SINKING AND RISING OF A DETACHABLE ISLAND RIG

TITLE OF THE INVENTION : THE OFF SHORE FIRE ESCAPE DEVICES INCLUDING

SINKING AND RISING OF A DETACHABLE ISLAND RIG

APPLICATION WITH PRIORITY DATE : US APPLICATION 17 / 803 373 ; JUNE 2, 2022

TITLE: THE OFF SHORE FIRE ESCAPE DEVICES INCLUDING SINKING AND RISING OF A DETACHABLE ISLAND RIG

CROSS REFERENCE TO PRIOR PATENTS AND APPLICATIONS AND THE FILING DATES :

June 6, 2011 ( Patent US 9175549 ), November 3, 2015 ( Patent US 9884669 ), May 25, 2017 ( Patent US 10 807 681 ) , PCT .Application PCT I US 2021 / 010048.

BACKGROUND OF THE INVENTION

There are innumerable petroleum oil wells bored into the oceanic floor by highlyfinvolved modem 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 events can happen at any time before completion of a 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 application enumerates different fire escape devices of off shore rigs with emphasis on a Detachable Island Rig’ ( DIR ). A contemporary US Application 17 / 803, 373 of the Inventor, titled as ‘WELL BORE TO OCEANIC DIVERSION OF A GAS ENTRAINMENT WITH PREVENTION OF A WELL BLOW OUT’ has a great bearing with regard to the counter measures encompassing a gas fueled rig fire. Without simultaneous implementing of their devised measures, the present invention can only be considered as incomplete.

Many inadvertent consequences 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 Inventor is neither 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 also a responsibility discreetly and voluntarily undertaken by the involved company participating in the day to day practice of this invention, in part of as a whole, for which reason also the Inventor may not be held liable or accountable.

BRIEF DESCRIPTION OF THE INVENTION

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 a ‘Jack up’ rig with no provisions for an under water basement. An ‘off site’ modular, a fire escape refuge for all rig types including the DIR, is also a guarded source of unlimited fresh air to all rigs 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 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 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 undeniable 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. DRAWINGS

Figure - 1 : A schematic diagram of a workable outline of an Emergency Detachable Island Rig.

Figure - 2 A: A schematic diagram of a devised bottom air capsule of a Detachable Island Rig incorporating a pressured air chamber and water-inlet I air-outlet windows.

Figure - 2 B : A schematic of a pressured air chamber of a bottom air capsule of a Detachable Island Rig incorporating a manually operable Basket and Sphere model of one way air flow valve.

Figure - 3 : A schematic of a pressured air cylinder with a one way air flow valve about an air inlet tubing entering a bottom air capsule of a Detachable Island Rig.

Figure - 4 A schematic of an ‘in situ’ emergency basement entry of a Detachable Island Rig, devised as a moving carrier model of fire escape, the fire escape entry water sealed upon a rig fire. Figure - 5 : A schematic of the devised Spray walks in the off shore rigs.

Figure - 6 : A schematic of the devised Water tracks and Track Drives in the off shore rigs.

Figure - 7 : A schematic of a devised canister in an off shore rig, to absorb carbon dioxide and carbon monoxide upon a rig fire, an unsealed canister shown to disclose the devised interior.

Figure - 8 : A schematic of a basement access of a general purpose entry about a Detachable Island Rig, the general purpose entry model accessed via a truck crane, and is also devised to be water sealed upon a rig fire. Figure - 9: A schematic of an ‘off site’ fire escape modular, a fire escape refuge to all off shore rigs.

Figure - 10 : A schematic of a devised ‘in situ’ fire escape entry within a commonly prevalent Jack- up rig, the fire escape entry devised to be water sealed upon a rig fire.

Figure - 11 : A schematic of an ‘in site’ under water fire escape modular attached to a Jack up rig.

Figure - 12 : A schematic vertical cut section-in-part diagram of an off shore ‘Hammock design’ lift boat.

Figure - 13: A schematic end-on vertical cut section diagram of a lift boat in an off shore rig. devised in the model of an inflated lift mattress.

Figure - 14 A : A schematic Detachable Island Rig in a stump like projectile coast line of a natural island.

Figure - 14 B : A schematic of a Detachable Island Rig about a linear coast line of a natural island. Figure - 15 : A schematic of a turbulent water-wind shifting devising in a floating DIR without legs.

DETAILED DESCRIPTION OF THE INVENTION

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 conventional Jack up rigs, not amenable for an underwater basement.

It is a modem day irony that a rig fire is the greatest unsolved concern for the off shore rigs, amidst ocean size of water. 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. 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, 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 the well’s prevailing oceanic climate, after a bore well structure is disrupted, the water continuously gets into the well and therefrom into the oil containment, progressively raising its pressure. As the ocean water fills the oil containment, the oil rises to the surface, due to 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 emergency measures to plug the well leak at the earliest instance ( as described in the Inventor’s US patent 9175549 ) 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 SCHEMATIC OF A DETACHABLE ISLAND RIG

Figure-1, not drawn to scale, shows a schematic outline of an oceanic rig that incorporates a Detachable Island Rig ( DIR ) in its structuring. The Figure-1 schematic only shows a possible plan of the DIR and does not represent the operative configuration, exact dimensions, or the true shapes of the individual units, as it is only intended to show a workable outline by which the detachment of the DIR 108 is easily accomplished, and how the structural arrangement should be geared towards that goal. On one end of the rig is a conduction platform 102 that includes an appendage of fire station 104 ( with its assigned crew ). An adjacent segment 106 stations structures for the immediate operations of the conduction platform 102, the segment 106 connected to the DIR108 by a stretch of fire resistant corridor 110 that is sufficiently long. The afore structures numbered as 102, 104, 106 and 110 are the rig’s permanent stationary base structures. As in Figure-1, the depicted tubing 107 and electrical wiring 105 running to the DIR traverse on either side of the corridor 110. The metal tubing 107 are substituted by short segments of rubber tubing 109 at the junction of the corridor 110 and the DIR 108. The DIR detachable from the fire resistant corridor houses costly and heavy equipment, needed daily supplies, work area 114 ( having remote controls to the conduction platform 102, well head, and functional and security devices ), living quarters 116, a security monitoring and response station 120, and a spray room 197 containing the fire escape entry to the basement. The DIR 108 also accommodates a fire station 118 with its own crew, and a steering station 122 ( located at the opposite end of the conduction platform 102 ), with an engine designed as that of a small ship. The devised distancing of the DIR 108 through the stretch of the fire resistant corridor 110 gives few minutes time for die DIR 108 to be prepared to steer away from the inciting area of danger.

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 shown by numerals 102, 104, 106, and 110 are located at a higher level ( as 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 locking equipment to basement roof structures, the former being similar to locking of a car door ( magnified with an allowance for imprecision ), the locking done 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 rise 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 Figure-1 ), and it is shut off on the side of the corridor 110 by a water tight closure when the DIR needs to be detached, as the DIR’s own watertight closure is also shut off. It can be compared to the detachable passageway of an airport terminal that is detached from the air-plane before its take-off. High caliber sprinklers of the closure of the DIR and the closure of the permanent base are activated about the same time as the rest of the sprinklers activated upon a fire alarm.

It should not be a concern that a open working platforms of the DIR 108 may be drenched by giant waves. As in a ship, such open platform is 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-proof 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 BOTTOM AIR CAPSULE OF THE DIR

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 after the fire is put off. 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 encompassing 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 Figure-2A shows a schematic workable plan encompassing the air capsule, not drawn to scale, wherein the convexity of a hemispherical air capsule 701, made of PVC ( polyvinyl chloride ), is shown facing the ocean 700, and occupies an approximate geometrical center of the DIR bottom. It can be shaped as a hemi structure of an ovoid capsule also, to conform to the rectangular shape of the DIR, yet configured in geometrical center. The inverted domed configuration of die air capsule 701 with diverging DIR bottom all around maximizes exposure of the air capsule to ocean waters 700, the shape also letting water into the air capsule in a controlled symmetrical manner preventing undue tilting of the sinking unit to any one side that may otherwise cause jolting of the larger structures. 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. The air capsule is designed to have sufficient air volume to counter pre-configured weight that the DIR may not exceed ( that includes the numbered crew, or oil collected ), however with a wide safety margin.

A set of four water let-in windows 728 situated about the bottom of the air capsule 701 in circumferential equidistance and operated by remote / manual control, can instantly effectuate its function without any pressure controlled valves. All or few of the water let-in windows 728 are opened for an emergent or non-emergent sinking of the DIR, as also to control the needed depth of the sinking. As ocean water 700 flows in, the air is simultaneously let out from the air capsule 701 through the same windows 728. When sole manual operation is elected, four divers can open the locked windows 728 of the air capsule from outside to let in water, and to that effect, the exterior of the air capsule 701 is set forth with stand-on platforms 703 and grab bars about these sites. As a communication to the divers from the steering crew when the DIR had sunken to a desired depth, a red light blinks outside above the windows 728, so that the window doors can be closed.

About the top of the air capsule 701, a pressured ( compressed ) air chamber ( of steel ) ( 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. A pressure gauge 739 to measure the needed pressure within the air capsule 701, 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 ( being a schematic aimed at clarity ), the suction tubes 704 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 I 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 with one way air flow valves are devised for this purpose, and 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 Figure-2 B; the interior of the DIR 108 is defined by the space above the two horizontal lines, whereas the interior of the air capsule 701 is defined by the space below the two horizontal lines; the top depiction in the Figure-2 B shows the structural disposition about the PAC 702 when the valve 705 is closed, and the bottom depiction shows the structural disposition when the valve 705 is open, allowing air flow into the air capsule 701.

In conformity thereof with the Figure-2 B, the valve in the Basket and Sphere model comprises an upper component 720 housing an upper metal sphere 754, and a lower component 712 housing a lower metal sphere 723, both the upper and lower components having basket-like structuring with a nested configuration; though described as basket-like, the upper and lower components are open on both sides, and are set forth with rubber linings 726; the lower component 712 is a single basket unit; the upper component 720 is a two basket unit, with the two baskets connected by their open broader faces opposing each other, wherein the upper basket has an inverted nested configuration as shown in Figure-2 B; the two metal spheres are connected by a connecting rod 725, while the upper metal sphere 754 is also connected above to a threaded metal rod 732 that can be threaded upwards into a threaded tubular continuity 740 of the upper component 720, the threaded metal rod 732 terminating into a rod handle 734; being connected to each other, the two spheres, the connecting rod 725, and the threaded metal rod 732 move up or down as an unit, when the rod handle 734 is turned clockwise or anti clockwise, the positioning of the spheres being tightly controlled by the threaded maneuvering of their rod connections; as can be seen in the drawing, the upper component 720 is situated about the rig side of the PAC 702, but not open to die rig interior 108 at any time; |the lower component 712 is situated about the side of the air capsule 701 within the PAC 702, and is designed to be either closed or open to the air capsule 701, as dictated by the manual operation of the one way valve 705 by means of the threaded metal rod 732.

