There are innumerable petroleum oil wells bored into the oceanic floor by highly evolved modern technological devices to tap the petroleum ( crude oil ) reservoirs. Many oil wells are clustered in the Gulf of Mexico, Arabian sea, and such oceanic grounds, often of significant distance from the coast line, such wells bored through the ocean floor as far deep as a mile from the surface waters, to find their way into the underground oil containments spread many miles in area. Oil is collected from the wells into surface tanks in moderate containers, or into receptacles as large as ships.

The drilling and production of petroleum oil from the earth's mantle in the ocean floor is shrouded in risk and great hazard to the natural environment that includes both the marine life forms and the terrestrial ecosystem adjacent. The greatest hazard is the ignition of the entrained highly

inflammable gases like Methane, causing dangerous fires coupled with the risk of oil spewing and polluting the sea water. Such two man-made calamities at the same time can be uncontrollable with available resources, and utterly devastating to the healthy existence of the earth's planetary life forms. For these reasons, error-proof safety systems in under water bore well digging, and highly trained personnel are required by law in all countries engaged in significant oil production. Despite such stringent laws, system failures and catastrophic results did occur historically ( and still occurring ), though the derived remedial measures through each 'adverse-event experience' uniquely different from the other in some form or other, are still nascent and less than perfect. .

Recent event in the gulf shores of Mexico ( involving BP oil company's oil well, the Deep Water Horizon under construction ), wherein the ignition of the entrained Methane gas and its fire that continued unstopped for 36 hours, culminated in collapse of the surface structure of the oil well, resulting in an ever increasing gusher from the source. Several different attempts from BP oil company's technological team to contain the spewing geyser from finding its way into the body of water, and into the gulf shores had failed, mostly due to the inherently limited robotic attempts involved in a moderately deep aquatic habitat.

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 at any step of the construction have to be in place, before beginning to undertake such operation. This PCT application enumerates a model of a 'Detachable Island Rig' ( DIR ). This is one of the plurality of diverse measures described in the parent domestic application and also in a similar PCT application ( PCT / US 15 / 00125, with the filing date of November 3, 2015 ) by the Inventor Applicant, said measures however working in synchrony, to weather off any unforeseen events throughout the well construction and well operation. For the information of the said devices otherwise operative, the afore-mentioned applications may be consulted. The original US application is also a parent application for yet another PCT, also filed around this date, detailing a 'Subsea Level Gas Separator of Oil Well Effluent' ( SLGOE ) that includes means and methods to be incorporated, beneficially most proximate to the well head, and at the earliest occasion, for dissipating a giant gas bubble in formation so as to keep the rig from being a venue of danger, difficult to contain. It is a simplest model feasible contrastingly different from the conventional design of a Blow Out Preventer ( BOP ), yet eminently functional in an unpredictable and difficult to contain desolate oceanic grounds, promising a fail-proof design to be relied on, the laws of nature itself being taken advantage of. It is a subject matter that is contextually relevant to any global community

significantly involved in oil-production, said subject matter being also preventive in scope, of otherwise catastrophic and totally devastating consequences, in the event of unstoppable rig-fire.

Many inadvertent and unforeseen consequences were / are inherent to such ventures as the deep sea explorations and the like, shrouded in dangers and never ceasing mystery, and counting always on the tides of nature yet to be conquered by technological sophistication. Accordingly, the Author Inventor is neither legally liable nor personally responsible for any 'adverse events' difficult to be differentiated either as a mere association or as a consequence of the application of the structural and procedural information herein enumerated. Application of this disclosure in different situations, innumerable and unique, is a personal choice. Furthermore, understanding, analyzing, and adapting swiftly as needed, to diverse situations, still remain as the professional discretion, expertise, and the deemed responsibility of the involved company and its associates participating in the day to day practice of the implementation of this invention, in part or as a whole.

A drilling rig in its simplest form can be defined as an unit of equipment built to penetrate the superficial and / or deeper aspects of the earth's crust. The rigs can be built as small and portable to be moved by single person. However, they can be of enormous size and also suitably equipped for complexity of functioning, so as to house equipment used to: drill oil wells; sample mineral deposits that can impede functional units; identify geographical reservoirs; install underground utilities. Large units of drilling rigs, generally configured as more permanent land or marine based structures in remote locations are also facilitated with living quarters for laboring crews involved in well construction, at times hundreds in number. The rig as described can be permanently based in the sea, or floating with partial submersion.

Based on the cost of the multiple equipment of the rig and the life of personnel involved, even a major part of a permanently based rig may be constructed as a detachable island from the base structure and the area of conductor platform, the possible site of the initial fire or explosion.

BRIEF DESCRIPTION OF THE INVENTION

The embodiment of inventions herein disclosed is directed towards emergency devices that envision an emergency 'Detachable Island Rig' ( DIR ), to keep an off-shore oil well rig from being a venue of danger ( and to possibly effectuate an emergency rig-salvage ), resulting from a catastrophic ignition fire, proved difficult to contain.

The disclosure enumerates a 'Detachable Island Rig' ( DIR ) stationing on a stable concrete base and having a car door like locking device to be disengaging from or engaging with the base of a solid immovable structure. The DIR contains additional conduction platform, costly equipment, reserves, living and working quarters, and at the farthest end a steering station having powerful engine to steer in an automated straight course following a remote signal by the crew. For stationing back onto the permanent base structure that is built to stay submerged even by changing tides, the DIR is pulled down by a system of double pulleys situated in strategic positions on the sides of the base structure. The said pulleys have pull-over metal ropes hooked at their upper terminals to series of rings located at strategic places on the sides of the DIR when also the DIR is positioned to be locked to the permanent base structure. The metal ropes ultimately are pulled by yet another system of double pulleys located in the underwater basement or outside, the said basement also housing electrical generators, the 'power source' throughout the rig operation. The DIR has an unique design to enter the basement on a regular basis, and also to instantly shut it off safely under water, when the DIR is detached from the base to take off.

