How to move the oil drilling rig onto location

A basic understanding of how to move the oil drilling rig onto location and maintain position during Drilling Operations will be required for the Drill Crew. It will also require the DP Operator to have an understanding of Drilling Operations and Limitations.

Pre-planning also plays a large part of the drilling operations and the more equipment which can be loaded or built and racked in the derrick before moving onto location the more efficient the drilling operations can be performed. One of the main limitations for the rig move can be attributed to deck loading and stability. This is an area which is controlled by the Marine Department and sometimes called a "black art" by the Drilling Department, the proposal is for both Marine and Drilling to have a basic understanding of each other duties and how the three "C"s mentioned above can assist each other during the day to day operations. The drilling operations will be broken into the following sections;
1. Preparing for rig move; Drilling tubulars, well consumables required, storage area required, third party personnel. Move the rig onto location. Future weather which may create limitations, planning operations around weather windows.
2. Bottom Hole Assemblies and what they contain and required to do. Abbreviations used and what they mean. Safety during "Top Hole" drilling, what is "Shallow Gas" and how would it effect the rig.
3. Spud In and set conductor. The importance to get the first casing set and cemented and how it could affect the rest of the well. What could happen when the drill string is attached to the casing and station / positioning of the rig is compromised by power failure.
4. 36" & 20" casing sections why are they required. Possible hole problems. The importance of a good cement operation for both sections. Standing Instructions in place do we understand them? Rig procedures do we follow them.
5. BOP and its components. Why is it required? How does it work? What do we need to know about it?
6. The importance of station keeping and the possible effect of being off location whilst drilling.
7. Drill string components being run down thru the riser / BOP and what does the Driller mean by "Non - Shearable".
8. Possible down hole problems; Stuck Pipe - Well Control - Deviation
9. Well Control Procedures
10. Wireline Logging and the equipment used.
11. Well Testing and what effect it has on the rig.
12. Plug and Abandon Operation

Well Control Problems and Well Control Procedures in Well Drilling

Well Control Problems

If we start from spud then the first well control problem encountered in well drilling would be Shallow Gas. About 20 years ago we used to drill and set the 30" casing and then run a Pin Connector, this was a hydraulic latch and flex joint assembly which you ran on the bottom of Riser. The idea behind it was that you could use mud to give you a hydrostatic column or hydrostatic pressure and control the shallow gas. In reality if Shallow Gas was encountered the riser became a funnel or channel for the gas to the rig and over the years after several incidents it was decided not to use a Pin Connector. If you drill into a Shallow Gas zone and the kill mud has been pumped then the rig can be moved off location by either lowering the drill pipe stand as the rig is moved or dropping the drill string and moving the rig up wind or current. The stability of the rig is greatly reduced due to the sea being aerated by the gas, further problems with fire or explosions compound the incident.
If an over pressured zone is drilled into and the casing is set and cemented correctly then 99% of well control problems can be controlled and corrected.

Well Control Procedures

The most common causes of kicks are;
1. Improper hole fill whilst tripping.
The most common is human error or not filling the hole with the correct volume of mud for the steel displacement. Basically every tubular has an equivalent volume of mud to either replace it when pulled out of the hole or when the drill string is run in the hole. If it is not monitored or measured correctly then the height of the mud will reduce and the hydrostatic pressure from the column of mud will reduce when the drilling string is pulled out of the hole. The Driller will use the Trip Tank to monitor the well whilst tripping or flow checking. On the Eirik Raude it is located in the deep well next to the ROV umbilical winch. Maximum volume for the trip tank is 14m3. When the Driller lines up to trip out of the hole, he will close off the Flowline to the mud pits and open the trip tank line, the Trip Tank has it's own dedicated centrifugal pump which circulates mud from the trip tank into the Diverter Housing, when the hole / riser is full it flows back down the dedicated return line back to the Trip Tank. The volume is calibrated /monitored carefully to the nearest 10 Litre of volume change.

2. Swabbing whilst POOH.
Swabbing is caused by pulling the drill string to fast, possible small clearance between the drill string and the hole, balled up bit or BHA, mud properties wrong. The most critical part when POOH is the first 5 or 10 stands out of the hole, if a slug has been pumped then it has to be allowed to equalise before tripping commences. The volume of mud required to fill the hole is measured every 5 stands and must be accurately measured and logged. The Driller will maintain a log of displacement for the whole trip out.

3. Shallow flows.
Shallow flows is as dangerous as Shallow Gas. The geometry of the different formations could allow formation fluids which are trapped at higher pressures to transfer through Faults or Fissures into the well bore creating a well control problem. Quite often a problem when drilling on land and near mountains where the water table is charged due to communication with rivers / glaciers / on the mountain. The extra height increases the hydrostatic pressure and when the formation is drilled into instead of being a Normal Pressured formation it is an Abnormal Pressured formation.