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 this position also, 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; as noted, the threaded air filler tubing 748 is securely closed by a massive cap with a threaded-in stem that can contain the high air pressure of the PAC 702. The relevance of the mechanics is better understood by the detailing that soon follows.

(2) The air cylinder model - the air cylinder model as shown in Figure-3 can be considered as a simpler model which the industry is familiar with. The PAC 702 occupying the roof of the air capsule 701 as a spread out flat air compartment in the fore going model, is herein replaced by a metal cylinder 752 of compressed air, with an air outlet tubing 758 entering the air capsule 701; the tubing 758 is controlled by a manually controlled gas control valve 750 that allows high or low air flow volumes, and said air flow model being familiar, any reliable pressure gas control valve the oil industry uses, can be used in this setting; the air flow into file air capsule 701 is equalized to that of the atmospheric pressure, aided by capsular pressure gauge 738; proximal to the valve 750 a devised pressure gauge 722 denotes the air pressure within the cylinder 752 so that a required high air pressure is achieved while the cylinder is filled with air via an air filler tubing 745, following an air let-out from the cylinder 752 into the air capsule 701 about the time the DIR 108 is risen to the surface ocean waters; the cylinder 752 is located near the air capsule 701 in a room with sprinkler sprays so as it is not exposed to excessive heat upon a rig fire.

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 - 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 let out simultaneously 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. Whether the opening / closing of the windows 728 is effectuated manually or via robotic arms, it is done from outside the air capsule 701. 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 701 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 the 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 helpfill to know that pressured air is less buoyant than the atmospheric air, when either occupies the same unit volume, the pressured air being of heavier weight containing more of unit mass of air in an unit volume, as can be practically noted that a compressed oxygen ( gas ) 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 tire air capsule 701so as to immerse the windows 728, which by itself acts as a good air seal to the window 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 - 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 701when 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 let out air from the PAC 702, as in the previous model. As mentioned, 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 during the sinking / rising of the DIR 108, equal distribution of its weight in all four quadrants is aimed during its construction. One plan is as follows - building the four quadrants as constructional needs demand, and equalizing their weights by incorporating compensating weights wherever is needed. Said compensatory weights are in the form of large water barrels in all quadrants, with water inflow / outflow tubes to facilitate equalizing the weight, such equalization programmed by computer soft ware. A preliminary of the DIR is constructed by the manufacturer as a proportionally exact mass of miniature model and trial sinking it without a tilt, and confirm die unit mass of water needed in each quadrant. It is presumed that the heavy structures are stationary in any quadrant, however the conduction platform with the derrick being not included in ±e 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 could be also balanced by the computer just before the shift starts. As the DIR is prepared to be steered away upon a rig fire, the security should fine tune the weights of the four quadrants of the unit. This should be easy, as, the steering crew of each shift is predetermined. Those who could not enter the basement’s fire refuge in time, 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 an easiest way of sinking the DIR, such off shore model must be seriously considered for many of its saving measures.

Water proofed and vacuumed DIR compartments - during manufacturing or later, the DIR equipment is water-proofed, which can create an air-seal in closed compartments. Hence, said compartments have provisions for an automatic vacuum creation as they are closed, or else, the air sealed within all the enclosed compartments can create significant buoyancy, and resistance to sinking in an emergent manner..

The DIR’s detachment - past the water tight door of the detachable walk way within the DIR 108, a ‘crash cart’ is equipped to disconnect the traversing tubing 107, and the wiring 105 ( Figure-1 ). Each tubing and wiring is differently color coded. The wiring 105 that is connected in this area, can be instantly disconnected. The threaded metal tubing 107 at this junction, are made of a long conjoining rubber hose 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 easy conjoining later by instant ‘joint structures’ ( wide infra ). After the cut ends of the C or U tubing on either side are drawn into the corridor 110 as also into the DIR 108, the watertight doors are closed. The signal to unlock the DIR from its base is set forth by key personnel with remote controls.

Unlocking and locking of the DIR to the base platform - in right positioning, the DIR 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 a 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. The DIR gets on to the base in reverse gear upon surface water, in a slow locomotion. Fine tuning of the DIR positioning is guided by solar powered lights covered by water-proofed glass covers. They are configured to be optimally lowered from the basement’s roof structure and are put on when needed. They are color coded for the corresponding lights about the sides of the DIR itself for the 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 is mostly done 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 the 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 onto the base, 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 also can be inspected by the steering crew by getting out. If all locking devices are not operative, locking opposite comers are yet effective. The components of the locking devices should be cleared of particulate matter, 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 - is the most effective accessory measure in putting off the fire. A 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 compromised conduit lines. 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 where ever 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 die DIR is studded with self bathing sprinklers, whereas they jet powerfully about the water surface surrounding the DIR, to force out fire on oil laden surface water.

Rescue measures - with uncontrollable fire, the DIR‘s steering 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 expert fire fighters left in the base, trying to prevent an anticipated well explosion. The crew returns soon after fire is put off and starts reparative processes. After restoring temporary and permanent well integrity by plurality of measures as described in the US patents 9175549 ( as herein cross referenced earlier ) and 10871 055 of the Inventor Applicant, a planned rig structuring / renovation is done as needed. 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, and they must dive in ( to avoid surface oil ) and swim to clearer waters, that is, towards the darkest direction. At least two of the DIR’s steering crew keeping vigilance with night vision binoculars, 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 also hint the fire fighters the direction to pursue in water.

SUMATHI PATURU’S MOVING CARRIER MODEL FOR THE DIR

BASEMENT’S FIRE ESCAPE ENTRY

The DIR’s basement 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 unwanted compromise. The schematic of a water sealed basement entry designed as a ‘Moving Carrier Model’ ( Sumathi Paturu’s Moving Carrier Model ) and is devised for such purpose, is shown in Figures-4, the latter not drawn to scale, and is structured for a safe and quick entry upon a rig fire.

Said basement entry conforms to a rectangular opening 100 of the DIR’s floor structure and is located within a specially configured ‘spray room’ of the DIR 108. Around the DIR’s floor opening ( DFO ) 100, there is a rectangular permanent concrete DIR enclosure ( PDE ) 168. Further more, Figure-4 shows the basement’s roof window ( BRW ) 179 and its two window closures 193 structured within a reinforced roof structure 127, wherein the top closure is made of steel, and the bottom closure made of bullet proof glass.

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 waters 164, 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 creating an enclosure. The two structures 208 in the Figure-4 represent the vertical cut sections of a Water Barrier ( WB ) enclosures erected about the lengthwise dimensions ( the lengthwise barriers, LWB ), whereas the distance between them represents the widthwise dimensions of the barrier structure. The height of the WB enclosure 208 is devised to surpass the surface level 164 of the ocean waters. The barrier structures 208 are preferably in steel, and apart from their outer hinge joints to the basement roof structure, their inner walls are additionally sealed’ to the concrete / steel roof platform 124 of the basement with a thick but flexible water proof sheet ( preferably with vulcanized rubber component ), in a manner similar to a domestic dish washer door ‘seal’ to the washer compartment. The LWB 208 erected to stand in an upright 90° angle are capable of full inward movement towards the BRW 179, but otherwise restricted by outwardly placed brackets 250 arising from the basement floor. The WB structures 208 about the widthwise dimension ( the widthwise barriers WWB ) are also devised to stand by 90" about the roof platform 124, but their movement in outward direction is possible, whereas, moving inwards towards the BRW 179, they articulate with the sides of the LWB 208, the latter augmented to be sufficiently thick ( nearing the thickness of the metal door of a typical bank vault ) for a secure articulation that is reliably water-proofed. The WB structures 208 have no weight bearing function being designed to only isolating the ocean waters.

The emergency entry of the crew upon a rig fire - about one of the lengthwise dimensions of the PDE 168, abroad 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 die 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 waterisolating unit 203 made 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 vulcanized 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 Figure-4, two wedged structures 252 in the inter-space of the WWB 208 and the PDE 168 create a nested configuration about the widthwise dimensions wherein a rubber guard, by virtue of a smaller linear dimension, is manually inserted for a water tight closure. This different structuring of WWB 208 facilitates outward movement of WWB 208 beyond 90° when the rubber guard is not in place, so that a snapping closure is possible dining an articulation of the WWB 208 with the LWB 208. The closure of the WB - after the basement’s roof window ( BRW) doors 193 are locked before the DLR’s disengagement, the rubber guards about the widthwise dimensions are removed first, and the two WWB 208 are unlocked from the LWBs 208 by remote control, when the WWBs 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 WWB 208 can also be held by ‘holders’ that are slowly released for a controlled slow motion closure. Ideally, if the measured width of the window 179 and the height of LWB 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 WB 208 when closed, are in flush with or lower than the rest of the floor. Following the closure 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 within DFO 100 and the PDE 168, the structures WB 208 are lifted manually 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 of the WB 208 where after the basement’s roof window doors 193 are opened. It can be understood that the submerged basement as also the submerged fire escape entry are water sealed from the surface fire.

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 of limited height placed within the basement, 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 courses upwards to pass through a pulley positioned about the nearest ceiling area of the basement After a downward course, each rope traverses another pulley about the basement floor, where after the terminal is maneuvered by a powerfill 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 upwards to the BRW 179, whereas a reversed movement brings down the carrier 212 to the floor of the basement. An ascending movement of the terminal rope reverses an earlier descended movement, as also a clockwise movement of a pulley reversing an earlier anticlockwise movement. The pulleys have hooded covers to prevent de-grooving of the ropes, a very important precaution to preclude any unexpected catastrophic mal-functions.

Executing die carrier’s ascent and descent maneuvers at least once in a month ensures workability of the basement carrier, as also it makes the crew familiarized with the operation. The maneuvers of the WB 208 and the roof window doors 193 should be 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 and WB 208 are closed, and the DIR steers 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 these areas should contact the security upon a rig fire.

The capillary suction tubes - the sheeted rubber seal of the WB 208 is mandated to be inspected periodically. Multiple capillary suction tubes are positioned vertically upon the properly leveled base platform covered by the rubber seal 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 which 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.