The invention further describes an 'Emergency fire escape' outside the DIR and into the underwater basement, 'accessed' through the side windows of a staircase-room erected from the basement, to rise far above ocean waters. It further enumerates a 'fire escape' at a safe distance from and chained to a rig, devised as a 'modular' unit with similar principle of 'access' as in the fore going, however, the safe, fire-inaccessible submersion of the 'modular' controlled by finite number of helium sacs / balloons tied to the roof of the unit's roomy enclosure.

DRAWINGS

Figure - 1 : 'Plan of a Detachable Island Rig' - a schematic diagram of workable outlines.

Figure - 2 : 'Anchoring Model of a Detachable Island Rig onto a permanent base structure' - a schematic diagram.

Figure - 3 : 'See-saw Hammock Design of a Lift-boat in a Detachable Island Rig' - a schematic cut-section in part diagram depicting the interior of a 'lift-boat'.

Figure - 4 : 'Plan of an access model to the underwater basement from the Detachable Island Rig' - a schematic diagram of workable outlines. DETAILED DESCRIPTION OF THE INVENTION

The embodiments of inventions herein disclosed are directed to devices effectuating an emergency salvage of an off-shore oceanic oil well rig that envisions an emergency

'Detachable Island Rig' ( DIR ), its devised scheme deemed to keep the rig from being a venue of danger following an ignition fire, otherwise proved difficult to contain, in view of past experiences of record worldwide.

Ground stability can be a factor in opting for a permanent base by the oil companies. In the model herein described, the Detachable Island Rig is an immovable structure with desired ground stability, yet with provisions to quickly steer away from the base structure and the adjacent conduction platform ( the possible site of the initial fire or explosion ), if the 'fire / dangerous gas alarm' goes off, as a warning to the crew. The detachable island of the rig is devised based on the fact that there is no need for the whole rig to be destroyed by the fire feeding on itself incessantly, as in the manner it happened in the Deep Water Horizon Oil Well explosion, in the Gulf Shores. Whatever can be salvaged should be always salvaged, including all the personnel in one pack, working together for steering away the DIR from the source of fire, soon to be turning into a raging inferno. The disclosure further enumerates numerous accessories like 'life-boats' and 'lift-boats' uniquely structured to be operative in any catastrophic events, settings, and their consequences.

Figure-1 shows the schematic diagram of a plan outline of a proposed typical oceanic rig that includes a 'Detachable Island Rig' ( DIR ) within its structuring. Consistent with Figure-1, on one end of the rig is the conduction platform 102 that also includes an appendage of fire station 104 with the crew. The adjacent segment 106 stations structures needed for the immediate operations of the conduction platform 102. The conduction platform 102 and the adjacent segment 106 are connected to the Detachable Island Rig 108 by a stretch of fire- resistant corridor 110, sufficiently long. The tubing and wiring running to the DIR 108, traverse both sides of the corridor, its one side accommodating electrical wiring 105, and the other side accommodating metal tubing 107. The metal tubing 107 is preferably substituted by a short segment of suitable rubber tubing 109 at the junction of the corridor 110 and the DIR 108. The DIR 108 is detachable from the fire-resistant corridor and houses the costly and heavy equipment, supplies, needed reserves, working area 114 ( having remote controls to the conduction platform, well head, and all functional and security devices ), and living quarters 116 for the crew. Such separation of the DIR through the fire-resistant corridor 110 gives few minutes time for the DIR to escape from the fire, and to be steered away from the permanent base structure of the rig. The DIR 108 also accommodates a fire station 118 with its own crew, reserved place 120 to function as a conduction platform with a basic structure to be fully equipped as needed, and a steering equipment with a powerful engine positioned in the farthest end 122, similar to that of a small ship in its scope of operations.

The DIR as a whole is stationed on a concrete platform 124, that behaves like a permanent base It is most suitable if any structure like a room or a wall, either in the fixed base 102, 104, 106, or in the DIR 108 are designed to be easily dismantled, to be arranged into a different configuration as needed, during the time of restructuring. It needs to be understood that the central portion of the DIR numbered as 108 is also an area for important heavy and immovable structural devices to be situated, in turn connected to the areas 114, 106, 107, and 105. It has to be also noted that the schematic Figure-1 only shows the possible plan of the rig, but may not precisely represent the true shapes, exact dimensions, or operative configuration of a workable model of an off-shore rig, as it is only intended to show a workable plan by which the detachment of the DIR 108 can be easily accomplished, and how the basic structural arrangement should be geared towards that goal within a broader scheme.

The concrete platform base 124 of the DIR 108 is so structured that it is at a sufficiently low level from the water surface to be always submerged through the changing tides, so that the island rig 108 can be steered maneuvered down onto it, to be immovably locked in a desired position. To that effect, suitable mechanical forces have to be in place to overcome the built-in buoyant forces of the DIR, and bring it down by few inches, to be rested on the solid base 124. A device of double pulleys 126 as shown in Figure-2, strategically positioned at multiple sites on the side walls of the concrete base 124 are devised to maneuver a set of sliding metal / steel ropes 128, their upper ends hooked to the ringed structures 129, positioned on the sides of the DIR 108, so as to correspond to the positions and intervals of the pulleys 126. Additional rings

129 can be positioned at higher levels also, as such positioning at times may be better operable for the steel ropes 128, to be exerting downward traction on the DIR 108. Traction of the steel ropes 128 on all pulleys 126 simultaneously will bring down the DIR 108 by few inches on to the concrete / steel base 124, to be stationed on it in desired position.

