Marine Guidance Notes Revision 1

MGN.13 Aug. 95

LOCATION MOVES OF SELF ELEVATING UNITS

1 Aim and Scope

1.1 This procedure outlines the preparations and requirements for attending field and
location moves of self-elevating units as Warranty Surveyor, Towmaster (Rig Mover)
or Client's Representative.

1.2 It includes approval of the move if attending as a warranty surveyor.

2 Qualifications
The move shall be attended by a qualified Marine Surveyor with suitable relevant
experience in field and location moves of self-elevating units.

3 Definitions and Responsibilities

3.1 Field Move - A field move is any move within or in the vicinity of an oil or gas field or
other area of operations and which can be completed within the time for which a
reliable good weather forecast may reasonably be expected, having due regard to
area and season. Jacking or other operations at the start and finish of the move shall
be taken into account

3.2 Location Move - A move which, although not falling within the definition of a field
move, may be expected to be completed with the unit essentially in field move
configuration, without overstressing or otherwise endangering the unit, having due
regard to the length of the move, area (including availability of sheltered locations),
weather forecasting facilities and season.

3.3 Towmaster (Rig Mover) - is responsible to the OIM (via Barge Master /Engineer if
applicable) for planning and control of the move, including briefing personnel,
contingency plans, routeing, timing, connection and operations of tugs and
associated vessels and the laying and recovery of the anchor pattern. He should
ensure that the unit is always operated in a safe and proper manner and in
accordance with the operating manual and any previously agreed procedures.

3.4 Warranty Surveyor - has no executive authority on the unit and attends on behalf of
the assured (usually the unit's owner) to monitor the manner in which the move is
performed. Where necessary he shall submit recommendations to the assured's
representative in order that the unit is always operated in a safe and proper manner
and in accordance with the operating manual and any previously agreed procedures.

3.5 Client's Representative - attends the move on behalf of one of the involved parties to
represent that client's interest by observation, examination and recommendation.
Where the surveyor is acting as client's representative, the extent of executive
authority vested in the surveyor is a matter of agreement with the client and should
be fully understood by all parties.

4 Guidelines and Criteria

0009/NDI - Self-elevating units - guidelines for operations & tows
0014/NDI - General Guidelines for Marine Transportations
0021/NDI - Guidelines for the Approvability of Towing Vessels
HSE Safety Notice 16/90 - Movement and towage of self-elevating offshore
installations
Merchant Shipping Notice No. 1406 - Tows: Navigational Information
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MGN.13 Aug. 95

5 Clients Requirements
The surveyor shall ensure that the client's requirements are fully understood
including awareness of his role in the operation together with his duties and
responsibilities. Details of the scope of work including the form of reporting will
normally be provided to the surveyor in the Rig Work Instruction form (see
Attachment 2) contained in the field file.

6 Planning
6.1 Previous move reports. The surveyor should study any previous reports relating to
location moves of the unit. Where previous recommendations have not been acted
upon, providing that they remain pertinent, they should be resubmitted after
discussion with the client's representative,

6.2 Route planning. Route planning is the function of the towmaster on board. However,
such planning should be agreed with the rig manager and the warranty surveyor. It is
also the responsibility of the towmaster to notify the appropriate marine authorities of
the impending move of the unit.

6.3 When planning the routeing of the tow, consideration will be given to waterdepth,
seabed obstructions, installations located along the proposed route, traffic
separation schemes, current and tidal information and the capacity of the tugs.

6.4 Weather forecasts. Obtaining a weather forecast is a pre-requisite of any move.

Forecast sources as well as a means of receiving forecasts whilst on passage shall
be identified. The operational limits for departing, the route, and the arrival location
should be determined. Speed on passage should be conservatively assessed when
considering the approach of weather systems along the route to allow time to effect
contingency plans if required.

6.5 Limits of the operation should wherever possible be discussed with the weather
forecasters who should be requested to predict the probability of the exceedence of
those limits. Where available probability based rather than categorized forecasts
should be obtained.

6.6 Contingency plans. Contingency plans should be prepared as a part of the route
planning, taking into account areas of shelter or standby locations.

7 Location Data
7.1 Review of location data. The surveyor shall thoroughly familiarise himself with the
departure location and the intended location to which the unit is to be moved.
Particular note is to be taken of the nature of the seabed and the result of any debris
surveys carried out so as to identify any anchor holding difficulties or any
emplacement hazards. This location information is contained in the Noble Denton
field file for the unit.

