Patent Application
20230391434
THERE WAS/IS NO JOINT RESEARCH AGREEMENT OF ANY TYPE.
This application claims the priority of the earlier domestic US applications as specified above.
There are innumerable petroleum oil wells bored into the oceanic floor by highly evolved modern technological devices to tap the petroleum reservoirs. Oil is collected from the wells into surface tanks or into receptacles as large as ships. The drilling and production of petroleum oil from the earth's mantle is shrouded in danger and great hazard to the natural environment that includes marine life forms and the terrestrial ecosystem adjacent. The greatest hazard is the ignition of the entrained gases like Methane, causing dangerous fires, coupled with the risk of oil spewing and polluting the ocean waters. Such two man made calamities at the same time can be uncontrollable with available resources. For these reasons, error proof safety systems and highly trained personnel are required by law. Despite that, catastrophic events are still occurring, as the derived remedial measures through each unique adverse event experience are still nascent and less than perfect.
As any unforeseen adversity can happen at any time before the completion of the well to its last functional detail, safety measures to weather off such events have to be in place before beginning to venture such operation. This CIP application enumerates different fire escape devices of an off shore rig with emphasis on a Detachable Island Rig′ (DIR). A contemporary U.S. Pat. No. 10,671,055 of the Inventor, titled as ‘SUBSEA LEVEL DIVERSION OF A GAS ENTRAINMENT WITH INCORPORATED EMERGENCY MEASURES UPON A WELL BLOW OUT’ and its continuation application to be soon filed and titled as ‘WELL BORE TO OCEANIC DIVERSION OF A GAS ENTRAINMENT WITH PREVENTION OF A WELL BLOW OUT’ have great bearing with regard to the counter measures encompassing a gas fueled rig fire. Without consulting and simultaneous implementing of their devised measures, the present invention can only be considered as incomplete.
Many inadvertent and unforeseen consequences were/are inherent to such ventures as the deep sea explorations shrouded in dangers and counting on tides of nature, yet to be conquered by the technological sophistication. Accordingly, the Author Inventor is neither personally responsible nor legally liable for any adverse events (involving the planetary ecology or its life forms), difficult to differentiate either as a mere association or as a consequence of the application of the structural and or procedural information herein enumerated. The structural and or procedural application of this disclosure in different situations, innumerable and unique, is a personal choice that involves analyzing and adapting swiftly to unforeseen situations which obviously is a responsibility discreetly and voluntarily undertaken by the involved company participating in the day to day practice of this invention, in part or as a whole, for which reason also the Inventor may not be held accountable.
The invention delineates fire escape means of the off shore rigs. To achieve such means most effectively, emphasis is given to the evolving central theme, the ‘Detachable Island Rig’ (DIR) locked on a permanent ‘under water basement’, to be instantly detached upon a rig fire. With a designed ‘water seal’ about an ‘in situ’ fire escape entry of its basement, not destroyed upon a rig fire, it is devised as an exceptional fire escape model within the confines of a rig. An ‘in site’ under water fire escape entry is also herein devised with a ‘water seal’, for the most prevalent Jack up rigs with no provisions for an under water basement. A fire escape refuge devised as an ‘off site’ modular for all rig types as also the DIR, is a guarded vital source of unlimited fresh air supply upon a rig fire.
The disclosure envisions life boats and lift boats with train wagon wheels, to be lowered by remote control into the ocean waters under fire safe provisions, the boats further safe guarded against collision injury. It further enumerates fire safe means of: ‘Spray Walks’; ‘Water Tracks’ with ‘Track-Drives’; or else simpler means of ‘Spray Drives’—as, at least one among these being suitably operable about any rig setting, new or old, as also about any catastrophic event and its consequences, to safely lead the crew to the destination of the fire escape entry structured within an eminently safe guarded ‘spray room’, the latter easily built in all types of off shore rigs.
With many a prototypes herein enumerated, the sought after vital needs (like safe evacuation, fresh air, protection from smoke and poisonous gases from early on, and rescuing the injured with no further injury), thus far elusive, and feared for the lack thereof, are yet herein accomplished with ease and affirmation.
Based on the cost and the mortality involved, a major part of the rig needs to be constructed as a detachable island from the permanent base and the conductor platform, the latter the inciting venue of a rig fire. This disclosure details how a DIR upon a rig fire is sunken into the ocean waters to put off the fire, and then be risen to the surface, for an unfailing ceasefire and salvage of an expensive rig.
The invention directed to fire escape models of off shore rigs envisions an unique model of an emergency ‘Detachable Island Rig’ (DIR), the latter to be steered away by its designated crew upon an ignition fire initiated in the stationary rig, thereby salvaging the working amenities. The rig's permanent under water basement with a devised ‘water seal’, not to be destroyed upon a rig fire, is an instant fire escape for the rest of the crew. Additionally, its prototype ‘water seal’ serves as an imitable though not identical schematic of ‘water sealed’ fire escape for non detachable rigs like the conventional Jack up rigs, the latter not amenable for an underwater basement.
It is a modern day irony that a rig fire is the greatest unsolved concern for the off shore rigs, amidst ocean size of water. Probing into the historical events is herein warranted to delineate the problem and design a solution that must be ‘as a whole inquiry’. The most recent calamity of well blow out in US territorial waters involving BP oil well happened before the ‘Production Tubing’ and the ‘Production Packer’ were installed, wherein the wide production casing acted as a tunnel for the gusher. The oceanic water in turn quickly found its way into the oil containment through the expansive production casement. It was worse due to the absence of the down hole safety valve (DHSV) usually placed in the ‘Production Tubing’ (the valve being the last resort to contain the leak from a disrupted well) as far below the surface as deemed safe, to be unaffected by a wipe out of the surface well head platform. In such instances of an uninstalled ‘production tubing’, yet, the well should have a protective provision, to let any pressured emanations to pass through a ‘Gas Entrainment Diversion Tubing’ (GDT) as described in the contemporary application of the Inventor, titled as—‘Well Bore to Oceanic Diversion of a Gas Entrainment with Prevention of a Well Blow Out’, the latter describing diversion and dissipation of an immensely pressured giant gas entrainment from the well bore itself. If that fails to contain wholly, and part of the gas entrainment reaches the rig exploding into a rig-fire, the giant entrainment being reduced to a manageable size, the fire will not last incessantly feeding upon itself, as was the recent event in the gulf shores. The DIR must be steered away by the steering crew from the source of continued danger. All the unfailing measures herein put together should minimize the fire, as also the rest of the crew emergently gets into the underwater refuge of the rig. In a desolate oceanic habitat with limited off shore provisions, simpler the means are, lesser are the ‘difficult to circumvent’ situations—a pervasive notion that herein resonates and is deemed to succeed, mostly as preventive measures as also as instant countering responses.
In prevailing oceanic climate of the oil wells, after a bore well structure is disrupted, the oceanic water continuously gets into the oil well and therefrom into the oil containment, progressively raising its pressure. As the ocean water fills in the oil containment, the oil rises to the surface, because of the relative densities of the two liquid bodies concerned, contributing to the spewing gush at a later time, while it would be a mere spill to start with. Accordingly, it is imperative that immediate action be taken to stop the ocean waters pouring into the oil containment, thereby breaking a brewing cycle. It is also obvious that the preservation of a functional rig (which is possible with a DIR) is imperative for the needed emergency measures to plug the well leak at the earliest instance (as described in the Inventor's U.S. Pat. No. 9,175,549) when it is merely a spill, but a formidable task at a later time.
Ground stability can be a factor in opting for a permanent rig base. In the model herein described, the detachable island rig is an immovable structure with ground stability, yet with a provision to steer away from the base and adjacent conduction plat form (a site of the initial fire). In view of the crew, the ultimate destruction in the Deep Water Horizon Oil Well explosion is terrifying and demoralizing. What ever can be salvaged should be salvaged including all personnel in one pack, working to distance from the source of fire, that soon may turn into a raging inferno. The following details are more than an introduction about the scope of the devised DIR, so that its incorporation into a rig can be affirmatively contemplated for what can be stated as its best assets—the ability to serve as an ‘in situ’ fire escape that is water sealed upon a rig fire, and the ability to be sunken into nearby superficial ocean waters to put off an uncontrollable fire, and be risen soon after.
The DIR 108 as a whole is on a concrete/steel roof platform 124 of a basement, the latter submerged totally in water, and designed as a permanent base configured on structures (legs) erected from the sea floor. Being reversibly locked to said stationary platform 124, the DIR is partially submerged. The areas represented by the numerals 102, 104, 106, and 110 are located at a higher level (as the DIR's open platform itself) over the basement's roof, whereas there can be variable structures about the bottom level of the DIR, one herein relevant structure being a centrally located wide spread metal block of air capsule (to be further detailed) as also the emergency fire escape entry way to the basement. Its structural components also include the locking equipment to the basement roof structures, the former being similar to the locking of a car door (in a magnified size with an allowance for imprecision), wherein the locking is accomplished by remote controls. These multiple locks are located on both sides of the DIR nearer to its bottom, whereas the complimentary components of the basement roof have risen above by stout appended structures.
The fire resistant corridor 110 is connected to the DIR by a short watertight detachable bridging walkway (not shown in the
It should not be a concern that the open working platforms of the DIR 108 may be drenched by giant waves. As in a ship, such open platforms are sufficiently high from the ocean surface, and they get wet only as much as a ship gets wet. The platform can be made as high as desired, but such height also dictating the distance away from the basement's fire escape entry, to be traversed during an emergency, which however can be amicably planned, as is outlined later. Such height also gives needed space to accommodate the DIR's bottom metal block of air capsule. The rig about its periphery may have weather resistant plastic shielding with metal support rods in equidistance, inclined towards the ocean. The shielding can have zippered windows, kept open for a fresh breeze. They are of minimal investment, but offer the highly desired work area cleanliness and comfort. If subject to fire, being inclined towards the ocean, the burnt plastic shielding will drop into the ocean.
The DIR 108 demands reversible measures to overcome its buoyant forces for a later submersion, for example, as when the steered away DIR returns to be stationed on the base platform 124. To that effect, the geometrical center of the DIR bottom comprises a symmetrically built room size air capsule. The air capsule, dipping into the ocean waters, imparts great buoyant effect to the unit. The part comprising the air capsule is structured like a ‘spray room’ (wide infra) spraying cold water, wherein the sprinklers are automatically activated upon a fire alarm, so that the air capsule is not exposed to high temperatures upon a rig fire. By virtue of the devised reversible buoyant forces, sinking the unit also serves as the means to control an otherwise uncontrollable fire. A bottom water proof annex of the steering station 122 that is connected to the rooming station of the air capsule, is securely protected, being away from the conduction platform, for the crew in a diving mode, to perform the needed operations of the DIR submersion, whereas the SCUBA (Self Contained Under water Breathing Apparatus) devices are brought out only about the time of DIR submersion.
The structural/functional details of the air capsule—the
About the top of the air capsule 701, a pressured (compressed) air chamber (PAC) 702 with a manually operable one way valve 705 directs the air flow to the capsular interior. The manually operable air flow valve is reliable, being devised to be securely air tight. Though the air capsule 701 is constructed in PVC (polyvinyl chloride) to be economical, it is a wise option that the PAC 702 is devised in metal, to contain the pressured air, wherein a pressure gauge 739 to measure the needed pressure, is also provided. An air filler 748 with a threaded-in massive cap, both in metal, aid filling the PAC 702. In circumferential equidistance, large suction tubes 704, at least four in number, dip from the roof/top of the air capsule into the bottom, to facilitate suctioning out of the water 706 from the bottom. Contrary to the drawing, the suction tubes 704 can also run along the walls of the capsule 701, a configuration that adds strength to the tubing. Few video devices to cover all areas, a pressure gauge 738, and brightly lit lights, aid monitoring the capsular interior. For mending operational failure, divers can get into the capsule at any time, as the functional conditions of all the windows (especially their water/air tight sealing) and the suction devices 704 are periodically checked while the DIR is locked onto its base. Bridging structures joining opposite sides, four stand-on platforms to stand near the water let-in windows 728, grab-bars on the walls about the windows 728, are the needed accessories for a stable disposition of the divers on a sloping milieu of the capsular interior. The windows 728 and the air flow valve 705 have rubber edgings to have washer like air tight effect. The one way valve 705 of the PAC 702, manually operable from the rig 108, prevents air flow into the rig 108 but allows it into the air capsule 701.