The underwater basement 130 of the concrete permanent rig base 124 also houses devices of double pulleys 132 ( in the corresponding positions of the pulleys 126 located on the walls of the concrete base ), also working on the sets of steel ropes 128, exerting traction in a

complimentary direction, the movement of the terminal part 136 of the metal ropes 128 being aided by the electrical forces of the motor equipment 134. In the maneuvered position of approximation of the pulleys 126 and the rings 129, the DIR 108 is also in a position for locking with the permanent base structure 124, effectuated by remote controls. After a secure locking, the steel ropes are detached from the rings 129 of the DIR. The set of double pulleys 132 and the electrical motor equipment 134 can be located outside the basement also, that is, the pulleys 132 can be housed in a mirror-image structuring about a sideward corridor-like basement extensions, which may make the devising easier.

THE BASEMENT ENTRY STRUCTURE FROM DIR, AND ITS REMODELLING

It can be a matter of concern of how to access the underwater basement on a regular basis from its surface DIR, without an unwanted compromise of this 'power house' vital structure. The schematic of the access model is shown in Figure-4. A DIR window ( DIRW ) opening 100, farthest from the conduction platform 102, and adjacent to the steering station can be suitable for this purpose. On the permanent base 124, a rectangular roof window 150 of the basement

130 is constructed in a position corresponding to, but substantially smaller than the DIRW opening 100. The basement roof window ( BRW ) 150 has a water-tight door 151 similar to that of a car trunk that can be unlocked by remote control, and the BRW door ( BR WD ) 151 lifted up. B oth the BRW 150 and BR WD 151 are built with extremely fire-resistant material or cover. Outside the borders of the BRW 150, there is a provision on the basement roof structure 124 to articulate with a rectangular erectable staircase room ( SCR ) 154, made of four walls. the said walls to be articulated in situ with each other while also articulating with the basement roof structure 124, to create the said SCR 154 around and above the BRW 150. The footage dimensions of the SCR 154 around the BRW 150 on one side 156 is greater than the rest, so that it can accommodate a stair-case like ladder 158 and also space for two or three men to stand next to the BRW 150. The ladder 158 is fixed above to the wall of the stair case room

154, whereas it is steadied below by two parallel rails structured on the SCR footage 156, to be lifted above whenever necessary. The articulations 160 of the SCR 154 with the basement roof structure 124 is also similar to a car trunk that can be unlocked with remote control. The SCR 154 indeed is erected into, and is communicating with the DIR 108 through an open DIRW 100, whereas the SCR 154 itself has a watertight DIR access window door ( DA WD ) 162 at the top. The height of the erected SCR structure 154 with tailored dimensions is deemed to surpass the level 164 of the ocean waters, with provision to append when the ocean tide rises, when the height of the ladder 158 also need be appended. The DIR floor itself outside the area of 100 has a DIR enclosure ( DE ) 168 that surrounds the SCR 154, and in turn covers the SCR 154 with its own watertight DIR closure ( DC ) 170. It can have few spacious steps from the floor of the DIR 108 to reach the top of the DIR enclosure ( DE ) 168. The roomy underwater basement 130 has a sturdy and wide staircase 172 with a terminal 'standing-structure' ( SS ) 174, said SS situated just below the BR WD 151. That is, when BR WD 151 is lifted up, and secured to the side of the SCR 154, the SS 174 that can accommodate many people or large mechanical structures is immediately accessible from the ladder area 156 and the other three sides of the SCR 154. The DC 170 and DA WD 162 can be usually kept open without the danger of water getting in. However, BR WD 151 is always locked ( to be safe-guarded from unforeseen circumstances ), except during the time the basement 130 is entered. There can be spacious work platform on the DIR floor adjoining the DIR enclosure to facilitate transfer of utilities to and from the basement, the lift prong being used for lifting objects also from the basement 'standing structure' 174. Additionally, if space can be expended, the ladder area 156 can be made as big as needed.

The two sides of the SCR 154 at the top are securely connected to lift-prongs 176 that work by remote control, to lift up the structure from the base structure 124 after the SCR 154 is unlocked from the base by remote control. This provision is essential in the event of a rig fire, for the DIR's disengagement, to be steered away from the permanent base 124. It is instantly feasible, as the DC 170 is always kept open. The SCR 154 can be of sturdy plastic or vinyl, except the side the ladder 158 is resting, wherein both the latter structures can be made of steel, to facilitate a lighter weight for lifting the SCR 154 along with the ladder. However, the DIR enclosure ( DE ) 168 itself, structured around the SCR 154, will not prohibit disengagement of the DIR. The BRW 150 being always below the level of the surface water 164 the basement will be never involved in fire even when it is too late for the DIR to be steered away.

When DIR returns to the base structure after a fire and is stationed, the BRW 150 may be positioned outside the confines of the DIR, if the area 120 has to function as the conduction platform. At this time, the same SCR 154 can articulate with the BRW 150, that functions as a protective shell of the BRWD 151 that is now in open water. However, it needs a new structuring of a wide and spacious cemented basement enclosure ( BE ) erected to reach far above the water level 164, with also a spacious sturdy metal or concrete stair case ( SC ) outside on the base structure 124. The enclosure has a side door on the top above the water level that opens onto a platform inside. In fact, a sturdy stair case can also be constructed inside over the basement footage 156, in the place of the ladder 158. These structures can be

'modular' units to be cemented in place. It can be noted that the BRWD 151 is below water level even at this point, as the basement itself is below water level, The oil company can opt to construct the basement entry solely in the latter described manner, outside the DIR, that can also serve as a fire escape ( see the discussion of 'Emergency fire escape' below. In summary, the principle is, the basement is accessed in any manner, through a roof structure erected to be far above the water level, however with needed security measures about the basement window 150. But the preferred model is with side door(s) at the erected top, with staircases accessing the door(s) from outside and inside. Even if the surface structure is set on fire, it stops when it reaches the water level 164 that is above the BRW 150, the latter being submerged at this point.