7.2 Proximate structures and hazards. In addition to the above, regard should be had to
the waterdepth, tidal and current information, particularly when close manoeuvring to
subsea structures, pipelines or neighbouring platforms is required.

8 Stability
8.1 Stability and condition. Prior to the start of the move the surveyor shall carry out a
check on the stability of the unit by reviewing the barge engineer's calculations. This
will be the initial floating stability with the legs in the tow position (It should also be
determined whether the spud cans are empty or full). The check should determine
the tow draught of the unit and the allowable KG for the unit at that draft and
condition.
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MGN.13 Aug. 95

8.2 Where possible the actual drafts should be read at the departing location in order to
compare them with the calculated drafts to confirm the towing condition.

8.3 A comparison shall be made between the KG as calculated and the allowable KG
derived from the curves held in the unit's operations manual.

8.4 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.

8.5 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 ft 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.

8.6 At weather deck level, watertight and weather tight 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.

9 Towing Vessels and Towing Equipment

9.1 Inspection. The surveyor shall carry out a full inspection of any nominated towing
vessels and complete a tug report form. Each towing vessel shall then be assessed
for condition and suitability against the recommendations of the Noble Denton
Guideline 0021/NDI. Where conditions or local regulations do not permit physical
inspections of the towing vessels to be carried out, the surveyor is to use other
means to obtain the necessary information for approval and endorse the move report
accordingly.

9.2 Vessel deficiencies. Should the surveyor have a concern about the condition of the
tug, manning or state of the towing gear having inspected the vessel, then he shall
inform the master of the tug and the towmaster. Should the concern remain
unresolved then the clients representative should be advised and the reasons stated
as to why the tug is deemed unsuitable for purpose.

9.3 Unit's towing equipment. The surveyor shall carry out an inspection of the unit's tow
bridle. He shall satisfy himself that the bridle is in a good condition and suitable for
the proposed move. Checks shall also be carried out to confirm that the proposed
equipment is properly certificated. Any other connections for manoeuvring or
handling tugs should also be inspected and confirmed to be fit for purpose.

10 Seafastening
10.1 Inspection. 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.

10.2 Removal of seafastening. Seafastening shall not be removed during the move of the
unit or until preload has been completed.
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MGN.13 Aug. 95

11 On Board Certificate of Approval (if required)

11.1 The warranty surveyor shall issue the on board CofA for the move to the client's
representative only when he is satisfied that the unit has been adequately prepared
for the move and that the appropriate check list items have been addressed.

11.2 When circumstances arise where the surveyor considers that the proper procedures
are not being followed, the client’s representative shall be advised by
recommendation and a note made in the surveyor's log. If all means for solving the
particular problem have been exhausted then the surveyor shall contact his manager
who may deem it appropriate to contact the client directly.

12 Floating Condition
12.1 Limitations for going on and off location. The surveyor shall have regard for the wave
height or motion limitations noted in the operations manual for going on and off
location. In making this assessment the wave height and period together with the
nature of the seabed shall be taken into consideration.

12.2 Checklist items. Once the CofA for the move has been issued and the move is under
way there are a number of items which should be addressed by the surveyor. These
items may be found in the attached checklist and the surveyor should be satisfied
that they are being addressed on a regular basis. Items of prime importance are,
Seafastening
Watertight integrity (especially vents)
Weather
Weight distribution & stability

12.3 Critical Motions. The surveyor shall check on the unit's motions during bad weather
and ensure that the movement of the legs is within the limits of the critical motion
curve found in the operations manual for the unit.

13 Preloading
13.1 Preloading shall be carried out with an even distribution and in a staged manner. If
appropriate, initial preloading on a leg-by-leg basis in the water may be considered,
particularly where soil conditions are uncertain or when differential leg penetrations
are experienced. A leg-by-leg preloading in the water however, shall be performed
with caution and followed by a full preload at minimum airgap.

13.2 Preparedness. Adequate personnel should be on watch in the control room during
preloading, for the monitoring of the level indicators and in order to take timely action
in the event of a rapid penetration. The jacking console shall always be operable and
sufficient generators should be on line to allow appropriate jacking operations in
either direction.