Two compressed air chamber models each with an one way air flow valve, are devised for this purpose, and they are described below—
(1) The Basket and Sphere model—in this model, the elaborated one way valve 705 is depicted to be located in the part of the PAC 702 shown to be contained between two horizontal lines, as illustrated in a top as well as a bottom schematic depictions of the
In conformity thereof with the
The top depiction of the drawing shows the rod handle 734 lowered (threaded) down, when both the metal spheres are wedged into the baskets closing them, and in this disposition, the PAC 702 is closed from the air capsule 701, as also it is closed from the DIR's interior 108, where from the valve 705 is manually operable through the rod handle 734.
The bottom depiction of the drawing shows the rod handle 734 fully lifted up, when the lower sphere 723 opens the lower basket, allowing the air from the PAC 702 to enter the air capsule 701, whereas the upper metal sphere 754 closes the PAC 702 from the DIR interior 108 in either position of the rod handle 734.
The threaded rod 732 depicts markings so as the positioning of the lower sphere 723 can precisely control the air flow into the air capsule 701 as ‘slow-medium-fast’, to equalize it to the atmospheric pressure, aided by a pressure gauge 738, a devising that is important, as when the air capsule 701 is air filled to attain required buoyancy, the capsular pressure should be equalized to the atmospheric pressure, aided by the pressure gauge 738; as the atmospheric pressure is approaching, the flow should be minimized so that the precise target pressure is attained, as a higher pressure due to higher air volume, lowers the buoyancy of the air capsule 701 by increasing the mass/density of the air within; similarly, a devised pressure gauge 739 about the PAC 702 denotes the pressure of the air within the PAC so that the required high air pressure is achieved while it is filled with air via an air-filler tubing 748, following an air let-out from the PAC 702 into the air capsule 701 about the time a sunken DIR 108 is risen to the surface ocean waters; the threaded air filler tubing 748 is securely closed by a massive cap with a threaded-in stem that contains the high air pressure of the PAC 702.
(2) The air cylinder model—the air cylinder model as shown in
Sinking and rising of the DIR—the following is the simplest plan devised for the crew members during a fear and anxiety stricken situation, with steps they do not need to dwell deep into.
(1) Sinking the DIR—to start with, for the DIR to be submerged emergently, the air tight water let-in windows 728 are opened when the bottom of the air capsule 701 starts filling with water (while the displaced air is simultaneously let out through the windows 728), and the DIR begins to descend. Only a required amount of water 706 is let into the air capsule 701 through the windows 728 to submerge the DIR to the desired depth so as the fire is put off, and soon after, the windows 728 are closed. When opening/closing the windows 728 are effectuated manually or via robotic arms, it is done from outside the air capsule, and when the fire is put off, the steering crew communicates the divers, as also a red light blinks next to the windows 728, so that the divers can close the windows 728 and come onto the surface. The window lock has a lit up key hole, and the key is large for an easy maneuvering. The security crew carries the key all the time. The windows 728 are numbered, and have high powered lights next to them that can be put on after a night fall.
(2) Rising the DIR—for the DIR to be risen, water 706 is suctioned out of the air capsule from the rig, via the suction tubes 704, when vacuum can be created in the air capsule. The DIR floats to the surface instantly, as the created vacuum causes more buoyancy than air filling, meaning, air filling the capsule, theoretically, is not necessary. However, air filling is a better choice, as, in case the created vacuum is compromised for any reason after the DIR initially floats to the surface, it can submerge again to a certain depth, as air is heavier than the vacuum. Hence, it is a reliable option that air from the PAC 702 is let into the air capsule 701 through the one way valve 705, so as the DIR rises to the surface, where after, the air tight PAC valve 705 is closed. Once the DIR rises to the surface, suctioning of the water 706 from the air capsule is also stopped. The crew need not panic that the DIR will sink to the utmost depths of the ocean, if the steps of air filling and water suctioning are delayed for any reason. About the time the water-filling is stopped, the DIR will not sink any further, and stays submerged/suspended about the same level, in the sub-surface of the ocean waters. It is also helpful to know that pressured air is less buoyant than the regular atmospheric air, when either occupies the same unit volume, the pressured air being of heavier weight containing more of unit mass in an unit volume, as can be practically noted that a compressed oxygen cylinder is very heavy.
After the DIR returns to the base, it is a cautious measure that only 1-2 window(s) 728 should be opened, as water filling of the capsule should be very gradual and slow, so that the DIR will not crash on to the basement roof. Opening/closing of the windows 728 can be manually done at this time also, as there is substantial amount of space around the air capsule 701. Additionally, for an unrestricted entry and exit, a tunnel can be created about the DIR bottom, the tunnel originating from one window that has lit up green lights. After the DIR is locked to the base, needed amount of water is let out from the air capsule 701, and air is slowly released from the PAC 702 to fill in the same volume. The capsular air pressure is equalized to that of the atmospheric air, as higher pressure only lowers the buoyancy. It is a wise choice to always leave enough water in the bottom of the air capsule 701 so as to immerse the windows 728, which by itself acts as a good air seal to the windows 728 and the dipped-in suction tubes 704. After the one way valve 705 of the PAC 702 is closed, it is filled with pressured air again through the air filler tubing 748, while a needed pressure is monitored via the pressure gauge 739, for the DIR 108 to be readied again for the function it is intended for.
In a different embodiment, the air capsule 701 is built without any windows 728 of the earlier described entity. In this model both water-filling and water-emptying are done by the suction tubing 704 that are of wide caliber, and are functional as one or many based on the mode of use. Many tubing are at once used to water fill the air capsule 701, when the DIR is needed to be emergently sunken to put off the fire, whereas, one or few are used for gradual water-filling, as when the DIR 108 is brought down onto the basement roof. How ever, in this model, there has to be a separate set of air-suction tubing, the latter having their lower ends terminating near the top of the air capsule 701. As water fills in the air capsule, equal volume of air is suctioned out, whereas, both the functions were simultaneously facilitated by the windows 728 in the earlier model. For the DIR to rise to the surface, water is suctioned out of the air capsule, while equal volume of air is filled in with the air that is let out from the PAC 702, as in the previous model. As an alternative thereof, air can be pumped in by the suction tubing also, in case the PAC 702 is not functional, or not elected. As was mentioned earlier, delay in accomplishing this step will not let the DIR sink to the bottom of the ocean waters. All the suction tubing can run along the walls of the air capsule, and are numbered and color coded. In this model, at least one window 728 is yet essential, for the divers to get in for any structural mending.
Emptying the air containments—in the event the fire is spreading and DIR 108 could not be mobilized (due to malfunctioning of any of the locking devices or their controls), all the air-locking enclosures have to be freely opened to the ambient atmosphere. It can be very simple. In the Basket and Sphere model, the PAC's air filler tubing 748 and the one way valve 705 of the PAC 702 have to be opened wide, so that all the air-locking enclosures including the air capsule 701 are open to the atmospheric air. In the air cylinder model, the air flow valve 750 and the air filler tubing 745 are opened wide so that all the air-locking enclosures freely communicate with the atmospheric air.
Planning during DIR construction—to prevent undue jolting of the larger structures, equal distribution of the weight in all four quadrants of the DIR 108 is aimed during its construction. One plan can be—building the four quadrants as the constructional needs demand, and equalizing the weights of all quadrants by incorporating compensating weights wherever is needed. Said compensatory weights are in the form of large water barrels in all quadrants, with water inlets and outlets to facilitate equalizing the weight, such equalization programmed by computer soft ware. A preliminary of the DIR can be constructed by the manufacturer as a proportionally exact mass of miniature model, and trial sinking it without a tilt, to confirm the unit mass of water needed in each quadrant. It is presumed that the heavy structures are mostly stationary, the conduction platform with the derrick being not included in the quadrants. The manufacturer marks the lines that separate the quadrants, wherein the weights are equalized. Upon a later date, any shifts in the large or small equipment should be noted by the computer, and the balancing weights adjusted accordingly, by input/output into the water barrels. As the crew's work assignments and stationing are known during each shift, the head count should be also balanced by the computer just before the shift starts. As the DIR is prepared to be steered away, the security should access the computer programming to fine tune the weights of the four quadrants of the unit. This should be easy, as, who stays in the steered away DIR is predetermined, except for others who could not enter the basement in time. These people stay in the spray room, and enter their names via data entry portals, for their weights to be accounted for.
In this design, very fine adjustments are made with remarkable swiftness and precision. With also the easiest provision of sinking the DIR, such an off shore model should be seriously considered.
Wherein oil is collected in the rig—in case oil is collected in a rig before its pipe line diversion to land facilities/receptacles (as there can be unavoidable interruptions to such landward diversion), said rig collection/storage of the oil (wherein minimal gaseous admixture of the oil is aimed) should be carefully planned, to achieve the ‘strived for’ results, as also aimed in the foregoing paragraph. Rig fire is possible due to many reasons, arson being one of them, especially when oil is stored in the rig. The undue tilting of a submerged DIR should be prevented even in this situation of rig-rooming of oil. The oil collection barrels/storage units should be devised to be arranged in concentric circles spread through the rig, wherein each containment circle is connected to its inner and outer counterparts for a continuum of oil flow. The arrangement can be oval also instead of a circle, as the DIR is rectangular in shape. The oil enters from the top of the storage unit through a small inlet, and also leaves from the top through a small outlet after the unit is filled in, wherein there are joint configurations (as described at the end of this disclosure) as also clamps, incorporated into the intervening connections of adjacent storage units. It facilitates each unit to be detached as necessary, as also it can be detached from its bottom fixation bolts. The clamps stopping the flow to each unit help a strict leak proof handling of the oil and its storage units, as ground spillage can be a breeding ground for a rapid spread of a rig fire. As the oil collection continues in concentric circles, rather than as ‘one quadrant at a time’, the four quadrants of the rig maintain approximately equal weight at any time. The storage units having fluid-proof bolted lids with vulcanized rubber sealers, as also they are fixed to the floor, facilitate a worry free instant sinking of the DIR. An empty barrel should have a provision for a vacuum sealing, but in most instances the collection units do not stay empty.
As an alternative thereof, standby rig side receptacle(s) in the form of small ships can be elected, which is/are normally bypassed for a direct landward diversion of the oil via the pipe line, but used when there is an impediment to such land side diversion.
The air capsule should have sufficient air volume to counter a pre-configured weight that the DIR may not exceed (that includes the numbered crew, or oil collected), however with a wide safety margin. To preserve the vital function of the air capsule, its bottom is structured to be in flush with, or 1-2 inches above the bottom of the DIR. During manufacturing or later, the DIR equipment is water-proofed. Its enclosed utility compartments are always kept closed with provisions for an automatic vacuum creation soon after they are closed, or else, the air as a whole within all the enclosed utility compartments can create significant buoyancy, and resistance to sinking.
The DIR's detachment—within the DIR 108 past the water tight door of the detachable walk way, a ‘crash cart’ is equipped to disconnect the traversing tubing 107, and the wiring 105. Each tubing and wiring is differently color coded. At this junction the threaded metal tubing 107 are made of conjoining rubber tubing in C or U configuration 109 for their easy severing, after the ends of the metal tubing 107 are clamped on both sides in any conventional manner. Devising threaded metal tubing throughout, allows conjoining at a later time by instant ‘joint structures’ (wide infra). The connected wiring 105 in this area can be instantly disconnected. After the cut ends of the C or U tubing on either side are drawn into the corridor 110 as also into the DIR, the watertight doors are closed. The signal to unlock the DIR from its base is set forth by key personnel with remote controls.