EMERGENCY FERE ESCAPE The model described in the last part of the foregoing paragraph, that is, the basement entry structured outside the DIR. can be an instant fire escape also, if few minimal modifications are implemented. In spacious rigs, at the opposite end of the conduction platform, the basement enclosure ( BE ) as mentioned in the foregoing, is spaciously built, with extremely fire retardant material, and the staircase ( SC ) is structured all around the periphery. Similar staircase is built inside also. This allows large number of people to ascend and descend the staircases very quickly. There are also side entry doors all around at the top of the structure, above the water level. However, to facilitate swiftness of movement, there can be many metal hand rails, with space in between them accommodating single person. It facilitates a support to hold on as well as control of flow, so that people will not step over each other. A part of the railed stair case can be wide enough ( better planned at the corners ) to carry injured victims. Stretchers can be hung on the walls of the SCR 154, whereas the needed immediate patient supplies are kept in the basement, for them to be resuscitated. Due to narrowed space there can be crowding inside the structure corresponding the SCR 154, with the stair case also being steeper. Alternately, there can be metal ladder, as it can accommodate the steepness. Square or rectangular unit is better, as a circular structure narrows more on the top. The structures corresponding to the 'standing structure' 174, and the basement staircase 172 can be spacious. The side doors all through the top are best structured as 'down sliding' doors that will slide into the wall structure of the SCR 154, by an universal remote controls for all, whereas mechanical hand controls that can also be locked, can be individually operated, just like the car door. If the separate fire / gas alarm about the 'fire escape' rings, the BRWD 151 ( built with multiple layers / covers of fire retardant material ) is immediately locked by remote control, so that whoever are inside, are safe. This operation can be done by those inside or outside. Being unprotected from weather, the fire escape should be structured strong and sturdy. In case the surface structure above water is damaged after people have gone in, the rescue crew should be able to quickly cement and erect a modular BE with ladders inside and outside, and water siphoned out, so that people can come out without the water finding way into the basement, whereas a sturdy structure inside it is built later ( see also the 'Fire escape for rigs without basement' in the following section ). Usually, most of the crew members can get into the fire escape, whereas few can steer away the DIR. The planning should be very carefully done by the captain, that is, if the fire has just started, and does not manifest to be explosively spreading, people can quickly go to the fire escape and get in, except those chosen to stay back, to see if the fire can be controlled by the fire fighters, and if not, to steer away the DIR from the source. Different kinds of loud buzzes ( or briefing code numbers ) should be on, for each course of action, to be communicated to the crew. A buzz also indicates that the DIR is being steered away in one minute, so that the operation is safely initiated by the chosen crew. If the fire is explosive, a buzz indicates that everybody stays, and that the DIR is being steered away in one minute. A buzz also indicates that the fire in the steered DIR is uncontrollable, and that the life boats are released, and that everybody should reach them. Very early on, few should get out in 'lift boats' ( two in each ), to circle the rig in a safe distance with night vision binoculars, to rescue the fire fighters jumping out in uncontrollable situation, when the DIR had steered away. The first thing post- emergency, is, to monitor well leak, for needed well salvage, described in original application.

Fire escape for rigs without basement, or for DIR with damaged basement -

There are many rigs that are already functional without basements and without a fire escape plan. At times, the DIR basement may also be damaged for whatever reason. There should be a plan for the crew of these rigs, when faced with adverse calamities.

The tire escape unit with similar structural scheme as described in the fore going section 'Emergency fire escape' ( with also further detailing in the section 'Basement entry structure from DIR ), can be built as a strong weather resistant modular. Its base has a flat board like configuration having down sloping borders, with small poles and hand rails in equidistance, to support people climbing up. It also facilitates easy transfer of victims from water even by a single person. Rescuers are further aided by a built-in water tight boxes about the outer walls of the unit storing immediate supplies and stretchers, to resuscitate, nurse, and carry a victim. It is a wise choice that the rescuer takes a fire victim to the side not facing the rig, as it gives some time for the fire or gas entrainment to reach the other side. However, he puts on a blinking light about the bordering polls to indicate that help is needed on the other side, and the lights mandated to be put off, as soon as all such victims are ready to be taken to the stairs, as everybody should get into the unit with extreme urgency, and nobody lingering when not warranted. The modular has a room like structure with a rectangular tower-like narrow top structure. The room like structure, not more than seven feet height, corresponds to the

'basement' of earlier detailing, whereas the tower like top structure corresponds to the structure erected from the basement roof that accommodates staircase / ladder outside and inside, to access the surrounding doors about the top-most structure. The rest of the structural scheme, including provisions for quick entry for a large number of people, is as earlier detailed. The unit anchored by chains to the rig, is lit by solar lights at night fall. The chains are made of sturdy metal rings and metal rods with sets of repelling magnetic poles at strategic places, and are bound to strings of weather resistant wooden rods, the latter preventing unwanted loops of the chains by sinking, thereby the modular precluded from floating closer to the rig. The sets of repelling magnetic poles prevent any sideward bending of the chains that otherwise may also cause undesirable swaying of the chains from their destined linear course. The chains are multiple with two spanning through the ends of adjoining sides of the modular unit and the rig, that also prevent undue mobility of the unit to shorten the distance between the unit and the rig. The chains are safely anchored to the submerged part of the rig so that they are not destroyed by fire. The chains can be lit by solar lights so that the crew can swim in between the chains unhindered. In winter, heating coils running adjacent to the chains, are put on, so that people can swim to the fire escape in tolerable temperature. The unit best serves the purpose, if the crew members can reflexively jump into water from the rig as soon as the fire / gas alarm rings, as once in water, they are safe to reach a known destination they can glimpse, not far away.

