications I am used to finding on board a MODU and required by class could not be
located on board the Onome. As the rig is classed by ABS and registered in Panama, a
complete listing of required publications can be obtained from those agencies.

Personnel

Though many of the personnel on board are able and willing to take on certain tasks, the
competency is not there due to limited knowledge and lack of training. The Onome, being a
latest generation jack‐up, requires crew competence for proper operation. It is
recommended that those people identified to assist with the rig move whether it be jacking
or measuring RPD’s, undergo in house training.

Page 27 of 28

My thanks to Mr. Tom Alison (OIM), Mr. Ayman Tawfik (Barge Master) and John Okpara
(Toolpusher) for their dedication to and assistance in this difficult recovery and rig move.

My thanks also to the crews of the Onome who kept the faith and kept me going; I look
forward to working with them again in the future under better circumstances.

Erik Riddle
Consulting Partner
Integrity Offshore
+1 970 2340483
eriddle@integrityoffshore.com
www.integrityoffshore.com

Page 28 of 28

IO RMP Onome Move 6

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IOR-Onome-RM6 Dated: 17 May 2011

10 Final Position Report 18

11 Remarks & Recommendations 19‐20

STBD LEG BOW LEG PORT LEG

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