The crew can move away only as far as it is deemed safe, but working about the security devices through remote controls, being also vigilant about the expert fire fighters left in the base, trying to prevent the well explosion, if anticipated. The crew returns soon after the fire is put off, and starts the reparative processes. After emergency reparative processes to restore the temporary and permanent well integrity by plurality of measures as described in the cross referenced applications (the US patents 9, 175, 549 and 10, 871, 055), a planned rig structuring/renovation is done as needed.
The unlocking/locking of the DIR to the base platform—in right positioning, the DIR 108 is locked (or unlocked) by equipment similar to the locking of a car door (in a magnified size with an allowance for imprecision) by a remote control. These multiple locks are located on both sides about the bottom of the DIR. Locking/unlocking is done individually, each side also being locked by a common control. Upon the rise of the DIR to the water surface, the steering is automatically activated to a slow straight course, until taken over by the crew, so that the sudden movement of the unlocked DIR 108 is not jolting to the tall and heavy structures.
The DIR has massive retractable hooded wheels for finer adjustment of its positioning and locking, upon its return to the base. It is obvious that the DIR gets on to the base in a reverse gear that it is capable of on water, in a slow locomotion. Fine tuning of the DIR positioning is helped by the guiding color coded lights set forth about the multiple locking devices configured to be flushed with the basement's roof structure. They are color coded for the corresponding lights about the sides of the DIR itself, for each pair of color coded lights to be brought into a proper vertical alignment, when the DIR itself is properly positioned to be locked with the basement's roof, such precise vertical alignment mostly tried while the DIR is still upon the water surface. Two down facing video devices positioned above the color coded lights of the DIR on either side, and viewed by the steering crew can help said maneuvering of the DIR. The air from the bottom air capsule of the DIR's is then evacuated by letting in the water. The submersion being aimed to be a slow process, the DIR 108 descends without unwanted crashing onto the base platform. The retractable hooded wheels that are structured very sturdy are drawn out before landing, where after, further fine tuning is facilitated by the video devices. Approximating one set of colored lights on either side will properly position the rest, as can be inspected getting out, by the steering crew. If all locking devices are not operative, locking opposite corners are yet effective. The components of the locking devices should be cleaned, if locking is unsatisfactory. Other commercial locking devices can also be used before or at this time.
Accessory fire control, salvage, and reparative measures—multiple spools of burlap stored in reserve at strategic places in roof structures and above heavy equipment (with their lower ends secured, to be easily reachable) to be instantly made wet and thrown on burning objects/affected crew members, are the most effective accessory measures in putting off the fire. The wet burlap is very resistant to fire. Perforations of the rolls as in a kitchen ‘paper towel’ enable instant severing of the needed length of a burlap, so that different objects/equipment/affected crew members can be swiftly wrapped up in wet burlap, to put off the fire. Lengthy tongs to catch and direct the wet burlap sheets onto the large burning objects, and powered jetting sprays are also needed in this setting. Such measures are best effectuated in conjunction with instantly closing the threaded tubular systems, to shut off the unceasing gas emission from a compromised conduit line. The heavy/costly equipment are wholly jacketed with layers of fire proof structures and sheaths of burlaps over a water proof underlay during manufacturing, their appended connection tubing threaded, to promptly reconnect if the tubing is destroyed. Self bathing sprinklers are obligated wherever feasible, inside or out, and they also accompany any tubing not submerged in the territorial waters. The fire extinguishers are high powered to be far reaching. The outer walling of the DIR is studded with self bathing sprinklers, whereas they jet powerfully about the water surface surrounding the DIR, to force out fire on water.
The crew can move away only as far as it is deemed safe, but working upon the security devices through remote controls, being also vigilant about the expert fire fighters left in the base, trying to prevent the well explosion, if anticipated. The crew returns soon after the fire is put off, and starts the reparative processes. After the emergency reparative processes to restore the temporary and permanent well integrity by plurality of measures as described in the cross referenced applications (US patents 9, 175, 549 and 10, 871, 055), the rig structuring/renovation is done as needed.
Rescue measures—when it is clear that staying back only endangers the lives of the fire fighters, every body leaves the base. It is in the best interest that all crew members are trained in basic fire fighting. Those skilled and stayed back, should jump into the ocean in threatening situations. They must dive in (to avoid surface oil) and swim to clearer waters, that is, towards the darkest direction. The DIR's steering crew should keep vigilance with night vision binoculars, and as they leave, at least two will go in a lift boat to follow and rescue the fire fighters, by swimming if needed. The solar lights of the lift boat can hint the fire fighters the direction to pursue in water.
The DIR's basement apart from a storage place and a ‘power house’ of electric generators, serves as an in situ ‘fire escape’ right within the rig. It is a critical and legitimate concern as how to access the underwater basement from the DIR 108 above, with an intervening layer of ocean waters, without an unwanted compromise. The entry is structured therefore with unfailing accessories as also meticulous security measures, to safely enter the fire escape destination. The schematic of a water sealed in situ basement entry devised as a ‘Moving Carrier Model’ (Sumathi Paturu's Moving Carrier Model), not drawn to scale, is shown in
The moving carrier model shown in
A moving carrier 212 is capable of moving up from the basement floor 452, to rise through the BRW 179 and the DFO 100, so as its opened top surpasses the surface 164 of the ocean waters, as also to be nearer to the top of the unenclosed PDE 168. The moving carrier 212 is configured to be immovably fixed onto a bottom support 258, said support 258 structured to be open only in areas of the sideward window structures 280 of the carrier 212. The support structure 258 strengthens the bottom of the carrier 212. It also aids in the moving maneuvers of the carrier 212 facilitated by the ‘moving devices’ located in the basement 130, by their anchoring/approximating to the support structure 258. The BRW 179 is closed from the ocean water by ‘Water Barrier’ structures 208 erected around it on the basement's roof in a rectangular configuration, to create an enclosure. The two structures 208 in the
The emergency entry of the crew upon a rig fire—about one of the lengthwise dimensions of the PDE 168, a broad staircase structuring 173 within the DIR 108 provides a swift access of the crew to the carrier 212, the projectile structure of the staircase 173 approaching the top of the moving carrier 212 situated inside the erected WB structures 208. A continuous frame work of staircase 242 stretches within the lengthwise dimension of the carrier 212, being only separated by hand rails, to facilitate an orderly movement of the crew. Said rails are provided with secure hand supports 248 at the top, and supports 254 below (upon the floor of the carrier 212), where about, the adjacent windows 280 of the side wall of the carrier 212 open to a basement's staircases 205. Each staircase 205 has only basement floor supports with no material connection to the carrier 212, the latter being devised as a movable structure. In a completely descended disposition of the carrier, the carrier's windows 280 directly open to the basement floor 452. The floor of the carrier 212 and the adjoining receptive basement floor 452 are cushioned to protect the crew from accidental falls.
The water isolating units—about the opposing surfaces of the LWB 208 and the PDE 168, a water-isolating unit 203 made up of rubber, guards the normally open structure of the PDE 168, and the open BRW 179 of the basement from unexpected rising tides and turbulence of the ocean waters. The PDE component of the unit 203 that runs through the entire lengthwise dimension on either side, comprises a linear block of rubber with a central indent into which a complimentary structure, also made of rubber, arising from the LWB 208 engages, creating a rubber seal. However, as a different structuring about the widthwise barriers (WWB 208), shown as a vertical cross-section in an inset of
The closure of the WB—after the basement's roof window (BRW) doors 193 are locked during the DIR's disengagement, the disarticulation of the WB enclosure is done via remote controls by responsible personnel. The rubber guards about the widthwise dimensions are removed first, and the two WWB 208 are unlocked by remote control, when they fall outwards by few degrees. With also a remote control, the two LWB 208 close over the BRW 179 opposing each other like two doors of a room, following which the two WWB 208 also close towards the BRW 179, resting upon the two LWB 208. The WB 208 can also be held by ‘holders’ that are slowly released for a controlled ‘slow motion closure’. Ideally, if the measured width of the entry structure and the height of WB structures 208 are optimal, the two LWB 208 can close opposing each other like the two doors of a room. The basement roof about the basement entry is structured lower than the rest of the roof platform, so that the structures of the WB 208 when closed, are in flush with the rest of the floor, or else stay lower. Following the dis-articulation of the rooming structures of the WB 208, the DIR is freed to steer away.
When the DIR returns, its proper positioning upon the basement roof floor achieved by a precise alignment of the color coded lights described earlier, and the locking of the DIR to the basement following it, also facilitate the precise positioning of the DIR's floor opening (DFO) 100, and the rectangular permanent DIR enclosure (PDE) 168 over the basement's roof window (BRW) 179. For re-articulation of the WB 208 from within DFO 100, and the PDE 168, the structures WB 208 are lifted manually by divers, or by lift prongs. The outward movement of the LWB 208 being limited to 90° by the brackets 250, their precise articulation with WWB 208 is always possible, as also it facilitates proper engagement with the indents of the water-isolating units 203. Following the restructuring of the WB 208, water is suctioned out from within the roomed enclosure, where after the basement's roof window doors 193 are opened.
The ascent and descent of the basement carrier—many conventional devices are available for the short distance ascent and descent of the carrier 212. It can be done with remote control—1) by a giant lift prong; 2) by a crane wherein the ‘carrier’ conforms to a spread out terminal of a crane; or 3) by pulleys moved by powerful motors. In the movement facilitated by pulleys, the maneuvering ropes are fixed to the center of the bottom support structure 258 about both widthwise dimensions, where from each rope ascends to pass through a pulley positioned about the nearest ceiling area of the basement. After a descent, each rope traverses another pulley about the basement floor, where after the terminal is maneuvered by a powerful motor. There can be two floor pulleys for a secure maneuvering. The motor facilitates either a clockwise or an anticlockwise movement of the ropes about the pulleys. Downward pull of the ropes as they are reaching the floor, lifts the carrier 212 upwards, towards the BRW 179, whereas said movement reversed, brings down the carrier 212 to the floor of the basement. The pulleys have hooded covers to prevent de-grooving of the ropes, a very important precaution to preclude any unexpected catastrophic mal-functions.
Executing the carrier's ascent and descent maneuvers at least once in a month ensures the workability of the basement carrier, as also it makes the crew familiarized with the practical aspects of its operation. The maneuvers of the barrier enclosure 208 and the roof window doors 193 should have been practiced by the security and steering crew, and few of the security crew should get into the basement upon a rig fire to maneuver the carrier. A security guard communicating with the steering crew controls the basement access, and following his announcement after the carrier 212 is brought down for the last time to the basement floor, the BRW 179 is closed, while the DIR is steered away.
A ‘general purpose entry’ later described, is an alternate basement entry, in case the carrier 212 is not operative. The carrier 212 normally stays in ascended position. Its descent is needed only when the BRW 179 needs to be locked before the DIR is steered away. Additional basement entries of remote rig areas are possible, and the crew in this areas should contact the security upon a rig fire.
The capillary suction tubes—the sheeted rubber seal of the water barriers 208 is mandated to be periodically inspected. Multiple ‘capillary suction tubes’ are positioned upon the properly ‘leveled’ basement platform covered by the rubber seal, around the BRW 179 and inside the barrier enclosure 208. As even minute amounts of leaked water can rise up in the capillary suction tubes, an alarm provision can signal a water leak, to close the basement roof window doors 193 for the rubber seal to be replaced or repaired. The movement of the WB 208 that is a rarity, takes away the brunt upon this vital sealing structure, as also it is isolated from the sheer forces of the ocean tides.