It is a common knowledge that ships are built with preconfigured allowable weight so that they are partially submerged, but are not sunk. Similarly, this fire escape unit is built with precise preconfigured parameters, with some novel modifications herein incorporated. Inside the room like structure with a tower like narrow top structure, a particular weight, in this context, the number of people, can be accommodated in optimal conditions. The unit has large and small sized helium sacs / balloons secured to the roof of the room on opposite ends, so that with the number of sacs / balloons put in, when the unit is unoccupied, it floats on the surface of water. When occupied, depending upon the weight, it should be totally or sub-totally submerged with particular number of sacs within the unit. It is sub-totally submerged with the top entry doors still staying above water while the last crew members are still entering. The aim at this time is for the room of the unit to be totally submerged below water along with the structure

corresponding to the BRWD 151 ( built / covered with layers of fire retardant material ), as will be pointed out by the generator-operated computerized monitor. It is achieved by quickly blowing out one helium capsule from either side at a time, through a specially provided helium exit openings, until the structure corresponding to the BRWD 151 is totally submerged, the latter being a mandate. It is for the reason that even if the top structure is burnt, because water gets into the towering structure at this point, the fire will not continue to a level lower than the water, where the structure corresponding to the BRWD 151 is located. It is mandated that everybody signs in through the multiple 'data entry portals' with assigned number for each crew member, so that the entry is instantly updated, and the entry doors and the structure corresponding to the BRWD 151 are immediately locked, when all had entered. They are also locked by remote controls, if fire / entrained gases are reaching the top structure, as indicated by the fire / gas alarms outside and inside, connected to sensing antenna at the rig side of the unit. This operation can be done by those inside or outside, and fire at the top can also be seen from inside. Subtotal submersion of the unit is also allowable when alarm goes on while awaiting crew members, as long as the structure corresponding to the BRWD 151 is locked ( the best option for those outside is to dive into water as long as possible, and to swim away to safety ). The whole unit inside and outside is fire resistant, and the jute burlaps in store are immediately sprinkled wet when the crew enters, the sprinklers being connected to sea water with unlimited supply. With the danger so fore-warned and few seconds time to respond, the unit is extremely utilitarian in safe guarding the crew. There can also be provision for the modular to disengage the connecting chains to the rig, and steer away to safe distance, in case complete submersion of the unit fails, or if the crew so wishes, after everybody enters. Each chain can articulate with a sturdy metal flank at the edge of the base structure with car trunk like locking device that can be unlocked by remote control saved in the modular unit, and they may be reconnected at a later time. The mechanics of the unit can be just basic, unlike a DIR, however, very secure. It is obvious, that the unit should go through security checks at periodic intervals, and everybody familiarized in a group instruction, how to operate the helium sacs ( by the extra ones supplied by the company ), and know roughly how many to keep within the room for particular number of crew members, such information also provided by the manufacturers, and computer prompts. The computer will note, if the entry is locked by any one, when all had not entered, and the fire / gas alarm did not ring. The activated computer will also be not put off, except by the captain. A mock practice of all the maneuvers should also be periodically done, as nobody should fumble in a real event. These details are applicable to maintaining any fire escape unit described in this disclosure.

The oil company will receive an automated message as soon as the crew members are signed into the unit, and it needs to deploy a rescue team to lift the unit if the top entry doors are submerged. It can be done by needed number of helium balloons / sacs tied to the top of the unit. Objects being lighter in water, it is done easier than in the atmospheric air. If the top windows are floating, and the stored helium balloons / sacs can be found in the rig that is not totally destroyed, crew members can come out through the floating top windows after the fire is controlled, to avail the helium sacs / balloons needed. Obviously, the devised unit saves the crew, but not the rig and its equipment. The rigs with DIR can also have this additional unit, as a rescue, if the DIR disengagement fails for whatever reason. It is an attractive option for the distance it maintains from the stationed rig, and works also as a substitute for life / lift boats.

DIR UNLOCKING AND SUBSEQUENT ACTION PLAN

In right positioning the DIR 108 can be locked ( or unlocked ) by mechanical equipment similar to the locking of a car door ( in magnified size with an allowance for some imprecision ) by a remote control. These locks are multiple and are located all around the floor of the DIR on three sides, except in the area of 122, where the DIR steering is located. Control buttons for locking and unlocking can be pressed one after the other, all being also controlled by a single button for each side, amounting to a total of three. With a press of the fourth button following the upward rise of the DIR to the water surface, the engine of the steering station 122 is activated to take an automatic straight course until the control is taken over by the crew. In this operation, lifting of the laddered SCR 154 should be done first, before the disengagement of the DIR itself, unless its lifting is automatically operative following a gas or fire alarm. The DIR is structured to have retractable wheels, omni -directional like those of a shopping cart, for finer adjustment ( all four wheels controlled to work in synchrony ) of the DIR's positioning on its base platform, said wheels structured to be projected down during the time of repositioning on the permanent base structure. Other mechanical anchoring devices available in the market can also be used additionally, for the immovable stationing of the DIR.

It can be noted that when the detachable rig 108 returns to be stationed on the permanent base 124 after a rig fire destruction followed by needed demolition, all the locking devices may not be properly approximated to be operative, but even few in strategic positions, especially in opposite corners are effective and functional for a stable DIR stationing, also aided by other suitable mechanical devices, if necessary. The underground basement also houses electrical generators needed for the whole operation of the rig, and the pulley operation can be

immediately activated, to station the DIR. Being housed in such under-water basement, the chances of the generators being destroyed by fire are minimized, this equipment being the ultimate 'power-house' for survival off-shore.