ACCESSORY PROVISIONS FOR SAFE EVACUATION

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 ( Figure-4 ), each carrying multiple feeder tubes arising from the bottom of the DIR ( or from a similar bottom structure of a Jack up rig ), and drawing water from a deeper level about the ocean ( this being applicable to all the sprinklers within the rig ), the surface water being occasionally oil laden. The spray is a wide caliber stream that jets water all around, only sparing 2-3 feet about the PDE 168 of the fire escape entry. The sprinklers are directed down into the room, self-bathing the poles, while some are within the room’s roof structure, drenching its layers. The roof sprinklers are activated when the fire seems to be spreading. The roof of the spray room is made of layering such as: a sturdy top metal sheet with surface sprinklers, layers of burlaps, layers of mattress like sponge, and a bottom grid of metal beams, fire structuring capable of stagnating water. Other fire retardant materials can be used. Heating coils within the roof dry up its layers after the fire is controlled. Covering the basement entry, there is a lamp shade like metal umbrella with peripheral water channels, set forth to protect the basement entry from the water-sprays. There is an inch of water stagnation on the floor, whereas the walls of the room are protected outside by similar roof and floor being extended outward. Despite the initial signs of a fire seeming insignificant, the crew must get into the spray room. The entry doors of the spray room are guarded by 4-5 thick oversized overlapping burlaps with heavy bottoms, the outermost layer bound to the adjacent walls by large bands of Velcro ( hooks and loops ), the drenched burlaps hindering fire and passage of gas and smoke. Those entering open the door minimally, and close both the Velcro clasps and the door after them. The sprinklers about the doors are set forth to be wide and forceful. The spray room has lights fixed on the walls, their circuiting derived from the flooring.

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 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. For 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 sunken, 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. The two doors 193 of the BRW 179 are also 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 Figure-5. They cover the entirety of the rig, securely leading the crew to the spray room destination, the strategically located entry doors about the spray walks providing access / exit to different venues. The spray room and the spray walks can be set forth as modular units tailored to the existing rigs, wherein they are structured to be minimally space occupying, yet serving the needs. The spray walks shown in Figure-5, not drawn to scale, mirror the spray room in its roof structuring 195. They have ‘walk ways’ confined by two inner walls 128 and two outer walls 103, coursing parallel, with top water jetting sprinklers 126. There is water stagnation 161 about 1 inch deep w ithin the two inner walls 128 as also within the two outer walls 103. The doors 136 of the inner and outer walls are not positioned to be opposing, to prevent easy entry of the smoke and gases. The crew must be familiar with the structuring about their work venues and the course therefrom. The brightly lit solar powered floor arrows 170 of the spray walks point to the direction of the spray room to direct the crew even as the area is heavily smoke filled. A basement if elected as living area, even a moderate sized rig is deemed to avail space for the spray walks.

The sprinklers of the spray room and the spray walks are activated emergently as the gas I 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 worth activating the sprinklers even though the fire is seemingly trivial, as there is no water damage to work areas, the sprinkler sprays intended to be confined to the designated areas. The COz content of the smoke is substantially diminished by the intervening sprays of the spray walks. Following 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 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 Figure-6. The water tracks are canals of cement / concrete dipped into the rig floor and are water filled upon a fire alarm. In rigs where ‘below the floor level’ canals are not elected, the water tracks are set forth as modular rail road like tracks 524 in metal, set forth above the floor level In conformity with the fore going structuring, there are ‘track drives’ or ‘track wheelers’ 174 to be riding from a merger track stand of a work station. A track wheeler 174 shown in Figure-6, has an outer shell built like a three wheeled motor vehicle ( sized for an adult pedaling an un-motorized model of a child’ s tricycle ) with sloping outer contours, especially about the top, for an easy down-flow of the sprinkling water. The front wheel is devised to be large so as to accommodate the minimally sized pedaling hardware within the interior of the vehicle even about the time of its downward circling. A back seat 192 is sized for 1-2 people, and all the seats have cushioned back rests and side supports. The wheeler’s closely set up back wheels and a converging bottom make the tracks narrow, thereby saving the rig space, as also people can normally walk over the tracks. The converging bottom of the wheeler dips into the water all around so that fire / gas may not enter the wheeler’s interior, however the floor of the wheeler is above the water level so as collected water can be let out from the floor. The water tracks 175 are precluded to overflow, and on either side of the tracks, the rig floor has a narrow sieve that drains away the splashed water. The fore structure of the wheeler comprises a transparent plastic shield 136 and a single wiper blade to make the water tracks 175 visible for directional steering, and to prevent colliding with the wheelers ahead. The wiper blade is used only if necessary, as routine wiping of the flow is not protective. There is a transparent plastic window to the front door. The wheeler is lit by solar head lights, while similarly lit track arrows direct to the spray room.

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. The wheeler is jacketed by layers of burlap. The closely set self-bathing top sprinklers 198 of the exterior wet the top 742 and its burlap wraps, 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 ( to avoid crowding of the tracks ) 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 ( the wheelers are provided as per the total head count ), as delay may also crowd the water tracks, and an earliest proceeding if at all possible, is the best way to clear the tracks for later coining vehicles. A 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 ramping device. The disabled are transported in stretchers 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 succession.

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 that do not need to course through a restrictive path way. Apart from having the required general features of the track drives, the spray drives have the herein devised additional technological provisions. The spray drive differs in having two wide set back wheels for better stability, and more height, so that a water compartment is structured about the top, supplying the exterior and interior sprinklers. A 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 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 as its water drips on to burnt skin of a victim.

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 SCBA ( self contained breathing apparatus ), the gas mask comprising mini soda lime canister that absorbs both CO2 and carbon monoxide ( CO ) ( the latter 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 die workable time of the canister and file air tank, depending upon the unit selected. The closed circuit SCBA 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 burlap threading as eye shields ) hanging from the ceiling and a worker can thoroughly soak himself, wear a drenched burlap attire, and get into a wheeler to reach the spray room. It takes at least 3 minutes to access and wear a 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 to make a difference. Wearing an uniform is the first choice, 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 to be protected from poisonous gases. Metal shelves with snap doors and adjacent shower head can be positioned through out a rig 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 fire fighter’s uniform. From outside, availing a burlap attire, as also approaching a wheeler first is easier rather than trying to get to a 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 CO2 and CO 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 these gases. A canisters is so devised that a sealed canister ( a CO2 scrubber ) is unsealed by remote control as also it may not be exposed to direct sprinkler sprays. For such purpose, the following canister structuring, as shown in the schematic illustration of Figure-7, is devised.

The Figure-7 depicts a large sized box like canister 402 with approximating dimensions of 16 ’ depth, 3 ’ width, and 5’ height, larger or smaller sizes being not precluded. The sides 134, top, and the bottom of the fireproof canister 402 are permanently closed, whereas a front panel 132 and aback panels are locked to the sides 134 of canister 402 by locking devises 159. They can be unlocked by remote control, upon spreading fire, whereby the two panels will disengage and drop to the floor. The locking can be by any means, the simplest being similar to the lock of a car door that can be unlocked by remote control, and an universal remote can unlock all the canisters of the rig. Figure-7 depicts the front panel 132 unlocked exposing the interior of the canister 402, thatshows pigeon hole like compartments 158 of the canister, wherein pellets of soda lime occupy almost to a full extent of each compartment. The pellet structuring sets forth recesses in between for maximum exposure of soda lime to the pervading CO2 and CO. The front and back panels are fight weight being made of sturdy fire-resistant material with a thick sheet of air proof plastic underlay, a solid support given by a thin PVC edging. The contacting outer frame work of the boxed canister and the frame work of front and back panels comprise rubber edging 150 so that when the panels are locked, the canister 402 is made air tight, as the soda lime should not be exposed to atmospheric air except when its use is intended in the event of a rig fire. To protect it also from direct sprays of the rig sprinklers, the canister 402 has a permanent ‘spray shade’ 133 on all sides about the top, the shade configured with an upward incline approximating 15-20° from the horizontal plane. A downward incline or a horizontal disposition as of a conventional shade is differed, as the devised structuring is more receptive to CO2 that is heavier than atmospheric air. The spray shade 133 is devised fireproof and has an outlet that drains away collected water. The canister 402 has bottom support structures for needed stability. CO2 recaptured from the canisters can be used for urea ( a major plant fertilizer ) synthesis.

ADDITIONAL OPTIONS AND SECURITY MEASURES - The basement as living quarters - wherein opted, the basement can be used as living quarters, with a cooking and dining area, with inherent 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, its mid level sensors being paramount ) so that its ignition sources are immediately put off and the hot stove tops ice-cooled. In the fire triangle of fuel-oxygen-ignition source, the ignition source is so eliminated. Methane, being lighter than air, the danger of fuel to a lower level basement is also eliminated from the fire triangle. A 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 daily, such coincidence is a certainty. 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 is made as living quarters, the fire fighters and the security are required to sleep in the upper level. The basement has two emergency exit doors, their outer structures 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, basic life support, managing IV ( intravenous ) line for hydrating a burnt victims ( IV hydration is paramount in the treatment of bums ), local care of bums, smoke and 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 islocked 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 ( Self Contained Under Water Breathing Apparatus ) is 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 exit means are not operable, as when the exit doors fail to articulate with a water-proofed stair case tubular of a deployed emergency marine unit, to hospitalize critically ill victims.

A 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 Figure-8, enumerates such devised model. The general pinpose entry on the base platform 124 is entered through a Housing Structure ( HS ) 428 located about a projectile basement comer 429 ( Figure -1 ), and rising far above the water surface 164, the housing structure accessed through a Top Entry Room ( TER ) 430. An Entry / Exit side Door ( ESD ) 431 of the TER 430 is reached from the inside through a Lengthy Stair Case ( LSC ) 432 arising from the floor 434 ( conforming to the level of the basement platform 124 ) of an Exterior Staircase Room ( ESR ) 472, whereas it is accessed through a Smaller Stair Case ( SSC ) 435 from the outside. Said smaller staircase 435 adjoins a Bridging Structure ( BS ) 436 ( connected to the DIR platform ), the HS terminal of the BS 436 being situated on a Small Walk Way ( SWW ) 457, 15-20 feet long. A Floor Window ( FW ) 437 with a watertight Sliding Window Door ( SWD ) 438 about the floor 434 of the ESR 472 opens to the basement interior 130. The SWD 438 is ‘water-sealed’ upon a rig fire, wherein the top structure is burnt. The FW 437 opens to a Basement Stair Case ( BSC ) 439, the latter landing about the basement floor 452. The SWD 438 is opened by a remote key ( carried by each crew member ), and is designed to close in few seconds like an automated elevator door. The key additionally opens the ESD 431 of the TER 430. Outside the bounds of the FW 437, the ESR floor 434 is structured for a locking provision 454 for an ‘entry tubular’, the walls of the latter being articulated in-situ ( for an easy assembly ), providing water tight approximation that rises above the water surface 164, to enter / exit as a temporary measure, when the surface structure of the ESR 472 is destroyed upon a rig fire. However, the ESR 472 and the permanent TER 430 need to be constructed soon.