13.3 Other operations carried out during preloading, including the moving of weights by
cranes and the landing of helicopters, shall not normally be permitted. Departure
from this may be permissible in certain circumstances, for example, where known
and proven soil conditions exist such that additional penetrations due to preloading
operations are expected to be minimal.

13.4 Bow tug. It is recommended that the bow tug remains secured to the main bridle
during preloading, particularly when located in uncertain seabed conditions or when
the unit has been emplaced close to a fixed installation. A departure from this
procedure may be considered when the unit is preloading at an open location in
stable seabed conditions. In such circumstances however, the bridle shall be placed
ready for connection and the tug shall remain close to the unit during the preloading
operation.
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MGN.13 Aug. 95

14 Reporting
14.1 Blank formats are provided in the field file, all sections of which shall be completed
by the surveyor in ink or typed. Different report formats may be used for different
clients. The normal move and CofA formats are:
FO-SJU-MOV (move short form)
FO-LJU-MOV (move long form)
FO-JUOB-COA (on board CofA form)

14.2 Damage. Should damage to the unit be sustained during the course of the move, an
addendum to the main report should be prepared. Although in addendum form, the
document should be complete in itself and therefore contain times, positions,
damage sustained and the known reasons for the incident. Wherever possible the
addendum should be accompanied by photographs.

14.3 Recommendations. Any significant outstanding recommendations or deficiencies

from previous survey reports should be recorded. These, with any new
recommendations arising from the move should first be discussed with the client's
representative.

14.4 Signing. The surveyor shall sign the draft, and when practicable, the final report to
the Client. All survey final reports are to be countersigned by a project authoriser.
Marine Guidance Notes Revision 1
MGN.13 Aug. 95

JACK-UP MOVE CHECKLIST

PRIOR TO MOVE /ISSUE OF ONBOARD C OF A
01 Previous move reports studied together with recommendations
02 Stability calculations completed and checked.
03 Tank levels confirmed and slack effects minimized.
04 Mud pits emptied if appropriate and valves secured.
05 Tubulars chained down or welded with H beams.
06 Deck equipment lashed, loose material tidied up.
07 Under deck stores secured including forklift truck.
08 Cantilever and Substructure securely pinned and wedged.
09 Raw water tower raised.
10 Jacking motors torqued.
11 Jacking panel and system tested.
12 Top drive and drawworks secured.
13 Drill floor cleaned of loose equipment.
14 All towing equipment checked and operational.
15 Lifeboats secured where necessary.
16 Emergency towing equipment ready for use.
17 Anchors, anchor buoys and anchor winches secured.
18 Towing lights and shapes prepared.
19 Ventilation covers, doors and hatches closed except where essential.
20 Cranes, booms and hooks secured.
21 Drain valves and overboard flanges secured.
22 Towing vessels checked and approved.
23 Pre-move meeting held with all crew.
24 Helideck equipment and fuel tank secured.
25 Discuss safe navigation and proposed routeing to next location with
towmaster and client's representative.
26 Appropriate final positioning navigation equipment & personnel on board
27 Unit is down-manned prior to move, if required.
28 Limiting weather conditions identified.
29 Rack chocks removed.
POST MOVE START /ISSUE OF ONBOARD C OF A
30 Check watertight integrity and ensure regular watertight checks are
carried out including sounding of tanks.
31 Tugs properly hooked up and gear stretched out.
32 Legs raised to correct tow position and rack chocks inserted where
appropriate.
33 Ventilation flaps, doors and hatches remain shut.
34 Regular checks carried out on equipment securing.
35 Regular reports on tugs' progress, actual weather and seastate.
36 Critical motions of legs in a seaway.
37 Monitor weather forecasts
38 Check positioning aids operational.
PRIOR TO MOVE ON TO LOCATION AND PRELOADING
39 Anchors positioned within tolerance for closing platform.
40 Tide and weather suitable for approach to platform.
41 Preload calculations completed and checked.
42 Preload tanks filled with even distribution and in a staged operation
43 Qualified personnel on watch during preloading for monitoring
of levels and in case of need to take rapid action to adjust hull
level.
44 Tug on bridle especially when preloading next to a jacket or platform.
AFTER PRELOAD
45 Minimum airgap achieved.
46 Final leg penetration calculated