At the junction of the fire resistant corridor 110 and the DIR 108, a crash cart is equipped to. At the junction of the fire resistant corridor 110 and the DIR 108, a crash cart is equipped to disconnect the metal tubing 107, and the wiring 105 that connect the two areas 110 and 108. Each tubing and wiring is differently color coded, and every member of the crew including the fire fighters should know how to instantly disconnect or severe, and clamp or seal each tubing and the wiring. At the junction of the corridor 110 and the DIR 108, the metal tubes 107 are made of short connecting segments of rubber tubing. If they are coursing on the wall, this part of the connecting rubber tubing should have a U or C configuration 109 for easy clamping and cutting. The ends of each metal tubing 107 adjacent to the C or U junction can be clamped by any conventionally structured mechanism ( such as that used for water tubing system ), before cutting the intervening rubber tubing. The wiring 105 is carefully cut and sealed / insulated on either side. Working with remote devices as much as possible should be the priority to minimize the wiring within the DIR. The signal to unlock the locking devices of the DIR from its permanent base structure 124 should be set by the key personnel carrying the remote control, as soon as the connecting tubes and wires are severed. Similar signal also activates the engine to speed steer the DIR 108, in an automated straight course away from the venue of danger. Multiple sheets of wet jute burlap stored in reserve at strategic places in a roof structure of the DIR, and above heavy equipment, and thrown on burning objects / equipment, or affected crew members, is the most effective way of putting off the fire, even from inflammable gases, in conjunction with instantly closing the tubular systems ( with the devised threaded configuration of all the tubular systems, through their entire lengths, and also the devised 'closing caps' with complimentary threading, as envisioned in the instant invention, to be detailed subsequently ) to shut off the unceasing inflammable gas emissions at any level, from the broken and otherwise irreparable tubular system. The stored burlap sheets / rolls should be instantly made wet by out-poring jets of sea water. Additionally, the costly equipment can be wholly jacketed / sheathed with layers of fireproof structure outside and water proof structure inside, during manufacturing, their tubing connections threaded throughout to establish a subsequent connection in case their connecting tubing or appended structures are destroyed.

If the DIR 108 had caught fire before or after its detachment, powerful sprinklers spread all around, jetting water from the sea, should be activated, and control of fire should be easier as the DIR 108 is moving away from the source of danger. Rescue attempts from outside should he immediately activated also. Life boats 138 with wheels are also kept in reserve on board. They are positioned all around the periphery of the DIR 108 in guarded enclosure cubicles ( with thick plastic curtains covering them on the ocean side ), to be mobilized into the water by sloping projectile ramps 125, operative by universal remote control . The boats will not be weather-beaten, if positioned at a safe distance from the edge.

The crew can move away only as far as it is deemed safe, but continuously working on the security and functional devices through remote controls, keeping vigilance on the expert professional fire crew left on the permanent base working on preventing the well explosion, in case few had not already left in lift boats, for their possible rescue. The DIR with crew can return to the original rig area as soon as the fire is put off, and station the DIR 108 to start the reparative process, using the additional conduction deck 120, if the damage to the immobile structures inclusive of the original conduction deck 102 is substantial, and cannot be

immediately repaired. But a restoration should be possible. Quick surface demolition can be done, as in this situation, clearing of the wreckage into the ocean is easier and less time consuming than a ground demolition. The DIR. 108 can be moved farther on to the concrete base so that the area 120 can over-lie the area 102. In this instance, the locks in this area of the base 124 may not be all around, as was already mentioned, but even few strategically placed locks are sufficient for structural stability. Once the emergency reparative processes to restore the temporary well integrity followed by reparative processes to restore the permanent well integrity are accomplished by plurality of measures as described in the original application ( titled 'Emergency Salvage of a Crumbled Oceanic Oil Well ), any new and planned rig structuring is done, for needed maintenance. Work and the amenities needed at the time of well maintenance probably are not as demanding as those needed at the time of well-digging.

When it is clear by all means that the fire can not be contained by any available techniques, and staying back can only endanger the lives of the fire-fighter crew, every crew member should steer away, and nobody left behind. It is in the best interest of the crew that everybody gets training in basic fire-fighting, though few are experienced and highly skilled. Those skilled, and stayed back, should plan to jump into the ocean in life threatening situations, or when they catch fire that could not be contained. They must dive-in as long as they can, in case they had caught fire ( to avoid surface oil or crude that may not be visible in darkness ) and must swim to clearer waters, that is, towards the darkest direction, and away from the rig / fire. The DIR crew should have powerful binoculars to keep vigilance, and as they steer away, they should let out some life-boats and lift boats stationed on the base structure ( if rescue measures not possible earlier ), into the ocean, that are anchored to the stable rig platform by lengthy ropes, so that the fire fighters who jumped into the water can reach them.

THE LIFE BOATS AND LIFT BOATS

The life boats should have water-proof light source to be located if the calamity happens after darkness. The life boats-should have provisions for the 'rescued' to get in swiftly, as the fire can be spreading on the water surface. They should have two hanging ladders on one side. On the other side, the hemi-section of the boat is built heavier to prevent the boat from toppling, as the person tries to climb up. Alternatively, the boat can have helium-filled sacs secured ( by Velcro i.e. the generic 'loops and hooks' ) to the inside of the boat on the side of the ladder so that the boat will not topple while the person tries to climb up. In this situation, the occupants should prefer to sit on the side of the ladder to offset the tilt of the boat on the water, or else disengage some helium-sacs to be fixed to the opposite side also. Being secured to the interior of the boat, the chance of the helium sacs getting punctured during the mobilization of the boat is minimal. The boats should have wheels in the bottom to mobilize them from the rig into the water over the sloping projectile ramps. The boat on the side of the ladder should be painted with alternate black and white stripes ( to aid approaching from the right side, that is, the ladder side of the boat ), whereas the rest of the boat is painted white that helps enhanced visibility in darkness. The boats should have solar-powered batteries for the light source that can be activated by remote control ( simultaneously when projectile ramps are activated ) in the event of a catastrophic consequence in the nightfall. All the boats should also have fire resistant surface, secured oars inside, and snaps for instant disengaging of the metal ropes, to steer away from the rig. The first-aid materials for fire victims, including analgesics ( pain killers, like Tylenol ) should be stored in a water-proof compartment in each boat.