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. Figure-1 shows a bird’s eye view orientation of the HS 428 with adjoining BS 436 about the steering side comer of the basement platform 124. The BS 436 is configured in a ‘Truck Crane’ ( TC ) model, the crane structuring 436 conforming to the bridging, mounted on a drivable truck 470 about the rig side terminal. The crane / bridging structure 436 is minimally inclined and though resting on the SWW 457, it is not materially connected, such disconnection required of, about the time of the DIR’s detachment, to be steered away upon a rig fire. The drivable truck 470 is stationed on the DIR floor, whereas its loading platform ( that is, the bridging platform ) is in level with DIR’s work platform. The bridging structure 436 is completely covered, so as the crew can use it as a walk way in any weather ( wherein an overlapping approximation 450. will also protect fiom rain or snow ). Yet, it can be instantly steered away due to its comer steering side positioning, thereby kept unobstructed in its course ( Figure-1 ). The craning BS 436 being rested on the SWW 457, it is most suitable for its designated function, with no strain imposed on its hoisting ropes despite the tremendous trafficking. The BS 436 is protected by exterior layers of burlaps and self bathing sprinklers, whereas its terminal about the SWW 457 with out turned up-facing fans drive away the approaching gases. The devised passage doors about the enclosed bridging structure 436 are opened, when it is driven into the rig following DIR’s detachment, and trafficking in die area is still possible. It may be noted that when the DIR is risen to the water surface upon its detachment, the BS 436 also rises, so that its forward course is not strained.

AN OFF SITE FIRE ESCAPE MODULAR ( SUM AT HI PATURU’S OFF SITE MODEL ) VITAL FOR ALL TYPES OF RIGS INCLUDING A DIR WITH INTACT BASEMENT I

There exist many rigs without a safe and reliable fire escape plan. Additionally, the fire fighters of the permanent base, and the crew left back there 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 Figure-9, a schematic not drawn to scale, illustrates an ‘off-site’ fire escape modular housing, either small or moderately sized. The weather resistant modular housing is structured on a base 59 with a flat barge like configuration. Said barge like base having down sloping edges with small poles and hand rails facilitates boarding a fire victim from water, by a single rescuer. The barge base is safe guarded with metal- shielded edges, as also jets of water 64 emanate forcefully about the edges preventing approaching fire of oil laden waters. About the outer walls of the modular housing, built in watertight compartments 56 store stretchers and rescue supplies, for immediate access.

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 metal 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 upon the wooden barge to give buoyancy to the unit with no strain to the leg ( wherein single leg is elected as the anchoring base, anchoring chains being an alternative ); the TRR 51 houses a spacious hall, about the side of the staircase 58 outside, the hall comprising 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 break proof glass doors and night vision video monitoring devices; the TRR 51 is structured with a high tower 52, housing a guide fight 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 ( Figure- 11 ), the aeration tubing 16 being the reliable source of fresh air supply to the fire escape unit, upon a rig fire.

The guide light - the TRR’s high tower 52 have a top glass closure, is structured to housing a large rotating ( about 180° ) high beam sky light 65 facing skyward. It is put on by the residing crew as a 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 can be wanned by heating coils.

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 surface waters, by units of metal strings 6, each unit having two strings. Each string is made of sturdy but narrow metal rods or poles 67 of 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 Figure-9 illustrates them in a magnified schematic. Such arrangement prevents the strings from sideward bending or sinking, so as to maintain their desired axial length, whereby the modular is precluded from floating closer to the rig. To serve a similar purpose, the strings 6 are anchored to the modular or to the rig by direct hardware bolting of the rods 67, with no connecting linkage rings. The devised arrangement helps to distance the fire spreading on water, and the wind blown gases to be dissipated before they can breeze to the area of the modular. The units of coupled strings 6 are multiple, and they are clustered at the rig side, while fanning horizontally about the modular side. As an alternative thereof, they can fan in a vertical disposition about the rig side, and fan out horizontally approaching the modular, such arrangement leaving needed space about the rig periphery. The length of a rod 67 is configured to be long, that only few are incorporated. Submerged low voltage solar lights accompany the strings 6. Intermittently, the rods 67 are configured as air filled cylinders in a manner that the strings may not float to the surface, yet carry their own weight with no strain to the rig they are anchored to.

Provisions for the stability of the modular and its interior - the modular is better stabilized as 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 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 string of lights. The lighter inflammable gases may not access surface waters, 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. CO has same density as the air, and CO2 is heavier.

Safety and utility provisions - apart from the crew, the modular is a destination for life boats I lift boats that are temporarily chained to its safe side. The crew signs in through entry data portals. A key person keeps vigilance to events of the ocean waters and about the rig far away through night vision binoculars. At least two security members routinely stay in the modular. Upon a rig fire, water is pumped fiom deeper ocean. Two days worth of food supplies for the whole crew is stored in the modular to be refilled prior to expiration dates, the expiring food being used by rig crew. 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 fiom the ocean bed, at a desired distance fiom the rig. The leg must have a broad base for better 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 wi± a bottom threshold of 1/2 foot height and the other of 1 foot height, with ramps on either side, the door of die 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 FIRE ESCAPE MODEL FOR A CONVENTIONAL JACK UP RIG

( SUMATHI PATURU’S IN SITE MODEL )

Figures 10 and 11, not drawn to scale, illustrate a Jack up rig based fire escape unit. The following description, in conformity thereof with the figures, enumerates such devised model. Structure 197 represents a spray room in a jack up rig 1, supported by its legs 2. A ‘water seal’ about the fire escape entry of a Jack up rig is herein created by an incomplete shell of water enclosure 47, said enclosure having four walled outer structure 37 and four walled inner structure 33, each having a bottom, but open about the top, with water circulating between the inner and the outer enclosures. As the inner walls 33 of the water enclosure rise above the outer walls 37, water overflows as a ‘water fall’ 39 about the outer walls 37 into a small water tub 40 that surrounds die outer walls 37 about the spray room floor 41. The interior of the water enclosure 47 comprises a ‘Top Sliding Room’ ( TSR ) 32 and a bottom ‘Water Seal Room’ ( WSR ) 34. The TSR 32 is set forth in the spray room 197, whereas the bottom WSR 34 sunken below the spray room, stands on a sturdy traversing structure 43 that courses between one leg to another, and materially structured similar as the legs. It may also be supported by a strongly configured dipping floor of the spray room itself. As an alternative thereof, both rooms 32 and 34 can be within the spray room 197 itself, wherein the height of all the structures can be shortened, which is yet functional, the plan being an easier scheme in existing rigs. The two rooms within the water enclosure 47 are separated by the TSR’ s fire retardant floor 48. The floor 48 of the TSR 32 comprises one or more floor windows ( as per the dimensions of the TSR ) 46 through which sliding unit(s) 17 course down from the top of the TSR 32. The sliding unit(s) 17 span about the lengthwise dimension of the TSR 32, to reach the floor 44 of the WSR 34. Each sliding unit 17 is made of a top structure and a bottom structure with a small gap between the two, to create an intervening space of 4-5 inches for a fire retardant window closure 5 to slide sideward like a car roof closure. The gap between the sliding units 17 is covered by a rubber sheet 3 that lifts up when the window closure 5 moves towards the center to close the floor window 46, whereas the rubber sheet 3 moves down to close the gap of the sliding unit 17 when the window 46 is open. There is one staircase structuring, said staircase being structured to curve in a shape of C or S within TSR 32 and the WSR 34, so that stretchers of fire victims can be carried over a smooth sloping incline to reach the floor of the WSR 34. It can be made as a ramp also. Said staircase or ramp has similar gap as the sliding unit 17, to allow a sliding closure, however, being small it can be easily and quickly traversed by the descending crew. Separate sliding unit(s) 17 is I are devised to swiftly transport the crew from the spray room to the under water fire rescue modular 42. The spray room also has staircase(s) 45 about the fire escape entry to reach the sliding unit(s) 17. These staircases 45 are not solid, and are designed as frame works that overlie the area of the water fall 39. The water in the tub 40 is continuously let out, preventing flooding about the spray room floor 41. The spray room has spray poles 25, their structure and function similar as those within a spray room of the DIR.

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 Figure-9 described for the off site modular, can also anchor it to a leg underwater. Multiple water feeders 8 originating from deeper level under water, ascend through the roof of the slide tubular 28, to reach the water enclosure 47. The tubular 28 about the air gap and the sunken water enclosure 47 are protected by layers of burlaps and wide caliber self bathing sprinklers originating from the feeders 8. The slide tubular 28 courses curvilinear to the devised fire rescue modular 42, the latter submerged below the water surface 164. In large rigs, due to lack of needed stretch of space in any particular area, there can be more spray rooms 197, and one or more rescue modular units 42, anchored to different legs of the rig, distributing the imposed load, said anchoring made sturdy with materially similar structuring as the leg. The staircase provision allows the crew to return to the rig from the rescue modular 42.

The fire rescue modular - the modular unit 42 ( Figure-11 ) comprises an entry room 10 and a main area inside. It has break proof glass windows to monitor the events outside and to be guided as to when to lock its door 12. The modular unit 42 depicts a floor tub 24 to receive the terminals of the air tubing 16 originating in the floor tub 60 of the off site fire escape modular ( Figure-9 ), to be supplying fresh air upon a rig fire. The modular 42 has an air capsule 14 in its top structure to attain buoyancy and not to impart undue strain on the legs, to which it is secured by strong supports ( such as the overlapping rod structures 6 of Figure-9 pertaining to the off site modular, so that undue mobility and collision with the leg is precluded ). Said supports originate from sturdy transverse structures 20 of the leg. There is an emergency exit door about the modular unit 42, and SCUBA devices for the crew to exit in a diving mode. The crew can also get out through a waterproofed exit tubular of a marine unit, as in a DIR. All fire escape units have strong in-built water suction-out devices.

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 sensing of gas by the TSR gas sensors near the crumbling structure, all sliding window door(s) 5 are shut with loud alarm, 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 ( Figure-11 ) is a protective structure secured to two legs and positioned in an incline covering the modular all through its linear stretch about the legs, to obstruct and divert a falling structure. The surface guard 31 also has redundant chains 9 anchoring it to the legs under water. The legs have self bathing sprinklers about the air gap, as these are the back bones of the rig, and should not crumble even upon a deadly fire. Spanning all through the length, the surface guard 31 has a top air column 7 that is devised to be larger about the leg side, thereby creating a desired incline of the surface guard, to let a falling structure tumble into the ocean and get diverted away from the modular 42. Additionally, the surface guard has studded bottom magnets 23, wherein their lower magnetic poles facing the modular unit 42 are similar as the opposing poles of the magnets 15 studded about the top of the modular 42 creating repelling forces and preventing a damaging impact with the modular. However, if world wide experience had taught that the floor of the rig had not collapsed even in a catastrophic rig fire, the modular unit 42 can be structured right under the rig.