The ‘Spray room’—the fire escape entry of the off shore rigs is devised to be structured in a ‘spray room’ 197. It has spray poles 200 (
Outside the doors (excluding those leading to the boat deck) a high shelf like metal screen structured in an U configuration with convexity outwards, hoards high powered fans of exceeding size, their upward incline forcefully blowing off approaching smoke and gases, a commonly encountered gas like Methane being lighter than air. Such fans can be set forth in strategic places about the rig including the open areas. With the foregoing devices, the fire spreading into the spray room through the roof, the walls, or else through the door, is unlikely. Additionally, the carbon dioxide (CO2) content of the emanating smoke is substantially diminished, as, its diffusion and solubility coefficient in water being exceptional, about 20 times more than that of oxygen, it is dissolved in and drained away by the intervening sprays, making smoke (CO2) inhalation not as dangerous as it is deemed otherwise. As a means of safeguarding the rig in entirety, the provisions of a spray room are modified as follows: (1) wherein the work stations are isolated, multiple spray rooms are set forth, with multiple basement entries; (2) wherein work stations are about different levels, upper level spray room and ‘spray walks’ (wide infra) are required, the former located above a lower level spray room, with a conjoining sliding structure, the basement entry being common.
Ocean side exit from the spray room—people who could not enter the basement and stayed in the spray room of the steered away DIR, can enter a boat deck from the other side of the spray room. As an alarm rings if the DIR needs to be sunk, they can leave the deck in life boats. The spreading fire in the steered away DIR is not met as a dramatic befalling, but rather be reasonably foreseen.
The basement is a better refuge if fire is initiated in the DIR, for a remote possibility that the DIR may not be mobilized. The basement is built to be break resistant and is made fire proof by a ‘water seal’. The intervening space between DIR and the permanent base is well devised, and is made wider about the basement entry, to create an unfailing water seal that still protects even if the DIR could not be mobilized. The whole area of the basement roof is made of concrete, and it also has 2-3 layering of sturdy metal grid underneath for an unbeatable protection, as also it can be recalled that the two doors 193 of the BRW 179 are made of steel and bullet proof glass.
The ‘Spray Walks’—in conformity thereof with the safe-guarded structuring of a spray room, it is imperative for the rig to have spray walks shown in
The spray room and the spray walks are activated emergently as the gas/fire alarm rings (the gas sensors activating the alarms are positioned about different levels of the well bore), and reaching a nearest spray walk is an easy maneuver to count on. As the spray walk/spray room is reliably protected, it is worthwhile activating them, even though the fire is seemingly trivial, as there is no water damage to the work areas, the sprinkler sprays intended to be fairly confined to the designated areas. The CO2 content of the smoke is substantially diminished by the intervening sprays of the spray walks. Following significant fire damage, only the outer walls 103 of the spray walks need restructuring, the inner walls 128 being sufficiently water sealed. Stretchers with ‘on and off’ domes are used in the spray walks, or else, the ‘injured’ is covered by an attached water proof sheet.
The ‘Water Tracks’ and ‘Track Drives’—wherein the spray walks cannot be accommodated in a rig, less space occupying water tracks can be substituted, its schematic along with a track drive, shown in
Upon a fire alarm, a suction pump 204 within the wheeler 174 is activated, as the water tubing 716 within the wheeler derives water from the merger water track about each work area, to drench the wheeler 174 as people approach. A bottom outlet from the wheeler drains out the collected water into the water tracks 175. The wheeler is jacketed by layers of burlap as also covered by a sheet of burlap (split about the entry door (not shown in the drawing), its heavy bottom edge dipping about the track waters. The closely spaced self bathing top sprinklers 198 of the exterior wet the top 742 and its surface burlaps, whereas the interior sprinklers 199 wet a hung in burlap attire (with also a head cover and eye-grids, to be worn by any burnt victim to put off the fire). There is also a thin hung-in burlap sheet, if the fire victim feels it easier to cover himself with the wetted sheet.
Wherein few people in a work area together can approach a track wheeler 174, it can be devised for more people with multiple doors, however, one bigger vehicle being required in each work station to transport an injured. Such wheeler has a narrow removable stretcher affixed to the seats, and a sliding side door. Bigger wheelers are only lengthier, and in effect, have additional back pedaling without a directional steering, augmenting the speed of the wheeler. Each crew member should elect to proceed to the spray room with out waiting, if there is undue wait time for three people to get into one wheeler (it may be noted that the wheelers are provided as per the total head count), as delay may crowd the water tracks, and an earliest proceeding if at all possible, is the best time to clear the pathways to the later coming vehicles. The least injured person pedals the wheeler. Each vehicle hoards a wooden plank inside, so that if the vehicle can not be driven by any one of the boarders and stops in the tracks, a member in the vehicle behind needs to get the vehicle off the tracks 175 by using the wooden plank as a ramping device. The disabled is/are transported in stretcher (s) of a larger vehicle. Motorized model is not advisable because—if an injured person boards and later loses control, the vehicle can hit the wheeler ahead, and following it, there can be other wheelers ahead being hit also in a similar manner.
The ‘Spray Drives’—any one of the fore going plans is more appropriate to newly constructed rigs. Older rigs can be tightly packed, being not able to avail any space. In such instances, the rigs can yet have spray drives or spray wheelers. Apart from having the required general features of the track drives, the spray drives have the herein devised additional technological provisions. The spray wheeler differs in having two wide set back wheels for better stability, and more height, so that a water compartments is structured about the top, supplying the exterior and interior sprinklers. The pedaling front wheel has wider diameter, so as the pedals with smaller appending structures, even about their downward circling, are at a sufficiently higher level to accommodate a bottom basin like receptacle, to receive the down pouring water from the interior sprinklers. Said basin receptacle spreads from one side walls to the other, except for the openings about the wheels, wherein a fire resistant rubber sheath covered outside by burlaps extend from the basin to the top hooded frame about the wheels, allowing sufficient sideward movements of the wheels. The air tight snapping entry door about the front seat is suitably located above the basin receptacle. A recirculation draws the water from the bottom receptacle to return to the water tank. A bottom water channel about the exterior also collects dripping water, to divert into the interior basin, whereby most of the water is re-circulated. There is a provision to make the interior sprinklers wider and forceful, in case a person entering had caught fire. The water re-circulation keeps the surface burlaps wet unto the time of reaching the spray room destination. The wheeler's water compartment must be cleaned periodically.
The exiting slide tubulars—the exiting slide tubular (wide infra) is the single most useful fire escape device, in any number, that the crew can count on, as will be evident in a latter section.
Fire uniform and the SCBA mask—the rig crew is familiar with the fire fighter's uniform (body attire, head gear, and gas mask) and the SCBA (self contained breathing apparatus) device, the gas mask incorporating a mini canister of soda lime that absorbs both carbon dioxide and carbon monoxide (the latter mostly absorbed by the sodium hydroxide of the soda lime, if the SCBA is open circuit). The uniform and the SCBA are stored in a safe work area, and the crew must be familiar with the workable time of the canister and the air tank, depending upon the unit selected. The closed circuit SCBA device also protects from methane, hydrogen sulfide, and sulfur dioxide exposure.
A work station can have a common shower room with wide caliber roof sprinklers and burlap attires (that include sole reinforced and top elasticized knee highs and head covers having narrow grid work of burlaps threading as eye shields) hanging from the ceiling, and any worker can thoroughly soak himself as also wearing a drenched burlap attire, and get into a wheeler to reach the spray room destination. It takes at least 3 minutes to access and wear the fire fighter's uniform, whereas the burlap attire that is already wet, can be worn in less than a minute, as even a few seconds count in making a difference. Wearing the uniform is the first choice if time permits, and only in dire situations, one can quickly get out wearing an already wet burlap attire. However, every attempt must be made to wear a SCBA device to be protected from poisonous gases. Metal shelves with snap doors can be positioned through out the rig along with adjacent shower heads, and a worker can access a burlap attire or a burlap sheet about the nearest shelf and can wet him self, if he is outside the work station and can not access the fire fighter's uniform. From outside, availing a burlap attire, as also approaching a wheeler first is easier rather than trying to get to the designated work station.
Canisters of soda lime in strategic places of a rig—even minimal fire can cause dense smoke with dangers of smoke inhalation (which is also carbon dioxide and carbon monoxide inhalation) very early on. Huge boxed and sealed canisters of soda lime can be placed in strategic places of a rig, as inside the work areas and adjacently about the merger tracks, to absorb carbon dioxide (CO2) and carbon monoxide (CO). The canisters are specially devised so that a sealed canister (the CO2 scrubber) is unsealed by remote control upon a fire alarm, as also it may not be exposed to direct sprays of the sprinklers when unsealed. For such desired purposes, the following canister structuring, as shown in the schematic illustration of
The
(Apart from saving and growing trees, Soda lime is the single most utility provision that the present day world can rely on, to reduce carbon foot print. It is a great solace for fossil oil's short term and possibly long term use in the future. Soda lime is being made available as carbon dioxide scrubbers for a longer time use, and the recaptured CO2 can be used for manufacturing urea, the world's ubiquitous plant fertilizer, whereby CO2 disposal storage in geological reservoirs may not be necessary. Blue urea discharges least amount of CO2 when used as a fertilizer, however, what ever amount is discharged, can be readily utilized by the plants for photosynthesis. Where ever CO2 emitting fuels are sold, CO2 scrubbers can be sold as a package, to be kept near places of carbon emissions and the scrubbers automatically opened when ever the concerned machinery is in operation. This includes the back of a motor vehicle, wherein the scrubber can be locked with the engine key, and is automatically opened as the engine is started. The scrubber can light up when it is used up, and the used up soda lime or any agent can be emptied and the scrubber refilled also in a gas station. The police may give a ticket for a lit up scrubber that shows the time since it is exhausted Being an extra expenditure, as a government incentive, the taxes can be lowered by 5%. The car companies should incorporate such devising into the cars. As the natural resources needed for clean energy are also limited and need mining, gasoline driven cars may go hand in hand for the economy of either. This vigilance includes to domestic outdoor grills also. It is a collective responsibility to be shouldered by every citizen of the world Luckily, the rigs do not otherwise release excessive CO2 if flaring is stopped. The oil companies and the rig workers should try to acquire knowledge about the elements they deal with on a regular basis as well as what is happening to them in the outside world. This helps against negative outlook of future and to embrace countering measures in useful manner.)
The basement as the living quarters—wherein opted, the basement can be used as living quarters, with a cooking and dining area, indeed with added benefits. A gas alarm simultaneously rings in the basement as it rings in the upper level (it was noted that the gas sensors are deployed at different levels of the bore well), so that its ignition sources are immediately put off. In the ‘fire triangle’ of fuel-oxygen-ignition source, the ignition source is so eliminated. Methane, being lighter than air, the danger to a lower level basement is also eliminated from the fire triangle. The rig is better served as a smoke free area, as smoking can create a spark coinciding with a gas entrainment, though the latter is a rare event. However, when smoking happens on a daily basis, such coincidence is a sure event. Hydrogen sulfide is heavier than air, but due to its rotten egg smell, it can be detected at the upper level, and the basement locked immediately. Despite the basement made as living quarters, the fire fighters and the security crew are yet required to sleep in the upper level. The basement is provided with two emergency exit doors, wherein their outer structures are configured to articulate with a watertight ‘staircase tubular’ of an emergency marine unit equipped by the oil company to evacuate fire victims needing immediate treatment.
The medical aspects—the crew is required to be trained in water diving and in managing basic life support, intravenous (IV) line for hydrating a burnt victims (IV hydration being paramount in the treatment of burns), local care of burns, smoke inhalation, drowning, poisonous gas inhalation, shock, and oxygen therapy. The basement must contain large canisters (encased, to be unsealed as needed) of SODA LIME, to absorb carbon dioxide and carbon monoxide, when the basement is locked up following rig fire. Each crew member should have diving equipment in the basement, to get out of the basement through emergency exits. A SCUBA apparatus is the simplest under water breathing equipment suitable for the occasion. The basement's exits are opened upon an emergency, to exit in a ‘diving mode’, as, once a door is opened, water gets in instantly, and at least few have to wait. But, such situation is a rarity, as when other means of exits are not operable, and the exit doors are dysfunctional to articulate with the stair case tubular of a deployed emergency marine unit that may arrive to hospitalize critically unstable fire victims.