In addition to the life boats there can be 'Lift-boats' in the rig, solely meant for rescuing severely injured crew members to be lifted up from the ocean waters into the boat, if they are extremely weak, or losing / lost consciousness. The lift boats are specially designed for such purpose incorporating most of the features of the life boats. It needs to be noted that though a victim can be pulled easier under-water, lifting him up is harder, as once the victim is above the surface of water, the weight in air comes into play, and additionally, the rescuing person has no solid-footage to bear and lift even a moderate weight. For the size of the boat, only a very strong person may tilt the boat totally down with one hand, to roll the rescued into the boat with the other hand, and then straighten it for himself to be getting in from the opposite direction, but they all can be unpredictable manipulations, with loss of precious time in resuscitating the victim, apart from causing head injuries during extreme tilting of the boat that is unavoidable. However, two people can better rescue one person.

The Figure-3 illustrates the schematic model of a lift-boat 500, better devised to be larger than life boats so that more people can be accommodated. To provide room and stability, its bottom is best made as flat base rather than a sloping base. It has a 'lift-hammock' ( LH ) 502 on one side of its exterior. The said LH 502 is made of a strong nylon net that also has a weather resistant canvas as a lining, and is covered by soft padding also lined by canvas. It is secured to the LH on lower corners by Velcro bindings, whereas it extends to some distance into the RH also where the upper corners are Velcro bound. The soft padded sheet of the LH 502 also has pillow like thickened cushions on either side, to prevent head injury to the victim by any sudden tilting of the boat. The LH is supported by metal flanks 512 on either side that are fixed to the boat by movable hinges 520, axially rotating on a metal or wooden rod 534. On the other side of the boat, there is a ladder, not shown in the Figure-3. For descriptive purpose, the LH side of the boat is referred as hammock side ( HS ), and the ladder side referred as ladder side

( LS ). The boat has four wheels similar to life boats, however not shown in the Figure-3.

On the lift hammock ( LH ) side of the boat interior there is also a 'receiving hammock' ( RH ) 506, made of metal reinforced nylon net, not lined by a canvas, and supported by long side flanks 504, of a see-saw device, that also can be slid down by mechanical aids, when it is so desired. The center of the RH 506 is configured to have a long plank 516 of a see-saw connected to a short plank 508 of the see-saw by a movable rotating hinge 510 that axially moves about the boat rod 534. The short plank 508 is also perpendicularly connected to the central support 514 of the LH 502, said support devised as a strong structure. The LH 502 has see-saw side planks on either side. All the see-saw planks of the RH 506 are connected by a cross bar adjoining the inside edge of the boat. The RH 506 on both sides incorporates bag like extension net-work 522, that hang down to the bottom of the boat, and each bag 522 contains a heavy-weight metal sphere 524 that stations in the socket 528 in the flat bottom of the boat, the socket 528 being centrally located, with provisions for it to be secured in position even during the tilting of the boat. The cut-section in part 518 of one side of the boat interior depicts such structural arrangement. There are helium filled sacs secured to the bottom of the boat by Velcro, more on the HS, and hence this side, when unoccupied, is asymmetrically lifted up. During rescuing of a burnt victim, the rescuer after swimming to the HS of the boat along with the victim, positions the victim in the LH 502. Objects being lighter in water, it is easily done, and the rescued is secured by restraint belts 532 that have larger than usual size adjustable buckles for easy identification and handling. The Velcro bindings of the hammock cushion in the lower corners are untied at this point. The LH 502 being of moderate size, even two people can be belted at one time. Cross belting is more secure. With the victim in the LH 502, the tilt of the boat is undone by the weight on the HS, while also preventing the victim to be submerged in ocean waters. If the LH 502 is unduly heavy, showing an opposite tilt to the HS, the rescuer should change some helium sacs from the LS to an unoccupied Velcro band on the HS, to offset such tilt, as he is also entering the boat soon from the LS. It can be done also when the boat is symmetrically positioned with the victim's weight, but in this instance, with lesser number of sacs added to the HS.

After getting into the boat, the rescuer will dislodge the spheres 525 from the sockets 528, so that they rest on the bottom of the boat to be lifted up, contributing weight to the side planks 512 of the see-saw, operative to lift the side planks of the LH 502. The rescuer will

immediately position himself on the RH 506 to lower the central long plank 516 so that the short plank 508 and also the LH 502 will be gently lifted up as a result. With the rescuer' s weight, the side bags 522 of the LH along with the spheres 525 are lifted up from their resting position on the floor, contributing weight to the two sides of the see-saw. The rescuer should stay in a best position to be able to pull and receive the victim into the RH 506, by holding the upper corners of the LH padding, after disengaging the upper Velcro bindings also at this time. The spaces between the network of the RH 506 are big enough and without canvas to accommodate the legs of the rescuer on either side of the plank, to sit and pull the canvased padding of the LH into the RH. As the fixed supports 504 and the long plank 516 do not occupy the whole width of the boat, the victim can be slid down to the bottom of the boat, and immediately propped up by pillows, and belt buckled at two places, when also all the RH planks can be unscrewed to be slid down to rest against the side of the boat The spheres 524 are secured in the central socket 528. The helium sacs are also adjusted now so that the boat is not tilted to any side.

A lift boat can also be constructed with the RH 506 secured on either side to the two see-saw planks, wherein there are no side bags 522 attached to the RH, nor there are sphere devices 524.

The lift boat interior can be lined by bubbled air mattress on the bottom and adjacent sides, protected by weather resistant canvas ( with Velcro bands in strategic places ). A bubbled mattress is better protected following an isolated puncture than a regular air mattress. A sponge mattress is also an alternative. The surface canvas can have restraining belts in strategic positions so that the victim's body will not be unduly jolted by the rough tides of the ocean.