4. Insufficient mud weight.
Insufficient mud weight is where the hydrostatic of the mud column is less than the formation pressure. This could be human error where lighter mud has been pumped down hole or a higher pressured zone drilled into.

5. Drill into abnormal formation pressure.
Over pressured zone is where the overburden or the weight of the formations above are pressing down on a plastic / pliable formation or where there is communication due to a fault or from volcanic movement of the earth.

6. Lost circulation.
Lost circulation is where the mud weight is to high for the formation pressure and the weak formation breaks down.

7. Incorrect well planning.
Incorrect well driling planning could be used for wrong casing depths / wrong mud weights / wrong well geometry with regards to BHA design with soft-clay type formations.

RSMA-2012 Road Marking Conference

Figures published by the Department for Transport showed that in 2011 road deaths rose by 3% (the first increase since 2003) and that serious injuries rose by 2% (the first increase since 1994). In addition, car occupant deaths rose by 6%, pedestrian deaths by 12% and serious injuries among cyclists by 16%.

These figures as a wake-up call reviewed the impact of the Strategic Framework published in May 2011 on the provision of road safety at a local level and on the priority given to roads policing. They should now enter a genuine dialogue with the profession about a vision for road safety for the next decade. To prevent road deaths and injuries and enhance the profession responsibility, as an close guiding association what will the Road Marking Conference 2012 will do? Road marking machine and materials manufacturers and suppliers wait and see their business opportunity and people from all fields contribute propositions and suggestions to complete the road line construction.

Now the preparation of the 15th Annual Road Marking Conference has been started, some details has been published as follow.

In 2012 RSMA is pleased to be hosting the 15th Annual Road Marking Conference which will incorporate Safer Surfacing 2012, a seminar to include presentations and discussion on the issues facing the High Friction Industry.
The 2012 event will address elements relating to an ageing population including research into drivers response, technological developments, road marking performance, client response to tightening resources and the need for quality road markings.
Conference attendees will include extensive representation of Local Authorities, Road Marking Company Owners and Directors, White Liners, Engineering Companies, Consultants, International Company Representatives and Highways Agency Representatives.

This year's event sees the first Road Safety Surfacing Association Seminar in addition to the Road Marking conference and exhibition. The schedule of events is as follows:-

Wednesday 14th November
14.00 - 17.00 Safer Surfacing 2012
18.00 - 20.00 RSMA Members Reception

Thursday 15th November
09.00 - 16.00 Road Marking 2012
17.00 RSMA AGM

Friday 16th November Time TBA Golf tournament

A full trade exhibition will run from the afternoon of Wednesday 14th November until conference close on Thursday 15th November. And to remember, exhibition place booking has begain.

Road Marking 2010 - seeing is surviving

Road Marking 2010 sees the first opportunity for manufacturers and distributors to present their latest advances, further to the traditional exhibition. The additional facilities give companies the platform to present and demonstrate their advances in technology.

Seeing is Surviving is hosted by the Road Safety Markings Association, the trade body for the road marking sector and the largest trade association in the Highways Sector. Now in its 34th Year, the RSMA provides specialist training, quality, health and safety services amongst a range of added value services to its member companies. The Association is active in promoting road safety through the use of road markings and lobbies decision and policy makers nationwide.

08.45 - 09.45 Registration and Exhibitions

09.50 - 10.00 Wayne Johnston - RSMA Chairman

Wayne Johnston, Chairman of the Road Safety Markings Association will welcome delegates and outline the programme for the day, putting the day°Os presentations of the changing pattern of public investment in roads and road safety into context.

10.00 - 10.30 Dr. Joanne Hill - Director, Road Safety Foundation Road Safety, Road Markings and Driving Down Road Deaths

Dr Hill is Director of the RSF, responsible for the annual Road Safety Assessment Programme on UK roads. In her presentation, Dr Hill will outline the latest data on UK roads along with a practical appraisal of the importance of road markings in delivering safety for drivers. With public expenditure being squeezed the importance of low cost maintenance and safety projects becomes increasingly important and Dr Hill will share with delegates the information that highlights the significance of road markings against the current backdrop of achieving more for less.

10.30 - 11.00 George Lee - National Director, RSMA
Optimising the safety impact of road markings? - The 2010 UK road marking performance survey

George Lee, National Director RSMA will present the findings of the latest RSMA UK Road Marking Condition Survey 2010. The survey undertaken bi-annually presents up to date information on the performance of road markings on a representative sample of Motorways, Dual Carriageways and Major and Secondary routes throughout the country. Of particular interest this year will be the analysis of road marking performance against accident data on highway sections already identified as dangerous for road users.