GENERAL PURPOSE ENTRY (GPE) TO THE BASEMENT—wherein the under water basement is elected as a living area, a sturdy general purpose entry best serves the purpose. The following description in conformity thereof with the illustrating
THE BRIDGING STRUCTURE (BS) TO THE GPE—the small walkway 457 that the BS 436 is situated on, is built upon a sturdy concrete structure 458, the latter rising above the water surface 164, and is in a higher plane than the DIR's work platform.
There exist many rigs without a safe and reliable fire escape plan. Additionally, the steering crew, the fire fighters of the DIR and the permanent base, and those that could not enter the spray room and left back in the steered away DIR, need a destination, especially in a freezing weather. There should be a safe guarded outside refuge as an ‘off site’ fire escape modular. It is advocated also for the reason that it is the vital source of fresh air supply to all types of rigs engulfed in fire.
The off site modular though easily accessible to the crew, should be sufficiently distanced, as the oil may collect more at the interrupting rig side edge of the modular, and fire can reach upon surface waters. However, it is only a far fetched occurrence, as the fire fighters will not, and should not let the fire spread on the oceanic surface towards the modular, though oil may collect about its edge.
The
The general outlining of the modular—the modular has a Bottom Room Structure (BRS) 50 and a Towered Top Structure (TTS), the latter having a Towered Roof Room (TRR) 51 with a terrace 62 around. The BRS 50 has a staircase structure 58 on one side, to access broad Sliding Doors (SD) 53, set forth about the TRR 51. The SD 53 are 5-6 feet high, and slide sideward into the walls of the TRR 51 by a remote control, whereas hand controls lock them from inside. The staircase structure 58 serves as general purpose entry. The BRS 50 also has an entry with high set threshold and watertight BRS Entry Doors (BRED) 54, with mini ramps on either side, protecting its interior from giant ocean waves. The BRS 50 is kept locked, except to emergently let in injured victims, and it is fully equipped with medical rescue amenities.
The exterior and interior of the modular—the BRS 50 is designed with air capsuled PVC flooring that conforms to the center of the wooden barge, and gives buoyancy to the unit with no strain to the legs it is anchored to; the TRR 51 houses a spacious hall, about the side of the staircase 58 outside, the hall comprises of a down going staircase leading into the BRS 50, wherein the staircase is sufficiently broad to carry injured victims in stretchers; both BRS and TRR have windows 57 fitted with bullet proof glass doors and night vision video monitoring devices; the TRR 51 is structured with a high tower 52, housing a guide light 65, the latter described below; the BRS 50 comprises of helium sacs secured to its ceiling or else it is structured with a flat helium chamber about the ceiling, ensuring stability of a swaying unit upon ocean turbulences; the modular has the origins of a set of aeration tubing 16 within a floor tub 60 of the BRS interior, wherein the tubing travel vertically down into the ocean, to then turn sideward to the destination of a fire escape unit about a rig, to terminate into a tub 24 (
The guide light—the TRR's high tower 52, is structured to have a top glass closure, housing a large rotating (about 180°) high beam sky light 65 facing skyward. It is put on by the residing crew as the fire alarm rings, whereby the strayed crew members in ocean waters are directed to the modular. Spanning day time, the light is pastel colored as lavender, yellow, or pink that contrasts against the blue sky. Additional high sounding bells are an option. The tower's top glass closure is devised break proof, and is warmed by heating coils about freezing weathers.
The anchoring of the modular—the modular lit by solar powered lights at night fall, is anchored to the basement of the DIR, or to the submerged legs of a Jack up rig below the surface water, by units of metal strings 6, each unit having two strings. Each string is made of sturdy but narrow metal rods or poles 67, about 2-3 cm diameter. In each unit, the adjacent metal rods 67 of a string are connected by a linkage ring 68, wherein said rings of one string are connected to the centers of the rods 67 of its paired string. The
Provisions for the stability of the modular and its interior—the modular is better stabilized as the helium is filled in the flat top compartments in a volume far larger than the bottom air capsule. When the ocean is exceptionally turbulent, the modular may sway, but comes back to its upright positioning due to the helium resisting such instability. All the structures within the modular are built in. The sleeping beds are bound, and the utilities of the kitchen/dining and others are made unbreakable. The barged base also provides much needed stability to the modular. By any means as during construction, helium may not be inhaled in large amounts, as it can proportionally reduce oxygen content of the blood with untoward consequences.
Heating of surface waters—submerged heating coils accompany the metal rods 67, to be put on in harsh cold weathers. They can be solar powered also. The modular best serves its purpose, as the crew can swim to a known destination not far away, its direction led by the anchoring units, and its path lit up. The lighter inflammable gases may not access surface waters, even adjacent to the rig, as they usually ascend or spread sidewise, but not descend in an open expanse of the atmospheric air, and swimming to the modular is safer than it is anticipated. However, carbon monoxide has the same density as the air, and CO2 is heavier.
Safety and utility provisions—for rigs having no in situ or in site fire escape provision, the off site modular serves as a sole refuge. It is also the refuge to the fire fighters of the DIR evacuating the stationary rig, and those strayed in ocean waters. The modular also serves as a destination for life boats/lift boats that can be temporarily chained to the safe side of the modular.
The crew signs in through ‘entry data portals’. A key person keeps vigilance to the events of the ocean waters, and about the rig far away, through night vision binoculars. At least two security crew members stay in the modular on a regular basis. Upon rig fire, water is pumped from greater depths of the ocean. Two days worth of food supplies for the whole crew is stored in the modular to use and refill prior to their expiration dates. The modular is monitored by drones as also by security guards.
An alternate means of anchoring the modular at a safe distance from the rig—if doubt exists that anchoring a modular to the legs or to the submerged base structure of a DIR is an undue strain, as a better alternative, it can be structured on a single leg from the ocean bed, at a desired distance from the rig. The leg must have a broad base for needed stability. Few attachments to the rig are still in place, to stabilize the heating coils and solar lights. The unit's barge like base is yet positioned about the ocean surface without an ‘air gap’, whereby a single person can board with a fire victim. The BRS entry door (BRED) way for the fire victims is set forth with two watertight doors, one with a bottom threshold of ½ foot height and the other of 1 foot height, with ramps on either side, the door of the lower set threshold being closed about the times the water tides rise, flooding the doors. Such structuring serves the dual purpose that the modular is protected from flooding, and also provide an easy and safe access to the fire victims and their single rescuers.
The slide tubular—the floor 44 of the WSR 34 sunken below the rig level also accommodates an originating slide tubular 28, the tubular 28 steadied in the air gap by supports from the floor of the rig, while some paired slings of overlapping metal rods such as unit 6 of
The fire rescue modular—the modular unit 42 (
Entry of the crew and water sealing of the fire escape—upon a rig fire the crew should enter the spray room, wherein a fire proof safe contains remote controls for the sliding window door 5. When a person is ready to slide down, he opens the window door 5 by the remote control, to slide down immediately through the sliding unit 17 into the WSR 34, as the window door 5 automatically closes in few seconds. As an alternative thereof, a button adjoining the sliding unit 17 can also be configured to open the window door 5.
The water sealing of the fire escape entry—in case a gas fueled fire is uncontrollable, and had spread to the spray room, the top structure of the inner wall 33 that is risen above the outer wall 37 is the structure that is consumed first, whereby the circulating water within the water enclosure 47, flows into the TSR 32, water sealing the sliding window door(s) 5 and the WSR 34. For an unfailing water seal, the top risen part of the inner wall 33, about the opposite side of the sliding structures 17, is made of a material that is easily burnt and crumbled by heat, to let the water flow in instantly, if the interior of the water enclosure 47 is engulfed all at once by the spreading gas fire. Additionally, upon ringing of a TSR gas alarm set forth near the crumbling structure, all the sliding window door(s) 5 are designed to be shut, even before the water flows into the TSR 32.
The modular safe guard—it is imperative that the modular unit 42 is sufficiently protected. The obvious danger is the heavy weight structures of the rig losing their footage and tumbling down, at least their tail ends falling onto the modular 42, as an early or a late event upon a rig fire. A modular surface guard 31 (
Wherein the surface guard 31 had not resisted the weight, and had broken off from the leg, it still protects the modular 42 by several means: (1) it resists sinking by its buoyancy and is precluded from being swept away by virtue of its redundantly anchored chains 9, that remain intact by not taking the impact of the heavy weight when it had fallen; (2) it maintains its devised incline making the weight drift into the water; (3) it will be repelled by the modular 42, so as the weigh will not impact the modular 42 with an exceeding force, in the event the chains 9 break under the weight of the fallen object; (4) its underwater disposition makes all the contacting objects lighter than they actually are.
A jack up rig can have an additional provision of safe guard against rig fire, said provision being the ‘multiple exiting slide tubulars’ structured in remote and upper levels work stations with no access to spray walks or water tracks. The originating rig side of the slide tubular resembles a shower cubicle of high caliber sprinklers (with an inch of water stagnation), and is devised to be a water seal to the exiting tubular. In a corner away from the direction of the fire and free of sprinklers, a raised floor entry to a lit up slide tubular is structured with its lower end leading to a ‘flat terminal’ in superficial ocean waters not far away, the terminal's water tight door normally kept bolted.
Exiting people swim to surface waters from a swimming pool depth of the flat terminal, to then reach the off site fire rescue modular, the ocean course warmed up by heating coils at a deeper level. Soon after the bolted door is opened to exit, the terminal part of the tubular is water filled, which is so cautioned upon the door, and hence, swift movement is urged. Once opened, the door stays open. The exit tubular comprises hand rails throughout and occasional resting foot pedals about the sides, to slow down if needed, its course also punctuated by ‘speed breakers’ at strategic places. The flat terminal is heavily padded with water proof cushioning, there being also a mandated speed breaker short of the terminal. An exit tubular can be added as a modular structure to the existing Jack up rigs, to be positioned away from tall heavy structures, or else exiting should be an early event upon a rig fire. The model however is not suitable for temperate regions where surface water may freeze in icy zones. The earlier described ‘in site’ fire escape modular can be receptive to the exiting tubulars in such areas. In the event that superficial waters are warmed up by heating coils, the boats devised for icy zones (detailed later) are mandated to be hoarded in the flat terminal. The model also can be used for the fire rescue station of the stationary rig in the set up of a DIR 108, and all the fire fighters after a loud announcement by a key member, will be getting out through a bigger flat terminal wherein the ‘first arrived’ should be awaiting the rest. A lift boat is a suitable provision at this terminal, whereby a fire fighter maneuvering a severely injured member to the surface, can also easily lift him into the lift boat. The ‘air gap’ course of the tubular is guarded by burlap layers and self bathing sprinklers, fed by interior tubing. A suction device above the water level of the slide tubular drains the water back into the ocean, whereas the heating coils heat up the tubular after the event is over. The flat terminal and the adjacent underwater tubular have strategically placed air capsule(s) to make the over all structuring light weight, whereas the tubular traversing the air gap about a Jack up rig or the stationary base structures of a DIR, is supported by vertical, horizontal, or tangential bars from adjacent rig structures. The strings of overlapping metal rods similar to those shown as 67 in
For the extreme complexity of a rig, no single emergency measure addresses all the structural diversities that are expected and encountered. For that reason, multiple devices to be fitting for any one of the diverse structures and encounters, are herein described. An explosion accompanied by rising inflammable gases on fire, to surround the large and tall structures of the rig, is one of such diverse encounters. The devised fire protective jackets of these tall structures that are instantly made wet by studded sprinklers, can be a saving measure to some extent.
Additionally, as ‘gas chasing’ measures, all tall structures of the rig can comprise a steel grid of scant exoskeleton (with or without conforming to structural locomotion), wherein suitably sized fans are scattered in strategic positions to be instantly turned on upon a fire/gas alarm, to blow away the gases approaching from the direction of their source. Unlike rig cranes, they are structured easily upon a derrick with no locomotive function. The fans with minimally sized stems solely face the direction of the rising gases about the source, and are made of light weight metal, wherein each blade tapering as a spike, spans at least five feet length (two blades being functionally optimal). The fans drawing in fresh air from the opposite direction at the outset of the event, force the lighter inflammable gases to rise to the sky, and not to spread sidewise. Said grid of frame additionally has self bathing sprinklers all through, drawing water from deeper ocean. Tall structures with significant locomotive function, and structures like rig cranes with telescoping towers, after they are wholly deployed, can still have such fans and sprinklers appended to their exterior without affecting their mobility, said appended structures to be initially removed upon their future time of dismantling.