Wherein the surface guard 31 had not resisted the weight and broken off from the leg, it still protects the modular 42 as ; (1) it resists sinking by its buoyancy and is precluded from being swept away by virtue of its intact redundantly anchored chains 9, that do not take the impact of a fallen weight; (2) it maintains its devised incline making a weight drift into the water; (3) it will be repelled by the modular 42 so as a weight 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 also put off the fire by a ‘Fir-crane’, as elaborated in the last page of die specification.

MULTIPLE EXITING SLIDE TUBULARS

A jack up rig can have an additional safe guard against rig fire, such safe guard 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 ) devised to be water seals to the exiting tubular. In a comer 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. 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 cushioned, there being also a mandated speed breaker short of the terminal. A suction device above the water level of the 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 underwater tubular have air capsule(s) to make the over all structuring light weight,

Jack up rigs - 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 air gap course of the tubular is guarded by burlap layers and self bathing sprinklers fed by interior tubing, and the structures about the . air gap of a Jack up rig are also supported by vertical or tangential bars from adjacent rig structures. The strings of overlapping metal rods shown as 67 in Figure-9 can additionally anchor the tubular to a nearby leg immediately beneath the surface water, so as they prevail even if the supporting bars collapse.

DIR - the model also can be used for the fire station of the stationary rig in the set up of a DIR 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, and a fire fighter maneuvering a severely injured member to the surface, can also easily lift him into the lift boat. In temperate zones - 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. If superficial waters are warmed up by solar powered heating coils on a continuous basis, the boats devised for icy zones ( detailed later ) are mandated to be hoarded in the flat terminal.

The exiting slide tubular in any number is the most usefill exiting and fire escape device in any type of rig.

FANNING COVERS

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 gas fire, to surround large and tall structures of a rig is one such diverse encounter. The devised fire proof 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 approaching gases. Unlike rig cranes, they are structured easily upon a derrick with no locomotive function. The fans with stems of minimal size solely face the direction of the rising gases. They are made of light weight metal wherein each blade tapering as a spike spans at least five feet length, two blades being optimal. Said grid of exoskeleton additionally has self bathing sprinklers drawing water from deeper ocean. However, the sprinkler tubing should project beyond the adjacently located fans so that the waterjets are propelled forwards. Tall structures with significant locomotive function, and structures like rig cremes 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.

FANNED CURTAINS -

.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 a DIR ) shielding the rig and its tall structures from the side of danger, the arch additionally supporting powerful sprinklers. The high arch is supported by strong metal / concrete base structures ( with top air capsules ) situated under water. They are restrained being affixed by sturdy bolting hardware to the cross bars about the legs. The tall arch will not preclude the DIR from steering away, as its course is towards an opposite direction while the rig’s tall structures are protected during the few minutes it is preparing detach. Fans are also situated within the corridor 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 construction of a rig.

PROTECTION OF ROOFED / CLOSED ENCLOSURES

The enclosed structures within the rig have no known 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 outside the entry door and guarded by sprinklers, can further aid the gases to not enter the room altogether.

In a DIR with no air gap or in a Jack up rig with an air gap, multiple circuiting air tubing situated about a safe side opposite 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 a rig wall or a leg by holders. Each down going limb of the U tubing dips 2-3 feet into water to then run in an incline to the ocean side, to rise to the surface at a distance. Each tube terminates in a large cubical or rectangular block of air capsule, where from large inverted J terminals or chimney like structuring rise vertically sufficiently high, so as 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 base can support the top structures, without turning upside 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 Figure-9, so that the air tubing maintain the linear distance from the rig to supply fresh air uncontaminated by the smoke filled air of the vicinity. The air tubing are in a size and number proportional to the size of the rig.

The gas chasers about the conduction platform - about the conduction platform, clustered around the marine riser are high powered fans, activated by the well site gas alarms, to drive away the approaching gases sideward, that they will not breeze into the rig nor rise up towards the derrick. About the bottom frame work of the derrick, appended fans are configured like domestic ceiling fans, however with a 45° tilt, wherein the wind blown by the fans are in the same direction as the other fans are directed to. The guiding principle in utilizing the breezes of the fans is, the direction of the breezes from all the fans must be synchronized towards one direction, and preferably in any rig, it has to be chosen as per the dominantly prevailing direction of the wind in that part of the world. About the conduction platform that direction is kept open when ever feasible. Cylinders of Compressed O2 free Atmospheric Air ( OAA ) or compressed CO2 ( CCO2 ) - as well site gas alarms signal major catastrophe, the vigilance squad (VS ) wearing closed circuit SCBA mask and stationed about the conduction platform, instantly opens the enormous cylinders of Compressed Oxygen- free Atmospheric Air ( OAA ) or compressed CO2 ( CCO2 ) kept in reserve, for the OAA / CO2 to admix with approaching inflammable gases to avert an explosive fire. Compressed OAA / CCO2 cylinders should . also be appended to the frame work of the derrick at the lowest level ( that is, lower than the installed area of the fans ), and the OAA / CO2 released upon a gas alarm. Both OAA and CO2 being heavier, they encounter the inflammable gases as soon as they approach the rig level. The VS, specially consigned about the time of down hole completion, is vigilant round the clock for the well site gas alarms. The VS must be aware that the soda lime of the canisters of the SCBA masks are exhausted in proportion to the amount of CO2 exposure. Other crew members must leave the area before the cylinders are opened, to get to the ‘spray walks’ leading to the fire escape entry, and they are allowed into the area only after the atmospheric oxygen / CO2 levels are optimized. The COAA I CO2 cylinders are clamped as soon as feasible and they are vacated from the rig soon after the passing of the event. After the critical time had passed, regular atmospheric air stored in compressed atmospheric air ( CAA ) cylinders is released into the rig confines, to make it safer in emergent manner.

A contemporary application ‘WELL BORE TO OCEANIC DIVERSION OF A GAS ENTRAINMENT WITH PREVENTION OF A WELL BLOW OUT’ describes how the gas entrainment is mostly diverted into the ocean waters ( from the well bore as also from the marine riser ) and that only a meager fraction is reaching the rig level. Thorough review of said application is a suggested mandate for wholesome understanding of available remedial measures and a meaningful management of a rig fire without losses of life or expensive amenities.

Most of the structures in the foregoing can be incorporated into existing rigs with no structural / functional compromise. They are monitored by drone(s), by the mobile unit security guards as well as by the rig squad with night vision zoomed videos, and are checked periodically to ensure a maximal functional state.

EMERGENCY BREATHING PROVISIONS FOR ALL FIRE ESCAPE MODELS

The devised off site fire escape modular being improvised with all types of rigs, unlimited emergency fresh air provision to die 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 as 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 terminal. As an alternative, the air tubing 16 can merely comprise said resilient metal tubing ( with no rubber tubing inside ) such as the ‘Bionic steel hose’ having air tight conjoining with circuiting short segments of threaded metal tubing the later aiding in segmental replacement.

Locating and mending the tubular compromise - as the tubs ( 24, 60 of Figure 9 and 11 ) at both ends comprisefthe originating and terminating color coded tubing 16 consequent to the structural compromise of the air tubing 16, the tubs ( 24, 60 ) fill with water and alarms ring on both ends alerting the crew. To find the area of the tubular compromise, the terminals of both sides that are normally kept open within the tubs, are capped ( said caps being ‘injector caps’, the latter secured in situ to the terminals of the air tubes ), the water suctioned out from the tubs ( 24, 60 ) and while the caps of the off site terminals are kept closed, in the rig terminals each cap is opened to detect leaking air tubing. Some water effuses from all tubes, but only the leaking air tube(s) will continue to leak. The compromised tube(s) are further tested with air injection with closed cap(s) of the rig side terminal(s), while the cap(s) of the off site terminals are still kept closed. The divers inspect the entire length of the corresponding color coded air tube(s) under bright light when ocean waters are calm, for emerging air bubbles about the compromised area. The injected air being substantial, the rising air bubbles are easily detected even with a minimal breach. The involved area is replaced and water from all the air tubes is suctioned out, for their proper functioning. Water is normally diverted from the top of the tubs ( 24, 60 ) to prevent flooding, however the alarm keeps ringing until the tubs are attended to. The threading of metal vertical terminals about either end optionally enables the whole tubing to be replaced.

Two sets of air 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 CO 2 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 water flow into the tub. The bend above the water is covered with layers of burlap and self bathing sprinklers, the burlaps also spanning 1-2 feet below surface waters, giving allowance for the fall of the surface tides. The CO 2 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. 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 suctioning from the farther end tub is kept maximal to force the smoke out. 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 by suctioning about both the tubs. If the crew enters a smoke filled fire escape unit, they get to the far side that is better aerated, wherein stretchers are kept at a higher level.

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 a 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 rise up 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 - said air tubing in this setting originating from the tub of a fire escape unit and opening into air capsuled terminals about the ocean surface, the tub comprising suctioning provision to force out the pervading smoke. Being a vital source, the whole structuring needs monitoring by rig site drones.

In the event that the fresh 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 - 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 imptied that die basement has a separate smoke and gas alarms activated by local accumulation of either, such alarms located at a different site with different Hghting and ring tones which are also differentiated by large labels. When 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 facing the basement entry, and are put on when alarm(s) ring(s) in the basement.

THE SPECIAL FEATURES OF A RIG’S RESCUE BOATS

The herein devised life boats and 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.

THE LIFE BOATS

Most of the life boats 138 are stationed in a DIR adjacent to the spray room 197 ( Figure-1 ). A life boat has the following special features needed of its intended function : a fire resistant surface with strategically placed maneuvering bars; two pairs of bottom wheels as those of a train wagon, the wheels set forth about an exterior metal frame-work nailed to the top edge of a boat ( Figure-12 ) ; a hanging ladder on one side if the boat has significant depth, while the boat also having black stripes on the ladder side, to identify as a side to approach, the whole boat being painted white for enhanced visibility ; the boat’s hemi-section on the opposite side of the ladder having thicker proportions, preventing toppling of the boat with the weight of a boarder climbing up the ladder, and the boat additionally comprising a Hght metal or a PVC air capsule in its exterior, coursing the ladder side adjacent to the bottom about a depth that otherwise stays immersed in water, whereby an unmanned boat may tilt, but it can be corrected if a tilted side is preferentially occupied; raised rubber guards, strong but yielding, structured in strategic places about the boat’s exterior for preventing collision injury; water tight compartment storing medical supplies ( analgesics like Tylenol with generic names such as acetaminophen or paracetamol, hospital gowns, dressings, 1- 2 sets of IV transfusion bags ); secured oars; a snapping joint to an anchoring metal chain, to disconnect a boat from the rig; a solar powered tight put on by remote control upon a rig fire happening after a nightfall; a built in break resistant lighted compass, as at least a compass directs to the north and south, and thereby to east and west, to reach the coast tine and not be lost farther into the ocean waters until the break of the dawn hinting directional geography, however, a compass is only a rough guide, and reaching an inhabited and non rural coast is paramount if a fire victim is boarding a boat, and conversely, reaching an uninhabited coast can be the beginning of endless troubles both for a search team and the strayed crew, making it clear that aiming to reach an off site modular is a dire necessity, wherein the guide light is indeed a best guide; a GPS connection is an invariable future option, as the rigs not being far away from the coast line, should have a dedicated GPS line to direct the lost crew members in ocean waters, to the rig, to the off site modular, and to the designated coastal town.