11.00 - 11.02 2 minutes silence for Remembrance Day

11.02 - 11.20 Coffee Break

11.20 - 11.50 Paul Carlson - Research Engineer, Transportation Operations Group Texas Transportation Institute, The Texas A&M University Safety on the Edge - Latest findings on how edge lines save live

Paul Carlson, from The Texas Transportation Institute in the USA has been heavily involved in new research analysing the benefits of enhanced edge lines in reducing accidents on unlit rural roads. This research could be critical for the UK due to the significant level of night time accidents on rural roads consistently recorded each year,along with evidence that suggests that some specifiers are starting to forget the critical importance of road markings in road safety.

11.50 - 12.20 Trond Cato Johansen - Ramboll Group Safe, effective monitoring of road condition and safety

Trond Cato Johansen has worked with RSMA and other industry representatives across Europe on the development of the European Standards for road marking materials and glass beads. More recently he has worked to develop more comprehensive monitoring equipment and regime for road marking performance. This work has guided part of the development of dedicated equipment by Ramboll Group that facilitates the measurement of a wide range of highways performance characteristics. With the fuller implementation of asset management requirements just around the corner in the UK this session looks at how this new generation of equipment may help to efficiently measure asset condition, including road marking condition.

12.20 - 13.50 Lunch and Exhibitions

13.50 - 14.20 Steve Spender - President of the Institute of Highways Engineers Surviving the squeeze - Asset management, road safety and the economic challenge

Steve Spender took up post as President of the Institute of Highways in June 2010. In his day job with Hampshire County Council Steve leads on the development and implementation of the Authority's Highway Asset Management plan. Current chairman of the South East Service Improvement Group (SESIG) asset management forum and a member of HAMFIG. Steve will present his take on how the current economic situation is likely to impact upon the management of road safety, maintenance and overall asset management generally and more specifically on the role that road markings can play in helping to maintain a safe and effective highway.

14.20 - 14.40 Duncan Powers - RSMA & University of Lincoln Greening the Line (R)C Meeting the Carbon Challenge

Duncan Powers, Research Associate at RSMA and the University of Lincoln has been leading the RSMA Environment Impact Management Programme, E-IMP, developing a carbon calculator for road marking materials and operations. The Carbon Reduction Commitment is an additional significant challenge for local authorities and, as a consequence, the road marking industry; the E-IMP Project is leading the sector in helping clients and road marking companies to be in a position to identify and ultimately reduce their carbon impact. Duncan will outline progress to date and provide an insight into how the calculator, scheduled for launch early in 2011 will work.

14.40 - 15.05 Ian Mumby - RSMA Health, Safety & Quality Officer
Safer Traffic Management for Road Marking - Part 3 of the RSMA Best Practice Guide

Ian Mumby will present on the third part the RSMA ' Black Book ' outlining the recommended approach to traffic management for road marking operations. Following on from the issue of parts 1 & 2 in 2009/10, part 3 is scheduled for implementation in autumn 2010 and will represent the most comprehensive review and revision of industry practice.

15.05 - 15.20 Highways Excellence Award Winners of Road Marking Product/Project of the Year

The RSMA are proud to have sponsored the Highways Awards Road Marking Product/Project of the year for the third consecutive year. With winners being announced on October 20th we are unable to confirm who will present, however the winner will tell us what makes their project/product a winner.

15.20 - 15.30 Conference Round Up

15.30 - 16.30 Coffee and Exhibition with Equipment Exhibitors presentations and demonstrations

There will also be a free coach available to take delegates to the Seeing is Believing Exhibition, being held at the nearby MIRA Proving Ground (about 15/20 minutes away), returning at 18.30 to the Leicester Marriott Hotel. Delegates wishing to take advantage of the coach should register with RSMA when arriving at Road Marking 2010.

Road Line Paint Precautions

Road Line Paint is used for interior and exterior use, marking car parks, demarcation zones etc. on concrete and asphalt surfaces.

Composition of road marking paint

Pigment : Lightfast Pigments and Mineral extenders (Glass Beads in the case of reflective version marking paint)
Binder : Modified Epoxy Ester.
Solvent : Aromatic Hydrocarbon.

Surface Preparation

Surfaces must be sound, clean, dry, free from all defective or poorly adhering material, dirt, grease etc. Due to the variably of asphalt, newly laid bitumen based surfaces (up to six months old) will need to be sealed with a coat of emulsion paint or shellac knotting, in order to prevent bleeding. A test area is recommended beore work is commenced.