It can be a saving provision for the rigs to additionally have a curtain of high powered fans (structured as in the foregoing) in a tall arch of metal grid (to be erected as tall as necessary) rising from the sea, and spanning from one side of the rig to the other (preferably over the fire proof corridor 110 of the DIR), shielding the rig and its tall structures from the side of danger. The arch of frame additionally supports powerful jets of sprinklers. The high arch is supported by strong metal/concrete base structures, the latter with top air capsules, situated beneath the water surface. Said base structures are restrained in place being affixed by sturdy bolting hardware to the cross bars about the legs, said cross bars materially having similar sturdy structuring as the legs. The air capsuled base structures should remain under water. The tall arch will not preclude the DIR 108 from steering away, as its course is towards the opposite direction, while the rig's tall structures are protected during the few minutes it is preparing to be detached. It implies powerful fans are also situated within the corridor 110 of the DIR. It better serves the purpose if the arch not only passes over the rig but also through the rig in a jack-up rig, which, obviously can be done easily during the construction of a rig.
The enclosed structures within the rig have no easy or known means of countering provisions, in the event a gas fueled fire engulfs in an instance. To minimize the catastrophic consequences of such an event, a rig should elect to have chimney structuring to roomed enclosures, the chimneys having widely spaced outlets to let off the lighter inflammable gases. The rig should additionally have a circuiting of air tubing opening about the mid level of all the roomed enclosures. The flow through the tubing is made maximally forceful upon a gas alarm, to be a powerful gas chaser, by quickly filling the interiors with pressured air. In conjunction, short stemmed up tilted fans can further aid the gases to ascend to the top chimneys, or not enter the room altogether.
In a DIR with no air gap or in a Jack up rig with an air gap, a multiple number of circuiting air tubing situated about the safe side opposite to the conduction platform, after leaving the rig, make an inverted U turn above water surface, for preventing ocean water entering the rig through a breached air tubing, said U tubing hung to the rig wall or a leg by holders. Each down going limb of the U tubing dip into the water about 2-3 feet, to then run in an incline to the ocean side, to rise to the surface at a distance, each tube terminating in a large cubical or rectangular block of air capsule, where from large inverted J terminals of the air tubing or chimney like structuring rise vertically sufficiently tall, so that the rising ocean tides will not find their way into the tubing. The top of each block of air capsule contains more air volume, whereby its heavy base can support the top structures, without letting them turn down upon the surface waters. The underwater tubing running in an incline can be a flexible metal duct hoses of large caliber, the tubing supported by devising such as the metal strings 6 of the off site modular illustrated in
Most of the involved structures in the foregoing sections can be incorporated into/appended to existing rig models, without structural/functional compromise. All the devices are monitored by drone(s) as also by the mobile unit security guards as well as by the stationary vigilance squad with night vision zoomed videos, and are checked periodically to ensure a maximal functional state.
The devised off site fire escape modular being improvised with all types of rigs, unlimited emergency fresh air provision to the fire escape units is accomplished as a reality through the herein described air tubing in ocean waters, travelling from an off site modular to a rig. It is done as follows.
The tubs and the air tubing—originating from a floor tub of the off site fire escape modular, a number of large color coded air tubes 16 travel vertically down about few feet in ocean waters, whereon said metal tubing angulate to travel to the underwater DIR basement, or to the underwater in site fire escape modular of a Jack up rig, to also enter their floor tubs via vertical metal tubing. They carry fresh air from the off site modular, the latter never involved in a rig fire, thereby reliably safe guarding the air tube terminals. The travelling air tubes 16, except in their vertical terminals at both ends, are made of long sturdy segments of rubber tubing, connected by an air tight sealing to intermittent short segments of metal tubing, wherein the metal and rubber tubing maintain luminal continuity. The rubber tubing is protected from attacks of marine life forms by an outer covering of extremely resilient metal tubing similar to ‘Bionic steel garden hose’ (can be found by ‘Google’ search). Upon a compromise, only a segmental replacement can be done about the sites of the metal tubing. Replacement of whole tubing can be elected. The air tubing is configured with redundant length, so that during oceanic turbulence, the tubing may sway with the giant ocean tides without breaking. It also ensures that the chaotic motion is not transmitted to either of the terminals. The air tubing 16 can be made of very resilient metal tubing alone (with no rubber tubing inside) such as the Bionic steel hose (with also intermittent metal segments), if it is sufficiently sturdy by itself.
Locating and mending the tubular compromise—as the tubs (24, 60 of
Two sets of air tubing—despite the provision of multiple tubing, two sets of tubing 16 are elected for the rig, to terminate into two tubs located about the opposite sides within the fire escape unit, whereas the off site modular needs only one tub and one set of tubing. Within the rig's fire escape unit, one tub is positioned near the entry, whereas the other is positioned about the farther side of the entry. Fresh air gets into the fire escape unit through the tub located farther from the entry, its tubing connected to the off site terminal. If smoke enters the fire escape unit, the heavier carbon dioxide along with particulate matter is let out from the tub located near the entry, to escape into the ocean waters. To effectuate that, the curved limb of an inverted J tubing originates about the entry side tub, and its lengthier straight limb terminates into the greater depths of the adjacent waters, wherein the bend of the J curve is so positioned that it rises to a safe height above the water surface for the reason that the fire escape unit is submerged below the surface waters. The up rising bend of the inverted J curve above the surface waters lets the carbon dioxide filled air to be diverted into the depths of the ocean, but will not let the ocean waters flow into the tub. The bend above the water is covered with layers of burlaps and self bathing sprinklers, the burlaps also spanning 1-2 feet below surface waters, giving allowance for the fall of the surface tides. The carbon dioxide of the smoke dissolves in water with extreme affinity, its diffusion and solubility coefficient being 20 times more than that of oxygen. Accordingly, it will not rise to the atmospheric air, its diversion being also into the deep sea. Provisions should also be in place, wherein fresh air is suctioned in from the tub placed farther from the entry. The incoming fresh air will also force the smoke into the entry side tub. If the smoke gets in as people enter the fire escape unit, the suctioned in from the farther side tub is kept maximal to force the smoke out through the other tub. The basement entry has high powered fans, put on as the alarm rings, at about the same time it rings in the upper level. After the fire escape entry is locked, both the in flow and the out flow of the tubs can be kept maximal. If the crew enters a smoke filled fire escape unit, they get to the far side that is better aerated.
The fresh air tubing of the off site tub—the tub of the off site modular is structured in an air tight enclosure with a chimney, wherefrom fresh air is drawn in, to be diverted to the rig.
AN ALTERNATE PLAN—as an easier plan, ‘circuiting air tubing’ described under the section of PROTECTION OF ROOFED/CLOSED ENCLOSURES, can be elected as the source of fresh air supply to the fire escape units. As in the previous devising, caution has to be exercised in its deployment, to incorporate U tubing, so that water will not enter the tubing to find its way to the fire escape units. For the underwater fire escape modular of a Jack up rig, the air tubing from the modular travel to the water surface anchored to the adjacent leg structure, wherein after an inverted U turn above water and then a short dip into the water, each tubing travels to terminate in an air capsule. As the devised tubing is short, total replacement is optimal. The rest of the scheme is similar as the fore going travelling air tubing, including the plan that the fresh air tubing terminate into a tub. Being a vital source, the whole structuring needs on going monitoring by rig site drones.
In the event that the air tubing is dysfunctional, up to 9/10 th volume of oxygen from the tanks of the SCUBA devices can be let out in spurts into the fire escape unit (being deemed safe, in case the local gas alarm is not ringing, and there is no ignition spark (even from a microwave cooking) in the fire escape unit at this time, only the type of foods that need no cooking being eaten.
A ‘gas escape’ annex—additionally, it can be improvised that the basement is constructed with a gas escape annex at a lower level, to be accessed through a floor door entry, the annex structured at the opposite side of the basement entry. It is implied that the basement has a separate smoke and gas alarms activated by local accumulation of either, such alarms located at a different site with different lighting and ring tones, which are also differentiated by large labels. When a local gas alarm or smoke alarm is ringing in the basement, the crew gets into the annex, as air is suctioned out from the entry side tub and suctioned in through the tub of the opposite side, while both elements of gas and smoke are forced to get out through the former. The entry of the annex is safe guarded by high powered fans that are facing the basement entry, and are put on as soon as an alarm rings in the basement.
The herein devised life boats/lift boats are not accessories but are invariable aids in a DIR with a dysfunctional basement's fire escape entry, and in a Jack up rig with no ‘in site’ fire escape modular.
Most of the life boats 138 are stationed in the DIR adjacent to the spray room 197 (
The rigs are also equipped with lift boats' devised for lifting the ‘severely injured’ from the ocean waters, the lift boat otherwise having the general features of a life boat. A victim can be pulled easily underwater, but above the water surface, the ‘weight of gravity’ comes into effect, and additionally, the rescuer has no solid footage to bear even a moderate weight. A person may tilt a boat down, to roll in an injured victim, but with the flat base configuration of a lift boat, it is hard to accomplish.
The
The ‘rescue barge’—the lift boat 500 comprises a barge about 1½ foot wide on either side, wherein the boat wheels are configured outside the barge area. On one side, the barge conforms to a ‘rescue barge’ 542 having provisions for belt-buckling a rescued fire victim. The netted flat panel 528 of the lift hammock 502 is attached to the edge of the rescue barge 542, whereas, the latter adjoins a boat window 547 configured on this side of the boat. The flat surface of the rescue barge 542 is structured with a ramp like incline (with a mirror image incline about the boat interior), so that the rescued is pulled in without undue discomfort. Additionally, the rubber edging of the barge 542 subdues a possible collision of the boat while boarding in turbulent ocean tides, whereas, its rolled-in outer edge stabilize the rescued upon the ramped surface. To prevent undue tilting of the boat while boarding, a light metal or a PVC air capsule 524 is devised to run about the rescue side of the boat adjacent to the bottom, at a depth that otherwise stays immersed in water. Similar air capsule 525 courses about the submerging bottom of the rescue barge 542 adjacent to the attached flat panel 528 of the lift hammock 502.
The boat window—the closure of the boat window 547 about the rescue barge, is made in any of the following structuring—1) as in domestic models, a water proof window closure can slide up, with reliable hardware holders in its ascended position; 2) a window closure made of weather hardy plastic or water proofed canvas with a zippered closure flap opening about the bottom and the sides like a suit-case closure, the closure flap encompassing a pouched rod about the bottom like a canvas window closure, which upon unzipping, is rolled up and secured to U shaped sideward hardware, by sturdy rabbit ear loops. The window may conform to a curvilinear shape, as the boat itself, instead of being flat, to accommodate more length. The window being not lengthy, the head side of the ‘rescued’ is brought in first, the head side being adjacent to the window, and not past beyond it.
The storage barge—about the barge on the other side of the boat, a locked built in water proof box with a break proof glass panel, stores boat oars, solar powered heating coils, a solar powered suction device, and the medical rescue supplies. The key is chained to the lock with a large key hole glowing in the dark that hints from a distance to approach from the opposite side. Such storage facilitates spacious boat interior, while also balancing the weight of the rescue barge.
Rescuing a victim—the rescuer after getting into the boat and unbuckling the ‘rescued’, slides him into the boat through the window 547, by pulling a sturdy water proof plastic sheet normally held in place by Velcro bindings (to the outer corners of the barge 542) that were undone initially by the rescuer, soon after belt buckling the ‘rescued’. Inside the boat, the rescuer is buckled at two places on a plastic sheathed bubbled air mattress. The boat 500 has solar powered lights inside and outside, with glowing switches. With two rescuers and two ‘rescued’, the second rescuer stands and waits about the lift hammock with the victim, as the hammock is built strong enough to hold 2-4 people at a time, with its height being limited to four feet.