THE LIFT BOATS

The rigs are also equipped with ‘Lift boats’ devised for lifting the severely injured fire victims from ocean waters, the lift boat otherwise having the general features of a life boat. A victim can be pulled easily under water, but above the water, 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 HAMMOCK MODEL OF LIFT BOAT

The Figure-12 illustrates a hammock model of lift boat 500, devised larger than a life boat, so that more than one to be rescued, can be boarded. Its flat bottom ensures stability and thereby an undivided attention of a rescuer, if the ocean waters are turbulent. A cut section in part 518 of one side of the boat interior depicts such flat based boat structure. A lift boat, as in a life boat, has four wheels as those of a train wagon, said wheels affixed to a metal framework 580, nailed to the boat edge. It has rubber guards scattered about the exterior contacting areas. The boat 500 comprises of a lift hammock ( LH ) 502 on one side of its exterior. The LH 502 is structured to have a pouch shaped bottom hammock 504, the latter anchored on one side, to a flat panel 528 of the lift hammock ( LH ) 502. The LH 502 is wholly made up of a network of burlap, and comprises a length of 4 - 5 feet. The pouched bottom hammock 504 is a double layer of close knit burlap incorporating a smooth yet strong pouch like frame work of metal reinforcement in between.

The barge structuring and a boat window -

The ‘rescue barge’ - the lift boat 500 comprises a barge about 1 Vi foot wide on either side, while the boat wheels are configmed 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 stabilizes 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 bottom edge of the rescue barge 542 adjacent to the attached flat panel 528.

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 zipped in closure flap that opens about the bottom and the sides like a suit-case closure, the closure flap encompassing a pouched rod about the bottom, 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 positioned adjacent to the window, and not past beyond it.

The storage barge - about the barge on the other side of the boat 500, a locked built in water proof box with a break proof glass panel, stores boat oars, solar heating coils, a solar suction device, and medical rescue supplies. The key is chained to the lock with a large key hole glowing in the dark that also hints the side of the boat to approach. Such storage spares spacious boat interior and also balances 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 comers 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 4 - 5 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 and 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 the following :

(1) the lift hammock 502 - it is 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 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 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 hooking fasteners of the Velcro are provided in bag like plastic wrapping ( with easily expandable elastic closures and soft plastic plates on either side ), so as they are not exposed, as it is not always possible unhooking a Velcro with one hand, a mock practice on a manikin being beneficial; the fasteners are cushioned inside and if the neck-chest area is burnt, the fastening with the neck-chest harness must be lax ; being fastened by the neckchest harness, the head and neck of the victim stays afloat, and having gained a firm footage about the 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 air inflated parts of the harness further aid in floatation of the barge preventing submersion of the victim’s nasal passage, as also the rescuer covers his face with a plastic mask before getting into the boat, and they are unfastened just before the ‘rescued’ is pulled into the boat; the neck-chest harness is secured in a zipped burlap case, and when the rescuer approaches the barge 542 the burlap case is found secured to the rescue barge 542 about the left side of the rescuer, a suitable location for the needed maneuvers by a right handed person while the ‘rescued’ is positioned on his left side.

It is worthwhile that the belt of a worker’s uniform has long Velcro binding and left side 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 comer, 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 comer, 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 1 Vi foot wide, the boat can be still steered with the oars in an incline, and as an alternative thereof, the front 173 ^rd of the boat can be made barge free; (4) while a single rescuer cares 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 fight or a GPS directing him at this time to the off site fire rescue modular; (5) the fire fighters getting out of the ‘Exiting slide tubular’ of the DIR’s permanent base are the most likely crew members boarding the lift boat, few being seriously injured.

THE INFLATED LIFT MATTRESS MODEL OF LIFT BOAT

Figure-13 shows a vertical end-on cut section of a lift boat 570 with a burlap sheathed air inflated ‘lift mattress’ 572 positioned adjoining the right side 571 of the boat interior ( shown in the boat shown in the left side of the drawing ). Unlike a typical mattress, the lift mattress 572 comprises a wedged configuration in a vertical end-on cut section. Its side 587 configured flat and positioned in incline is adjacent to an air inflated ‘receiving mattress’ 582, whereas its side 583 configured concave, is positioned adjacent to the boat side 571, while its top horizontally positioned side 573 is also concave. The lift mattress 572 is anchored to the edge of the boat side 571 at two places by burlap ropes 520 positioned in equidistance from the center of the boat. The air-inflated receiving mattress 582, also burlap sheathed, is adjacent to the left side 584 of the boat, the mattress

582 in its cut section resembling an end-on vertical hemi-section of tire boat, wherein its top is ramped. Such configuration is better appreciated in the boat as it is depicted in the right side of the Figure-13. The boat 570 about the left side shows the original positioning of the mattresses 572 and 582 as encountered by the rescuer, whereas in the right side the boat depicts the mattresses as in the manner they are repositioned by the rescuer. The side 583 of the lift mattress 572 has buckling belts 574 and the side 548 of the receiving mattress 582 also has buckling belts 541, and the mattresses are configured light weight for easy maneuvering. The rescue side which is the right side 571 of the boat, has identifying black stripes, whereas the whole boat is painted white.

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 through out its burlap sheath, 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 zipped 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 mattress edge 576 to position the ‘rescued’ onto 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 die 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. The local hospitals’ experienced nursing staff should teach the crew to do 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.

EXTRA PROVISIONS TO THE BOATS IN ICY ZONES

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, as described . in the following sections. In this setting, the boat’s four wheels should have an additional provision of rotatable pedaling ( as in a bicycle ) inside the boat to be hand-maneuvered, whereby a 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 hard ware penetrating the boat interior is invariable. Hence, water-proofing rubber washers are provided about the areas where the pedaling hardware pierces the boat’s side walls. Based on the rarity of using the boats, wear and tear of 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 encountered solid zones, the wheels exceeding the boat’s minimally scalloped botom 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 it is 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. Steadying the boat, he has to then pull the boat into the icy zone. The boat oars have shovel like pedals with sharp metal edges, as such design is helpful to break the ice or shovel the snow, as 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 a DIR was elected, deeper underwater extensions of heating coils that stretch from the rig to tire off site modular best serves the purpose. Sinking the DIR is only possible if an uniformly heated zone with total fluidity will surpass the height of the DDR. 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 is 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 as was described.

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 later in turn supported by botom 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 wheels are deep set with no danger of derailing as the tracks make a down ward L turn exiting the deck. A boarder should be mindful to maintain needed distance from a preceding boat. He should also operate a blinking red light ( that is visible to the one behind ) if he slows down or stops. A boarder wears fire proof attire stored in the deck, if 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. To preclude collision injury, the terminal ocean tubular and the leg adjacent have submerged rubber guards about the ocean surface..

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. These rigs must invest in off site fire escape modular in the least, as a destination for the evacuated. To return the boats to the deck, a group work is needed, some leading the boats to the ocean tubular, while others draw them up by chains upon the tracks. Each boat there after, 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 their 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 in the configured manner. Un-restraining the 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 ( Figure-1 ) facing the ocean side, have the following safe exit plan: the enclosure with a down sloping floor is triangularly devised about a vertical plane, said triangle conforming to a 105° angle on the rig side and a 30° angle on the ocean side, with a down sloping roof conforming to a diagonal, wherein the rig side wall of the enclosure conforms to 90° angle about a horizontal plane; a boat is restrained upon the sloping floor by the normally down sloping diagonal roof; said down sloping roof conforms to a down sloping ramp when slid completely into ocean water by remote control; the boats on wheels thereupon unrestrained, can slide over the sloping floor and the sloping ramp, onto ocean waters; the sloping ramp has sideward ramp tracks ( as 2 - 3 feet inclined extensions in a same plane of the down sloping roof) beyond the down sloping floor; the ramp has strong but yielding rubber guards about the lower edge, to be shock absorbers upon a boat collision; wherein the ocean side angle of the triangular enclosure is less than 30°, that is, more acute the angle is, more gradual will be the sloping roof, and smoother will be the descent of the boat onto the sloping ramp made out of the sloping roof.

Returning to the rig, a boarder should secure the lengthy ‘fastener’ chain to connect to the boat, and then enter 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. This 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.

NATURAL ISLAND COAST AS A RIG BASE

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 Figure-14 ), the conduction platform 102 being an extended structuring into the sea. However, in a linear coast line, more work and planning are required, wherein with a perpendicular conjoining of the DIR with the conduction platform and the fire-proof corridor ( Figure-15 ), one dimension accommodating the steering station 122 and another dimension accommodating the conduction platform are opened to the ocean waters ( it can be recalled, that upon unlocking, the risen DIR assumes a straight course in ocean waters, until taken over by the steering crew ). The conduction platform 102 and the fire-proof corridor 110 are built by sturdy extended structuring into the ocean. The positioning and a sidewise conjoining of the conduction platform 102 with the DIR 108 about a linear coast line, as in Figure-15, differ from the standard structuring depicted in Figure-1. The shaded areas of the Figure-14 and the Figure-15 denote possible sites of the superficial coast land demolition.

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 is feasible ( rather than structuring lengthier legs ) wherein to prevent buckling, the riser throughout its 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 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.

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 a contemporary US application ( 17 / 803 373 ) ‘WELL BORE TO OCEANIC DIVERSION OF A GAS ENTRAINMENT WITH PREVENTION OF A WELL BLOW OUT ) can also be accommodated in the terrestrial base.

A PARTIALLY SUBMERGED DIR WITHOUT LEGS AND INCORPORATING COUNTERING DEVISING FOR WATER- WIND TURBULANCE -

Under the captioned paragraph ‘The structuring of a Natural Island Based Rig ( NIBR )’ in the foregoing, mention was made about an island stationing of a modular basement with wheels and an air capsule, the latter water filled for the basement to be submerged, wherein a locked in DIR conforms to its standard partial submersion. In the same token, such combination can make up a Partially Submerged DIR with no legs ( DWNL ) 801, however having the same provisions for a DWNL 801 to be detached in the event of a rig fire, whereas the basement in its usual manner remains submerged. Obviously, it is also connected to the marine riser which in turn has its foot hold to the sea floor. The basement’s air capsule is filled with additional preconfigured volume of water before the DWNL’s detachment, so as it will not lose its total submersion in the ocean waters to facilitate a water seal of its fire escape entry. There are many stabilizing devices in the industry for a floating rig without leg supports so as the rig may not succumb to climatic threats. Similar provisions can be incorporated in a DWNL 801.