Precaution safety, healthy and environmental information

In case of contact with eyes, rinse immediately with plenty of water and seek medical advice.
In case of contact with eyes, rinse immediately with plenty of water an seek medical advice.
To remove splashes of paint from skin, use soap and water or a recognised cleanser.
Keep away from food, drinks, animal feed and out of the reach of children.
Container must be stored in a cool and shaded place.
It must be tightly closed in a secure, upright position.
Work in a well-ventilated area and do not breathe in vapour or spray.
A suitable mask should be worn during sanding.
When applying paint, it is advisable to wear eye protection and suitable gloves.
In case of a spillage, contain and collect spillage using sand or earth an do not empty into watercourses, drains or the environment
Dispose of any paint waste in accordance with the appropriate Environmental Quality Regulations.
Refer to Dulux Product Safety Data Sheet for further details.
In case of emergency, refer to Emergency Incident Response Hot line.

Problems and solutions of road marking--5

Problems of road marking-Skin Peeling off
On the highway construction, road marking, we often encounter the some kind of problems. I have accumulated some experienceam through learning and practice in the long-term highway construction, the following are several common problems and solutions on the hot-melt marking construction i will share with you.
1. Pavement breaks in the skin from the phenomenon. Adjustable coating formulations to increase the bond strength and flexibility
2. Road sweeper does not clean, not thorough, or not to use the next Paint. The construction procedure should be strictly in accordance with the construction to ensure construction quality
3. Under the Paint coating for a prolonged period without drawing a line (or sandstorm weather, construction) and easy to glue dust, can cause skin marking off date; the next Paint painting immediately after drying marking.
4. S-line coating moisture level of impact by road, the road there is water, or more humid must take measures to dry and after construction. To ensure that road construction should be dry, in exceptional circumstances, must meet deadlines, can be dried by artificial means;
5. Ambient temperature is below 5 ℃, the construction quality and unstable, prone to peeling off, melting temperature is too low, will seriously affect the standard line and the cohesive force of the road; if not handled under the Paint, the environment should the temperature at 10 ℃ the above construction is better. Paint coating to the surface temperature should not be less than the instantaneous 180 ℃; construction should be considered a winter's day from 10 am to 3 pm during the environmental temperature is not too low.
6. Paint melting inadequate mixing inequality. Construction of paint should be fully melted, stir well, and aging full post before being coated;
7. Cement road surface paint by the inappropriate choice of a new road paved with concrete and brittle due to surface layer of large and there is basic, easy-off from skin.
Should use permeable concrete pavement under the Paint treatment can improve adhesion strength. The new poured cement pavement careful cleaning.

Problems and solutions of road marking--6

On the highway construction, road marking, we often encounter the some kind of problems. I have accumulated some experienceam through learning and practice in the long-term highway construction, the following are several common problems and solutions on the hot-melt marking construction i will share with you.

Wear resistance problem
1. Road marking wear and traffic volume is directly related to the size. Traffic is heavy, large vehicles are more frequent lane changing sections, the general wear and tear on the fast road marking. In addition, the roads are sand and gravel over the dirt there, it will speed up the marking of the wear and tear. Marking wear resistance and paint itself, is the regulation of production formula, adding some wear fillers such as quartz sand.
2. To ensure a longer life of hot melt marking , we must choose according to different climatic conditions, paint formulations, buy quality and reliable performance and stable raw material. In the melting process in the strict control of temperature, stirring evenly, in the construction process, master the marking of construction speed, to ensure the uniformity of thickness to keep the road clean.

S-line deformation and tooth edge
1. Is mainly tire indentation and scar. Should choose a suitable viscosity and good fluidity of high-quality paint. Strengthen the construction management, coating completely dry open traffic.
2. Coating the surface of vertical stripes, due to hot-melt coating in the heat generated in the process of local burning may also be mixed with a foreign body. In addition, the paint bucket or paint defects notch cinder attachment, it will also result in vertical stripes. Surface in poor condition will directly affect the quality of marking the appearance affect the reflective effect at night. This first paint should she surface with a lateral stripe is due to paint bucket slot vibration, coating viscosity is too large road causes of inequality.
3. Should master the construction of temperature, hopper tank scraper timely inspection and processing. Thoroughly cleaning the road, the construction carts should avoid fighting tank shock.tart heating and melting, strict temperature control, does not allow for burning, and foreign matter mixed. The pre-construction deal with slot machines and the Big Dipper to conduct a thorough inspection and cleaning, so that in a normal state.