The appended rescue accessories—the rescue barge 542 is equipped with appended structures to non-traumatically board a victim, as only one hand of a rescuer is free, and laying down onto the barge an injured/unconscious victim who is hanging on in a vertical disposition is not an easy task without some physical aids. Such aids and the concerned maneuvers include:
(1) the lift hammock 502, secured in a zippered enclosure underneath said water proof sheath on the barge 542, to be pulled out by unzipping (its two large zipper handles amenable for easy handling and coming towards the center, however they may not close completely, the incompletely enclosed lift hammock 502 being affixed to the edge of the barge 542); the hammock pouch 504 with a metal frame work immediately gets under water, for the rescuer to stand on; the ‘rescued’ is initially supported on the hammock 504 before being lifted on to the barge 542 by the rescuer, while the flat panel of net 528 providing needed hold for both;
(2) a strong but soft air inflated neck-chest harness to the ‘rescued’, suitably structured to bind him as follows: first the rescuer fastens a chest harness 7-8 inches wide, its Velcro binding secured under an appropriate arm pit, so as the air inflated part runs across the chest; the center of the inflated part comprises an attached neck harness to go around the neck, to then come to the front, to be fastened to the originating part of the neck harness by a Velcro band, the neck harness also having an air inflated front part; the Velcro fasteners are provided with bag like plastic wrapping (with easily expandable elastic closures and soft plastic plates on either sides), so as the Velcro bands are not exposed, as it is not always possible unhooking a Velcro with one hand, a mock practice on a manikin to carefully yet swiftly fasten a victim, being beneficial; if the neck-chest area is burnt, the fastening with the neck-chest harness must be lax as also the fasteners are cushioned inside; being fastened by the neck-chest harness, the head and neck of the victim stays afloat, and having gained a firm footage about the hammock pouch 504, the rescuer lifts the body of the victim onto the barge 542 for belt-buckling, the redundant length of the belt going around one leg; the neck-chest harness is unfastened just before the ‘rescued’ is pulled into the boat; the neck-chest harness is normally secured in a zippered burlap case, the burlap case secured to the rescue barge about the left side of the rescuer as he approaches the barge 542, a suitable location for the needed maneuvers by a right handed person, with the ‘rescued’ positioned on his left side.
It is worthwhile considering that the worker's uniform has a waist belt with Velcro binding, its left side having an attachment to the shirt under the left sleeve joint, so that one can bind the injured with the waist belt, thereby freeing both hands from the start, the rescuer unbinding his own waist belt as soon as he notices somebody to be rescued.
Other essential features: (1) the boat interior has a lowered corner, wherein the tip of a suction device is positioned in its frame and the suction put on, as the rescuer gets into the boat; the boat's plastic sheeted floor lets the water drift towards the lower corner, whereas the suction's water outlet clears the water into the ocean; (2) the boat interior adjacent to the window is equipped with a fixed yet removable hard board, for a victim's immediate resuscitation; (3) the barge on either side being only 1½ foot wide, the boat can be still steered with the oars in an incline, and as an alternative thereof, the front ⅓rd of the boat can be made barge free, however, it may be noted that while a single rescuer is caring for a victim, the boat steers its own course provided it is out of danger zone, the rescuer steering it when his hands are freed, the guide light or a GPS directing him at this time to the off site fire rescue modular; (4) the fire fighters getting out of the ‘Exiting slide tubular’ are most likely DIR crew members boarding the lift boat in this situation, few being less injured.
The Lift Boat with Inflated Lift Mattress
The rescue of a fire victim—upon approaching the lift boat 570, the rescuer lifts the lift mattress 572 from within the boat by holding the wide eye-lets that the lift mattress has on its burlap sheath through out, and inverts it onto the ocean surface, so as its concave side 573 abuts the exterior of the boat side 571, and the concave side 583 conforms to a ramped sloping top, while the horizontal side 587 floats upon the ocean surface 164. The side 583 can be identified by its buckling belts. To understand the changing dispositions of the mattresses, a similar paper cuttings with sides numbered, can be made, and move them on a paper in the manner a rescuer would move them (being mindful that the rescuer rotates the lift mattress 572 almost by 360° about the edge of the boat side 571), so that their repositioning can be better perceived than by imagination alone. The rescuer thereupon spreads out the unbuckled belts 574, pulls out a soft cushioned plastic sheet from the zippered mattress edge 576 of the lift mattress 572 to spread onto the ramping top 583, tying the center tie of the sheet to a center tie of the ramp top. He then maneuvers the thin mattress edge 576 to position the ‘rescued’ onto the lift mattress 572, to then roll in the edge 576 for the ‘rescued’ to slide inwards, wherein he is belted about the torso while another belt goes all around the lower part of a thigh positioned about the boat side, wherein the buckles are set forth about the boat side. Thereafter, the rescuer gets into the boat, and positions the receiving mattress 582 to abut the interior of the boat side 571, so as, the side 548 with the buckling belts 541 conforms to a ramping top that inclines down to the boat interior. The rescuer positions himself upon the receiving mattress 582, and to start with, the ‘rescued’ is unbelted about the head side, and his head and torso are slid onto the receiving mattress to be belted again in place, by the mattress belts 541. Following that, the foot side is similarly slid onto the mattress 582 to be belt-buckled, the buckles positioned towards the boat side 571. Following it, the rescuer unbuckles the belts 541 about the head side to slide down the ‘rescued’ upon the belt 541 onto a padded board 581, and he then slides down the foot side. To accomplish the fore going, the rescuer keeps the belt 541 of the receiving mattress taut by a firm foothold, so as to use its ‘incline’ to slide down the ‘rescued’. The rescuer should have prior awareness of the maneuvers in sequence, to perform them in a swift secure manner. The mattress 582 can also be hung out about the boat side 584 to create room inside. Metal chains normally restrain both the mattresses with snapping closures about the boat side 571 that are secure, yet can be easily undone.
The instant model suits for old boats as the mattresses can be appended, whereas the hammock model conforms to newly built lift boats, though improvising into old boats is not impossible.
Medical supplies are stored in a lift boat compartment. The walls of all boats have hooked rings structured as ‘near circles’ so that a hung infusion bag may not be easily disengaged. All crew members should learn to do an IV line in the incorporated basic life support (BLS) training while they are being trained in basic fire fighting, as it may be a long wait before the EMS takes over. The local hospitals should allow them to learn live from the experienced nursing staff.
The fire engulfing a rig in cold icy zones is not an impossibility, as a gas entrainment with rig fire can happen despite freezing climate. There can be seasons when blocks of intervening ice amidst ocean waters make the course of a boat formidable. For rigs in such icy zones, it is beneficial that the boats have additional provisions that are simple, yet structured to surmounting the known obstacles.
As described in the foregoing sections, the boats in these rigs are also devised with train wagon wheels, for safely exiting the rig. In this setting, the boat's four wheels should have an additional provision of rotatable pedaling (as in a bicycle), the latter structured inside the boat, to be hand-maneuvered, whereby the boat can still continue its course over the intervening solid blocks of ice amidst ocean waters. Unlike a foot pedal, a hand pedal is functional singly, being capable of a full revolution. Though the term ‘pedal’ is applicable to a foot oriented device, it is herein used to a hand oriented device, the phrasing being meant as a general term. The boat's pedaling hardware penetrating the boat interior is invariable. Hence the wheels are provided with water-proofing rubber washers about the areas where the pedaling hardware pierces the boat's side walls. Based on the rarity of using the boats, wear and tear on the washers should not be a threat. With hands stretched out, a person can maneuver two pedals to move both the fore wheels. The wheels are structured in a manner that they are not blocked by the encountered solid zones, the wheels exceeding the boat's minimally scalloped bottom only by 2-3 inches. Wherein two people are boarded, the hind wheels can also be pedaled, and for larger boats, more than 4 wheels can be optional. The movement of the boat is slower by hand pedaling, but worthwhile, to pass the obstacles
On encountering a solid zone, vigorous pedaling of the front wheels should also pull-in the rare end of the boat, with the high set hind wheels not being caught up by an over hanging edge of a solid zone. Wherein a thicker block of ice is hindering the boat's movement in a solid zone, a boarder is required to manually pull the boat holding the large maneuvering bars that are appended to the boat. To accomplish that, the boarder sets out one foot on the solid zone while firmly steadying the hand pedal on that side, and then holding the maneuvering bars of the boat, he gets out of the boat completely, whereby the boat will not drift back into the water. The boat oars have shovel like pedals with sharp metal edges, as such design is helpful to break the ice or shovel the snow, either occasionally needed. These extra provisions are needed for the life boats as well as the lift boats, about the rigs of the icy zones, wherein only a hammock model of lift boat is feasible to accommodate the herein devised hand pedals.
The boats move away only as far as it is safe, to await a rescue team, or can reach an off site modular, if one was invested in. If a DIR was elected in this setting, keeping the surface waters fluid by heating coils is paramount, and deeper underwater extensions of heating coils that stretch from the rig to the off site modular best serve the purpose, when the DIR needs to be steered away. However, sinking the unit is only possible if an uniformly heated zone with total fluidity will surpass the height of the DIR itself (with all its tall structures). It is not impractical, as the DIR needs to be only moved off from the basement to the adjoining ocean waters, and does not need to be steered far away, and the rig's adjacent waters can be always kept heated up during the seasons the ocean waters freeze.
The Boat Exit from a Conventional Jack Up Rig
The Jack up rigs are set up higher with an ‘air gap’, and letting out a boat can be a challenging proposition. There must be a plan for their smooth and safe exit by mere click of a remote control. It is implied that the boats are devised in the manner described in the fore going sections. If not, at least the wheels as herein devised, appended to existing boats, should not be a hardship, as moving a boat without, is a hardship by any standard. The wheels can be set forth about an exterior frame work.
In a typical boat exit, there are rail road like tracks starting from the deck and reaching the ocean surface, said tracks structured in an air tight ‘ocean tubular’ (OT) with fire resistant surface, covered by layers of burlaps. The OT comprises interior spray poles, feeding water to self bathing exterior sprinklers, as also the interior sprinklers, the latter needed occasionally. The OT is supported by vertical bars, the latter in turn supported by bottom horizontal metal beams extended from a leg. The OT and the supporting vertical bars impose no strain upon the leg, as the bottom horizontal metal beams are firmly affixed to large air capsuled metal (or PVC) blocks underwater that are in turn immovably connected to each other, their size proportional to the weight they need to support. The hardware framing is materially similar as the leg.
The rail road like tracks run parallel to the walls of a tunneled sloping deck, wherein the boats with train wagon wheels are stalled in a row. The deck and the OT have hand rails running on either side of the tracks for the boarders to hold on when needed, to slow down, or stop the course of a boat during a downward sojourn. The boats can also be stopped by a boarder as he anchors its side chain to the hand rail. Each boat is stalled in position by said side chains that the boarder disengages upon boarding, to mobilize it on the down slope, with also a push if needed, as he firmly grips the hand rails. The grooves of the boat wheels are deep set, with no danger of derailing, as the tracks make a down ward L turn exiting the deck, wherein the boarder should also be mindful to maintain the needed distance from a preceding boat. He should also operate a blinking red light (that is visible to the one behind), if he intends to slow down or stop. A boarder wears fire proof attire stored in the deck, if the fire is wide spread. The tubular exit is closed normally by car garage like air tight sliding closure, its lower indentations for the tracks also made air tight, however, the tracks may terminate short of the sliding closure. Large fans about the tubular exit face upwards to blow off the smoke and lighter inflammable gases. Just as the boats having raised rubber guards to be protected against collision injury, the terminals of the ocean tubular and the leg adjacent also have rubber guards about the ocean surface, that are structured to be submerged under surface waters.