Additionally, the following model as shown in Figure-15 wherein the four sides of the DWNL 801 comprise Water- Wind Shifting Compartments ( WSC ) 803, is devised to Anther stabilize the DWNL 801 in turbulent surface waters 804. A partition 809 divides the WSC 803 into two mirror image structures in the lengthwise dimensions ( LWD ) 807 as also in the widthwise dimensions ( WWD ) 808, however each WSC 803 communicates with the WSC 803 of the adjoining side, as shown in a shaded areas about one of the lengthwise dimension ( LWD ) facing south ( S ) and the widthwise dimensions ( WWD ) 808 facing east ( E ). The two dimensions facing west ( W ) and north ( N) are hidden from view, yet are implied to be contributing to the devised functions.

The WSC 803 on all four sides encompass Water- Wind entry I exit windows ( WEW ) 802. As the name implies, the turbulent water-wind enters the WEW 802 from the direction the turbulence originates, but exits from the adjacent side, also from the WEW 802, passing through the intervening Water-Wind Shifting Compartments ( WSC ) 803. In Figure-15, the turbulent Water-Wind is shown by in-going and out-goihg arrows 806. They are depicted to be originating in the south (S) as to be entering the WEW 802 about the lengthwise dimension ( LWD ) 807 of the DWNL 801, and passing through the WSC 803 on either side, they exit through the WEW 802 about the east ( E ) and west (W). In so doing, though the force of the Water- Wind hits the DWNL 801, with the same strength or most of its strength, it is shifted sideward, to be forced out through the WEW 802 of either side ( the east and the west ). In the same token the turbulent water-wind originating in the east ( E ) is forced out from the WEW 802 of the north ( N ) and the south ( S ), countering the thrust of the water-wind directed towards the west ( W ). The conventional means of anchoring a floating rig by metal wires to the ocean floor can further stabilize the rig at a deeper level. Wherein all four comers are wired to the sea floor anchors, intermittently, the four wires can be joined in a horizontal plane by structures that mimic the WSC 803 and WEW 802, to counter the thrust of water from any direction. A miniature under water model can prove or disprove its efficacy, but countering the force to reasonable extent is expected.

THE INSTANT JOINT CONFIGURATIONS AND CLOSING CAPS

The invention further envisions a model of tubing, and the methods of instant system joining or closing.

Said tubing is structured to have a deep threaded configuration on the inside traversing the entire lengths. Inner threading is better ( though a more involved manufacturing ), as an outer threading can collect sediment and lose its precision. The threading of the tubing, small or lengthy involves the well and its vicinity, the rig, and finally the appended tubing structures of costly equipment, facilitating instant joining or closing of - (a) a damaged tubing structure by rig fire, or (b) leaking oil pipe lines about any venue, aided by means of -

1) ‘Instant joint-structures’ - these are devised to be shaped as I, T, J, L, C, U, Y etc. with similar inner threading as the tubing itself, to be inserted for system joining, when 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 on the opposite side. The conjoining I tubing have their threaded outer diameter smaller than the threaded inner diameter of the involved tubing system and the devised ‘joint configurations’. When a conjoining I tubing alone is suffice, it is inserted all by itself as a sliding screw. Most of the times, the I tubing alone can be suitable, and all by themselves sufficient. The conjoining I tubing is made sufficiently long, and the central part colored red, as the visible red central part ensures that the I tubing is screwed in equally and sufficiently long, on either side. The tubing system has its caliber size engraved in equidistance, so that the compatible instant joint structures and the I tubing can be chosen. The middle part of the joint structure is enlarged externally for handling, even by robotic maneuvers.

2) Closing caps - a closing cap has complimentary threading to itsstem for closing a system when system joining is of no option. The cap and the stem terminal enlarge to massive size to resist pressure exerted at the terminal, as also it is amenable for robotic maneuvers. Simple closing caps with complimentary threading are used to temporarily seal one end of a severed tubing while the other severed end is worked on.

How to find the source of gas / oil leak and mending it - about the tubing of the oil platform, oil tankers, oil cargos, and the pipe lines about the sea floor, oil / gas sensing equipment are placed at equidistance, each numbered to be defining its territory. If a rubber tubing is devised, it has threaded intermittent leak proof metal tubing amenable for segmental replacement. When a 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 software notes the timing, how ever, the one that first rang, is the source ( unless the leaks are multiple). The leak is confirmed by the adjacent alarms that ring immediately following. The security crew familiar with all the numbered territories, should deploy emergently the instant joint structures in the areas of metal tubing, with two or more conjoining I tubes ). The I configurations are structured as both ‘joint structures’ and ‘conjoining tubes’, the former with similar threading and the latter with complimentary threading, and vulcanized rubber is used for the sealing washers. Unceasing oil / gas emissions from a source or a pipe line that cannot be detected and I or mended is a cause of uncontainable pollution of the eco-system. Hence, the foregoing structural mandates are as important as all the other security measures put together. 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.

THE PLANS AND MEASURES THAT THE OIL COMPANIES, THE GOVERNMENTS, THE CONCERNED AGENCIES AND THE WORLD’S CITIZENS SHOULD CONSIDER

This disclosure comes across as encouraging the use of fossil fuels. No denying that, as there is no other choice for the next few decades ( as total implementation for clean energy is decades away ), and to tell how it can be best pursued as long as it needs to be pursued, is being felt as a responsibility by the inventor, as soon as the ideas and notions are conceived, as also where else can be a better place to do that ? Fossil fuel extraction does not seem as bad as it is demonized, in view of what is mentioned in subsection 1 in the following.

1. NATURAL OFF SHORE OIL SEEPAGE - a less known fact is, off shore oil and gas production benefit economy and environment ( Bruce Allen, The Heritage Foundation, Environment, Nov 30, 2009 ) especially in areas of active oil seeps like Santa Barbara of California, where seepage exceeds 240,000 barrels every 4 years. Papers by British Petroleum in early 1900s show that 75% of world’s oil bases contain surface oil seeps and according to National Academy of Sciences, 63 % of hydrocarbon pollution in US waters stems from natural seeps and only 1% is from off shore drilling and extraction. Research indicates if off shore production were expanded in seep zones, methane and ozone forming reactive organic compounds would be further reduced by lowering the pressure of the under ground reservoirs. The world should rethink the oil ban and drilling should be encouraged and carbon emissions should be tackled by one great provision easily doable - planting trees !

2. Apart from planting and saving trees, soda lime is the single most utilitarian provision that the present day world can rely on, to reduce carbon foot print. It is great solace for fossil oil’s obligated short term and possibly long term use in the future. Soda lime is made available as CO2 scrubbers for its prolonged use, as earlier noted, . and CO2 recaptured from it can be used to manufacture urea ( Ammonia ( NH3 ) + CO2 = urea ( NH2 - CO - NH2 ) ), the world’s ubiquitous plant fertilizer, and CO2 disposal storage in geological reservoirs may not be necessary. Presently, CO2 needed for urea synthesis is generated by large scale fossil oil burning. Blue urea discharges least of CO2, how ever, what is discharged is readily utilized for photosynthesis, by the plants / trees. Farmers need incentivizing education about using fertilizers, that is - (1) the fertilizer sacs with no wide openings are kept sealed and only opened in the fields ( each sac contains educational material ) ; (2) the fertilizers are scattered in the fields at sun rise so that the discharged CO2 from urea is used by plants / trees in sun light for photosynthesis; (3) crops are watered early in the day, as photosynthesis also requires water. Photosynthesis : 6 CO2 + 6 H2O = C6 H1206 ( glucose ) + 6 O2 ( oxygen )

Glucose by complex aggregation is converted into starch or cellulose in the plants I trees. As also, a great hidden advantage during photosynthesis is, for one glucose molecule synthesized, the plants also give back 6 molecules of oxygen into the atmospheric air ( a doubled gift in great amount by plant kingdom to the human race ), whereas O2 used by plants for respiration is only a fraction. The above equation is very persuasive, as, even well informed people may not be aware that 6 molecules of CO2 and O2 are involved, as there is a world of difference between 1 and 6, just as such difference wows in the gains of a financial investment. Hence, it is an easy proposition to reduce carbon foot print by encouraging people through out the world to plant as many trees as possible, evergreens that stay all through winter being equally preferred as big trees that grow tall and wide. Cooperation increases many fold by detailing the science of CO2 and O2 as knowledge is the power and propellant for action, as after all, it is also die bubble people live in, that will be filled with more of O2 and less of CO2 ( the mighty slogan is - ¹ every seed you sow... every leaf you save... see how you save the climate... of our sweet home planet... as you can not do it... reaching moon in a rocket’ ).

3. Where CO2 emitting fuels are sold, CO2 scrubbers can also be sold, to be kept near places of carbon emissions, and the scrubbers are automated to open when ever the concerned machinery is in operation. This includes the back of a motor vehicle, wherein an universally similar model of scrubber in air tight enclosure is deployed to be opened with the engine key, and it is automatically opened or closed as the engine is started or stopped. Old cars can have it as an appended enclosure near the tail pipes, devised aesthetically appealing, and locked with a number lock. Car mechanics must be trained by car engineers to install them about all cars, the present car owners buying electric vehicles ( EV ) being a remote agenda, there being hybrid models as well. The scrubber lights up when used up and used up scrubber is exchanged for fresh re-filler at gas stations. The lit up scrubber shows the time since exhausted, and police may give ticket for 1 week past due. As the battery resources of EVs are also limited and need mining, gasoline driven cars may go hand in hand for economy of either. The government should also make the CO2 scrubbers free or of minimal charge, mandating it as federal supply to the gas stations, and gas stations paid for the services. CO2 scrubbers can also be studded about the limiting outer boundaries of interstate and state high ways, as also about busy inner city roads. This vigilance extends to domestic outdoor grills also. People should have incentivizing education that the air is cleaned up for their own good, and that the heart, lung, and brain health as also the life span are thereby improved.

The soda lime in the rear of the cars should be protected from rain as the pellet form will be otherwise lost, and the CO ₂ absorption capacity will be minimized, as also its effectiveness is lost by dilution. Hence, the scrubber compartment should be closed when it rains as also during a car wash. To counter the problem, the gas entry inlet of the CO2 scrubber enclosure should be opening towards the front interior and the sides, and away from the rain pours coming in from the rare side exterior.