Lift boat with inflatable lift mattress - in yet another embodiment the LH is provided with an inflatable ( securely protected by over sized allowing needed expansion ) that can be air inflated by a pump securely protected inside a boat compartment. After a victim is restrain-belted ( said belting will not hinder an upward expansion of the air mattress ) in the hammock outside, the air mattress ( covered by properly sized padding with canvas lining, and bound in four corners by Velcro ) is air inflated to rise to the level of the edge of the boat. The air mattress is configured narrow in its width, to be sufficient to accommodate the body of a victim, but suboptimal in its length - such provision minimizing the time of air inflation, for the mattress to rise to the edge of the boat. That is, it is structured and positioned like an air-bench ( that is lifted up in vertical height ) rather than a standard 'air-mattress' that it is named as. It is also tied in strategic places to the back rest of the hammock, to keep such positioning even before it is occupied. The mattress can also have an incline in the top, towards the boat interior so that the victim can be slid inside easily. Additionally, it can have wide-cavity egg-crater like configuration throughout, with wider cavities in the centers of the side walls and the bottom, to minimize the air needed, yet serving the purpose of air-lift without compromising comfort. Air pumps and other devices made of metal are preferred, or else they are made to be in-built in the boat, to minimize any shocks and breaks. Solar-powered batteries are best suited for use. In the setting of the air mattress, if see-saw device is not chosen, an un-planked receiving hammock inside the boat, detachably hung to the sides is still desirable to safe-handle an injured victim, and not to aggravate pain. However, it is better to have the see-saw device also, as it is a sure ( and swift ) modality in case the air mattress had been accidentally punctured in the transit.

Multiple air pillows are also stored in the boat compartment of any boat along with IV

( intravenous ) transfusion fluids ( vital in burns cases ), few hospital gowns, and dressing supplies. The boat also has hooked rings on the walls to hang the infusion. All the wall-hooks in the boat interior are structured as 'near circles' so that whatever is hung may not be accidentally disengaged. All the crew members should know how to start an IV as they also should be trained in basic life support ( BLS ) while they are trained in basic fire-fighting.

Which device to choose is solely based on the seriousness of the situation -

If basic life support ( BLS ) like mouth-breathing and chest compressions are immediately needed, and even few minutes can not be expended to look for the needed inflating devices stored in the boat and then air inflate the air mattress, the see-saw is an instantaneous rescue. Air mattress outside on the hammock is a preferred device though finding the required air inflator in the boat followed by air inflating need few minutes to expend, yet with an uncertainty that the in-situ mattress is not punctured, as the knotted mesh is deemed to be protective only from abrasive punctures. Hence, it is wise to equip the boat with multiple devices that are called for in different situations, for a sure rescue. In the situation where the victim is unconscious, indeed it calls for immediate rescue, as it is a mixed case of burns, smoke-inhalation, shock, and additionally drowning.

A bigger rescue boat with sophisticated technology to lift the disabled victims is ideal, but in this situation rescuing everybody at once is not possible, especially when the crew is a large number, and the situation being chaotic, a burnt victim may tend to jump into water from any area of the rig, rather than trying to find the bigger lift boat at a particular place. In such situation, it is better to operate all projectile ramps at once by universal remote control for the boats to slide down into water aided by wheels, so that a person can reach any one nearby. In a place heavily covered by smoke, and also when one's sensorium is deteriorating, rationally expected course is hardly accomplished. However, once out of the rig, and is in ocean waters, a person can rescue others who had jumped along with into the ocean, and are in a far worse condition, when also there are few lift-boats floating around nearby. It can be a situation, when fire had spread suddenly during a night, and it is of no use or is not possible to disengage the D1 , and the only measure possible is to operate the projectile ramps by remote control which every crew member should be always carrying. The lift boats can function as life boats, but the vice versa is not the case, and gentle handling is paramount in case of extreme pain, as such pain itself can worsen the shock of the victim.

Insurance coverage - the Insurance coverage of the damaged rig with financial regain can be a factor in planning against a DIR. However, familiarity with the old rig, remedial measures / damage control that can be immediately undertaken without losing precious time when such measures are also easier, and most importantly, avoiding morbidity or mortality of the crew members - are the factors in favor of constructing a detachable island rig. Finding a new rig that is enormously time consuming causing indirect waste of money in such time lost. The insurance premium can be lower, and an agreement may be planned for covering the needed construction, parts, and repair, to restore the fullest and the best functional state of the partly damaged rig, as such undertaking is very cost effective for the concerned insurance companies also.

THREADED INSTANT JOINT CONFIGURATIONS

The invention further envisions a model of tubing directed to all tubular systems, and their methods of instant system joining or closing, for all future oil exploration units, or as a replacement-tubing for existing units. The model of tubular systems are structured to be having a deep threaded configuration on the inside or the outside, traversing the whole length, facilitating instant joining or closing of a broken or intact system, aided by means of - 1) 'instant joint structures' shaped as I, T, J, L, C, U, Y etc. with complimentary threading, and having a straight or nested configuration, or 2) closing caps - also with complimentary threading. The tubing involved can be production tubing, oil collection tubing, tubular system involving the rig and its machinery, and any tubing wherein said configuration is deemed effective. Such structural mandate is as important as all the incorporated safety devices in case 'fire and well surface blow out' happen,, resulting, in a 'disconnect' in the system - when instant joining anywhere necessary is accomplished, or else instant closing of the system with closing caps is similarly accomplished. The configured joint structures shaped as specified above, are used as one or multiple joints. I and / or T joints are usually needed to aid incorporate other joint structures, to restore a conduit line or complex interconnections. The closing caps have an articulating tube with complimentary threading, said tubing progressively enlarging towards the terminal to accommodate a massively sized cap that can resist any undue pressure built up in the oil conduit system, and also suitable for easy and swift handling, even by robotic

maneuvers. Its importance in an unpredictable and difficult to contain desolate deep sea habitat may not be over looked as what needs to be herein implemented is a small step forward in means familiar, however, with a big leap in functions achievable.