The deck is modified into a spray room, when there is no availing space for its structuring within a rig, the latter also not having an ‘in site’ fire escape modular for similar reason. In this instance, the ‘track drives’ or the ‘spray drives’ are driven to the deck, to exit in boats there from. These rigs must invest in an ‘off site’ fire escape modular in the least, as a destination for those so evacuated. To return the boats to the deck, a group work is needed, some leading the boats to the ocean tubular, while others are drawing them by chains upon the tracks. Each boat thereafter, as before, is restrained in its destined position about the tracks. If the boats have regular wheels, yet they are initially chained in a row, and their tracks have to be carved on the floor, or a path defined by closely set side rails, or else, un-boarded, they are maneuvered throughout their course.
As an alternative thereof, all the boats can be stationed on the tracks un-restrained, wherein the first boat is stopped by a cross bar that moves horizontally in and out of the track, to stop or let out a boat. Upon a click of a remote control, the cross bar moves out of the track to let out a boat, and moves in after its passage, to hinder the boat behind, unless there is another click. A boat's sloping front and back creating sufficient gap between the boats, allows the plan to work as in the configured manner. Un-restraining boats has an advantage that they are released from outside. As only the crew are the boarders from inside, a button next to the cross bar can also be pushed, to let out the boats. Upon a catastrophic event, the exit door is kept unlocked for the crew to get out emergently, in this instance, the interior sprinklers activated. A water proof remote with controls to the exit door and the ‘let out’ cross bar, has to be carried by the crew, in the event a boat has to be let out from outside.
A boat exit from a DIR—in a DIR, the boat enclosures 125 (
Returning to the rig, a boarder should secure the lengthy ‘fastener’ chain to connect to the boat, and then enters the enclosure, wherefrom he pulls the boat upon the ramp into the enclosure. He hooks the fastener chain to a wall allowing no redundant length of the chain, so as to steady the boat on the incline, and the ramp is made to retreat to its original roof positioning. The boat's chain thereupon is loosely secured to the ‘enclosure fasteners’, so as to maintain its original redundant disposition. In this model the boats can also be released from out side. If multiple boats are let out when a DIR could not be detached, even if not boarded, they stay afloat in water connected by the ‘fasteners’, and so can be salvaged if not consumed by the fire.
Other models—(a) in a different embodiment, the DIR boat enclosures approximate a rectangular configuration in a vertical plane (like a car garage with a sliding roof door), but structured to having a sloping floor. From the boat enclosure rail road like tracks (instead of a ramp) extend into the ocean waters, through indentations about the closed door, the latter made air tight as a whole by rubber seals. The boat's wheels are deeply grooved (the ‘staple grooves’), whereby their de-grooving may not be an anticipated concern while sliding upon the tracks lacking the rooming structure as the OT reaching to the ocean surface. While exiting, the boarder temporarily chains the boat until the door slides up sufficiently after which the boat is released, and the door locked. Standing fans about the door blow off the approaching gases. This model also lets a boat out without a boarder. To return the boat to the enclosure, the boarder should un-board in water, and two people should work on aligning the deep set grooves of the front wheels and also the back wheels upon the sloping tracks, to slide up the boat to its stand; (b) if DIR platform is too high, the model described for the foregoing Jack up rigs, can be elected for the DIR. Due to shorter length of an ocean tubular in a DIR with no air gap, horizontally or tangentially supporting cross bars from the side walls of a DIR are appropriate and reliable. This model as also in a Jack up rig model, has an added advantage that a single exit is secure, as it can be easily closed when the DIR is stationed.
Devising, showing off, and ensuring a safe work and rig environment to the prospective workers are paramount for the present day labor scarcity. The related contemporary application earlier noted enumerates some other safety provisions, as also it details how oil-admixed gases can be safely separated for use, and not flared in the rig vicinity. With increasing concerns of climate change and a drive for clean energy, every small improvement will add up to the total picture, and the rigs can be easily improvised with herein devised safety provisions. For new rigs, their implementation is easier.
The structuring of a Natural Island Based Rig (NIBR)—there are countless inhabited and uninhabited islands clustering the coast lines of many countries, wherein the island coasts are about the same level or only slightly higher than the oceanic surface. There are also islands far away from the main land that were not explored due to the unacceptable depth of the ocean, for the legs to be safely set up. It is not hard to demolish the surface land about the coast line to build a submerged basement/rig as herein devised. It is better done by blasting the land few yards away from the coast line, to build the basement structured far below the sea level, and after the construction is completed, said few yards of coast line is also demolished, so that the ocean water flows onto the basement, submerging it. As an alternative thereof, it can be a modular basement, with wheels and an air capsule, the latter water filled for the basement to be submerged. A DIR, conforming to its standard structuring, can be locked onto the basement. In this latter model, the intervening coastal ground is demolished as soon as a low level flat ground is prepared to station both units. The basement can be locked to the ground, the lower components of the locking hardware, as many as needed, being firmly affixed in a suitable manner, to the cemented terrestrial ground underneath.
The topography for the NIBR—wherein a stump like projectile coast line 501 is chosen, which is an ideal option, three sides of the rig base 124 can naturally be opened to the sea (as in
In a NIBR, the legs from the sea bed are not required of, which is a great economic incentive, as also the rig is less subjected to natural climatic adversities. It also means islands about deeper oceans can be explored for well digging, including Arctic bases, preferably in mid summer, as long as the fluidity of water is preserved by heating coils. Lengthier marine riser and conductor can be structurally feasible (rather than structuring lengthier legs), wherein to prevent buckling, both the structures throughout their course can have intermittent supports from the adjacent solid structures of the island (such supports structurally similar as the units of metal strings 6 described in the context of the off site fire escape modular) that stay resilient, yet maintain their axial length. Evidently, an oil reservoir located in the vicinity is a vital topographical prerequisite for a NIBR structuring. The coast lines of most of the countries must have been exploited over the past decades, and only the distant off shores being the remaining choices, however in all instances, preserving pristine ocean waters being aimed for by strictest means available. Any suspicion of an oil gusher, if can be possibly predicted, is a definite contraindication to the plan, at least in the Arctic area.
The terrestrial territory—the adjacent terrestrial territory can be cleared of trees and shrubbery, to be less fire prone, as also it can be used for varied purposes like accommodating the ‘off site’ fire escape modular, wherein the air tubing from the rig travel at least for a short safe distance in a carved narrow water stream, and about the terrestrial junction, powerful fire-activated jets are directed towards the stream. The inverted J tubing of the tub near the fire escape entry terminates into the greater depths of the adjacent ocean. Though escaping to the land is easier upon a rig fire, negotiating through a fire engulfed rig interior from the work stations is yet a challenging proposition, and hence, the basement's fire escape, safely accessible via ‘spray walks’, is still a secure refuge. Some rig/well based structures described in the US patent 10, 807, 681, titled as ‘SUB SEA LEVEL DIVERSION OF A GAS ENTRAINMENT WITH INCORPORATED EMERGENCY MEASURES UPON A WELL BLOW OUT’ (its CIP is forth coming, and is titled as ‘WELL BORE TO OCEANIC DIVERSION OF A GAS ENTRAINMENT WITH PREVENTION OF A WELL BLOW OUT) can also be accommodated in the terrestrial base.
THE VULCANIZED RUBBER—all the rubber washers, assembly devices and other structures of rubber incorporated into the well-rig structuring, such as—the tubing of all types, the well/rig interior, the water tight closures of the basement's fire escape, the rubber seal about the fire escape entry of the moving carrier model, to mention a few, are made of vulcanized rubber, the only type that resists the degrading attack of the petroleum analogs. A conscious effort should be made to commit to such policy and procedure, as many unconventional structures are encountered in this invention, and it is otherwise possible to overlook quite inadvertently. The industry is familiar with such practice in case of older structures as a matter of routine.
The invention further envisions a model of tubing and methods of instant system joining or closing, for all future units, or as a replacement tubing for existing units. Many industries are familiar with piping glue or other means of joining, but they do not comprise an ‘instant joining’ and takes at least many minutes to attain a strong sealing. Such wait time is unsuitable for the emergencies involving well/rig adversities. Herein devised tubing is structured to have a threaded configuration in the inside or outside, traversing the entire lengths. Inner threading is better (though manufacturing is more involved). To exemplify, the threading of the tubing, small or lengthy, can encompass the well and its vicinity, the rig, the air tubing, and the appended tubing structures of costly equipment (the list being not exhaustive), facilitating instant joining or closing of a broken system, aided by means of:
(1) Instant joint configurations—these joints are devised to be shaped as I, T, J, L, C, U, Y etc. with similar inner or outer threading as the tubing itself, to be inserted for system joining wherein a conduit line is broken. The working of the ‘joint-structures’ conforms to a ‘sliding screw’, aided by two or more conjoining I shaped tubing with complimentary threading about an opposite side. The ‘conjoining’ I tubing are subject to have their threaded outer diameter smaller than the threaded inner diameter of the involved tubing system of the rig and the herein devised ‘joint configurations’. Wherein a conjoining I tubing alone is suffice, it is inserted all by itself, as a ‘sliding screw’, joining a broken conduit line. The functionally uninvolved middle part of the devised ‘joint structure’ may be enlarged externally for handling even by robotic maneuvers.
(2) Closing caps with stems—the closing caps have complimentary threading to their stems (to be configured with a smaller dimension and outer threading, wherein the tubular system has an inner threading) for closing a system, when system joining is not an option. The functionally uninvolved cap of the stem terminal enlarges to sturdy and massive size, to resist enormous pressure, at times exerted by the tubular system at the terminal, and the massive cap with also similarly sized distal stem is amenable to robotic maneuvers. Simple closing caps with complimentary threading are used to temporarily seal one end of a severed tubing while the other end is worked on.
How to find the source of gas/oil leak and mending it—about the oil tubing of the rig confines and outside, oil/gas sensing ‘equipment’ are placed in equidistance, each numbered, defining its territory. Wherein leak occurs following a tubular damage, its territorial equipment rings its alarm first, though other alarms ring later, as the leak spreads. The devised computer soft ware notes the timing, however, the one that first rings, is the source (unless the leaks are multiple). The leak is confirmed by the adjacent alarms that ring immediately following. The computer sets forth the chronology, for an instant information. The security crew familiar with all the numbered territories, should emergently deploy the instant joint structures. The ‘production tubing’ within the well has its own pneumatic plugging device, the ‘Emergency Plugging Oil Conduit’ (EPOC) (disclosed in the inventor's U.S. Pat. No. 9,175,549), deployed after a well blow out with oil leak (to be done when the oil leak is a mere spill). The ‘joint structures’ being fixed in dimensions, the length of the tubing to be severed should be properly configured. On the other hand, as the minimal length of a damaged tubing to be severed cannot be minimized any further, the number of the joint structures (with one or more ‘conjoining’ I tubes) are to be properly configured before severing the tube. The I configurations are structured as both ‘joint-structures’ and ‘conjoining tubes’, the latter with complimentary threading. The leak is insulated first, and the tubing including the I tubes to be inserted, are articulated outside, and then the damaged tubing is cut, for the ‘articulated set’ to be inserted. While one cut end is worked on, the other cut end if not securely insulated, is temporarily closed by a simple cap. The final manipulations of the two or more conjoining I tubing are done in situ, to establish a conduit line, with vulcanized rubber washers also, for a fluid tight closures. A distorted tubing may need an intervening U/C joint. A bent L-shaped curve needs an L-joint, whereas a complex interconnection needs a T-joint. The crew must have a mock practice of possible maneuvers. The ‘joint-configurations’ can conform to two designs—‘subtle’ or ‘striking’. In the ‘subtle’ configurations, the devised curves are less obvious.
What ever be the cause (that at times can be an arson), unceasing oil/gas emission from a tubing following a breach (that may also be due to a trivial initial fire) that cannot be detected/mended can be the cause of an unceasing fire, or else for an uncontainable pollution of the eco-system, after a well completion. Hence, said tubing mandates are as important as all the other security measures put together. Moreover, what needs to be herein implemented is only a small step forwards in means familiar, however, with a big leap thereof in the remedial measures achievable.