4. Hydrogen can be used as an alternative energy source, the Hydrogen easily generated by just adding water to beads or pellets of silica gel ( as per the university of Baffallo ), the availability of silica being ubiquitous. The renewable ecofriendly hydrogen sourced energy is remarkably dense, however, the translation of theory to actual powering of automobiles and other devices, is shrouded in uncertainty.

5. Electric vehicles (EVs ) promise hope, but the optimism should be coupled with knowledge about future prospects. The source of electric power to the charging station, most likely is the fossil fuel. Only 11% of US energy comes from renewables, whereas other 89 % is from petroleum, natural gas, nuclear electric power and coal. The fossil fuel combustion at the power plants produces 73 % of global emissions of SO2 and 20 % of global emissions of CO2. However, carbon capture in this setting is easier, as it is localized emission. It takes time for total renewable resources, yet their electric power is not dense. Until that gets better, economy of use for any vehicle should be the goal. Using nickel for coins should be stopped and people can exchange them for newly minted aluminum coins. And what if the renewable energy is not as dense, to be an equal substitute to fossil fuel in meeting global energy needs ? Hence, economy in any case is direly warranted, and a foundation to suitable alternatives to subdue oil I energy demands for die next decades should be planned now, as it will not happen overnight when a crisis emerges. How is it possibly done ? The following are some plans.

6. Common public commutes like trains and buses ( a double decker, as in UK ) should be encouraged in exceeding manner in all places, not just in cities. Government should also encourage building work areas with top living quarters to the workers, with efficiency as also 1-4 bed room quarters to choose from, rent to own’ being encouraged. Existing work areas can add them with pillars raised all around, and top living areas built like houses built on pillars with bottom crawl spaces. Large parking lots of commercial buildings ( like Walmart’s ) can build living quarters at higher levels. Government should aid companies not wealthy, for such constructions, so that the owner can get the rent and pay back a preset amount every month with out interest. Staying in a work place should add some score in the job selection to incentivize the applicants. As also, more sky scrappers with no unwarranted automobile emissions around, are the key. The govt, built / funded sky scrappers ( that sway to high winds but built safe ) further more having self-managing grocery stores with mostly needed high demand foods, hair saloons, baby sitting areas etc. are practical and helpfill. As there are always housing constructions taking place in cities and towns, volunteer workers can be trained well to participate in these constructions, the best of them honored, and the event be made a local news paper and TV news release. Very capable teenagers and young adults are becoming TV, sports, and internet addicts whiling away time, and they have to be motivated to participate in constructive agendas. Public commutes and work site housing should be advertised and popularized. If celebrities make surprise public commutes on a regular basis, people will stay interested. As the world is programmed to work from home since CO VID pandemic, it can be encouraged to continue when ever feasible, at least in view of rising gas prices and inflation.

7. Future roads should be broader with a separate safe path for adult bicycles and tricycles, such tricycles having large and small carriages ( with sturdy plastic closures ) so that local commute like visiting nearby friends, going to churches and restaurants, and grocery stores can be carried out without expending fossil fuels or electric power, children being also seated in the carriages. The front seat, for two to be seated, can be lengthened, and the tricycles made as narrow as possible to be less space occupying. As also, they should have a front and back fixtures for large umbrellas to protect from rain. Simple tricycle models are available on the internet for $ 200-400 for exercising groups, while some electric models are pricier. A couple or teen agers can go together in two tricycles at no cost and for good amount of exercise, the latter minimizing wide spread adult and childhood obesity. City / town curb sides can be suitably promoted with more ramps and such other provisions. People can go to nearby work places also in tricycles with car parking areas used for their stalling. One lane can be sacrificed in high ways and interstate road ways by erecting a small separation boundary with in a tricycle lane which can be smaller. There is no direct mingling of cars and tricycles, as it can be dangerous. Entries for ramps with controlling traffic lights allow tricycles and cars separately to enter designated lanes. Admittedly, ‘easier said than done’ is applicable to the devised plan unless a genius engineering with eye on safety can materialize it. Fortunately, there are genius engineers who built wonderful road ways here and around the world. Obviously, the plan is better executed in developing areas, wherein complete separation of transits with small erected walls can be planned before hand. Very small, wholly covered 1- 3 boarder tricycles can also be made with sliding doors, and they can be foot pedaled, as also electrically home-powered overnight. Two wheeled motor bikes for interstate use in gentler feminine models even for women in ankle length dresses, as used in India ( Vespa, Bajaj Chetak etc ), consume less power / fuel, and can be used for distant commutes.

8. In suburban areas and in large apartment complexes, people can go for grocery shopping every week by planned car pooling, and grocery stores can have different colors of shopping bags to prevent mix up. Some stores home-deliver the groceries, which can be widely encouraged.

9. The AC can be completely shut off during spring and fall and the homes are let to cool off in 50 - 60° night temperature with windows open and exhaust on for 1 - 2 hours, as people sleeping under comforters do not feel the weather as too cold, and the slow rise of day temperature will be felt optimal. As it gets cold, 2 - 3 small heaters can be used until an AC is absolutely needed. It is especially applicable when a single person or a couple fives in 3-4 bedroom home where some of the rooms are not used. A better plan is to put the thermostat to the highest tolerable temperature during summer and lowest tolerable temperature in winter ( the same applicable to diurnal temperatures ). Summer time is challenging as no cooler can rise up to the performance of the AC cooling, however, a recently marketed ‘Icy Breeze’ can be tried if one can tolerate some noise.

Every plan is a collective responsibility of citizens of the world. Wide spread advertising by celebrities people love, can be a success. These measures lower the oil-gas-energy expending, otherwise not possible.

10. Lithium’s under ground deposits should be explored intensively in US and in the rest of the world, and their under ground detection by trained dogs could be one option.

11. Rigs do not otherwise release excessive CO2 if flaring is stopped. The Applicant’s earlier mentioned application 17 / 803 373 enumerates a best mode contemplated as how the admixed gases of the crude oil can be separated mostly at the rig level, so that flaring can be slowly weaned by the oil companies.

12. The WILD FIRES AND FOREST GRIDS - carbon emissions by wild fires are immeasurable. The following proactive measures control and confine the wild fires, especially in areas more prone.

Forest ‘gridding’ - though stopping wild fires altogether is difficult, their spread into adjacent human habitats should be controlled. Urban tree cutting should be stopped and the timber needed should be solely from the forests. The trees of the forests adjacent to human habitats should be cut to derive wood, and such cutting should be in the form of a grid and the cleared grid areas should be wide enough that the fire will not spread through the gaps created. This is in contrast to the practice of cutting the trees at the periphery, and slowly inching deeper. There is added advantage that more trees get direct sun ( otherwise only tree tops are involved in full blown photosynthesis ). This is a shift towards forest trees for timber rather than cutting trees in cities and towns where they are most desired. Gridding also improves air exchange so that more O2 will be blown towards human habitations and CO2 drawn into the forests, where it is most needed. Forest rangers, volunteers and local fire fighters ( who can spare working-hours time ) should remove the grass and ground shrubbery every week in the tree cleared forest grid, the needed equipment kept in a nearby storage unit.

Puting off dwelling fires and wild fires - putting off any fire by fire fighters working from adjacent ground is a common practice. How ever, as the fire extinguishers like CO2 and inert gases being heavier than air, a lot of ejected gas can diffuse down to the ground before reaching a targeted area. Additionally, only the peripheral fire can be reached and put off, whereas it can be rekindled by the inner flames while the outward spreading CO2 ( smoke CO2 can not stop grade A fire ) and CO chasing away ejected gas, the work seeming like two steps forwards and one step backwards, taking more time in any case. More over, as heavier CO2 diffuses down, the fire can continually recruit lighter O2 from air higher up about the periphery. Hence, it is a better provision that larger cargo type fire rescue helicopters are made for the purpose to carry compressed fire extinguishing tanks of heavier gases ( non toxic inert gases; sulphur hexafluoride is 5 times heavier than air ) that are ejected from powered fire hoses, while the helicopter is flying as low as possible. Approaching from the center where the fire is most intense, and going in concentric circles outward will properly utilize all the let-out gas, wherein the outward gas diffusion also will be well spent, and lighter surface 02 will not be recruited by the fire. While rescuing trapped victims, a fire fighter should eject gas from a cylinder into his path ahead. In wild fires, the helicopter targets a confined un-bumt periphery adjacent to burning periphery while fire fighters breathing through air cylinders have time to cut and move away trees from area outside gas ejected zone, before the fire can spread. The deeper fire zone periphery is approached from the outer periphery.

Truck cranes - truck cranes with sprinklers are most suitable to extinguish fires. Some models have a height of 200 feet. The crane terminal upon a devised ‘Drop Hole’ ( DH ) can carry a substantial load of strut burlaps ( SB ), each SB made of 3-4 sheets and minimized in size by struts, the later folded on itself multiple times, and the SB is able to spread out to the original size of 40-50 feet. By lifts and ladders, a crane can reach a danger free top zone ( DFTZ ) of the flames to drop a SB that spreads out as it descend. By truck maneuvering, the terminal should hover above to completely cover the whole fire zone, and it should be able to load fresh stacks of SB. Where DFTZ is suspect, fire fighters are trained for precise ejection of short and long range burlaps ( SLRB ) that fly ( flying SB ) ( FSB ) to a desired distance higher up, and then drop. Even flying toy models are available in the market. Once the wet SBs drop, the fire may not rage to the skies, and it gradually lowers to finally die down. The lifts / ladders and the terminal are jacketed with fire proof material and surface burlaps that are drenched initially. As an alternative thereof, a folded umbrella ( FU) above the DH clutches in its folds 3-4 bound strut-free burlaps ( SFB ), 40-50 feet diameter, and as it lowers and opens below the DH, it drops the SFB, however unlike the conventional way, unfolding rod movement of the FU operates in opposite direction from the top of the umbrella. It is a less expensive proposition in case the terminal can reach DFTZ. Other viable designs can also be planned to deliver the SB or SFB through the DH. Where DFTZ can not be reached, a crane can work in conjunction with a helicopter that ejects gas initially, whereas the FSBs can later , seal ejected gases in the fire zone, to be most effective. Jack up rigs that can not be steered away, can have similar rig cranes in a safe comer. Fire-truck companies must devise ways to make existing fire-trucks robust structurally, to be appended with the means of the described fire cranes. Where fire hydrants are not nearby, to drench the burlaps, multiple fire hoses are connected to neighboring homes in advance, to be pro active. Their water use as also the burlap expense, are compensated by home insurance. Wild fires can be similarly put off though it is a slow process. Depending upon a town or city and the size of the buildings, the ‘reach’ of the hovercrafts should be elected, being very careful to be away from the ‘reach’ of the fire zone itself.

The time old wisdom says : ‘The time and tide wait for no man ! Let a ‘tide’ in time save a man or men, and then some more.