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Stability 2 Contents

Stability and Ballast Control for Semi-submersibles

Stability 2

Contents

Section 1 Introduction

Section 2 Hydrostatic Parameters

Section 3 List and Trim Calculations

Section 4 Ballast Systems and Control

Section 5 Case Study – Loss of the Ocean Ranger

Section 6 Unit Construction and Design.

Section 7 Damaged Stability

Section 8 Mooring Systems and Environmental Effects

Section 9 Daily Stability Reports

Section 10 Techco 700 Marine Operations Manual

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Stability and Ballast Control Course Programme
Day Session Details of Session

Day 1 Registration, Safety brief and general details concerning


Afternoon Introduction the college.
General notes – Formulae – Definitions to be used during
1315-1630 the course. Discussion of the Marine Operations manual
used during the course

Day 2 Theory of calculation of TP1” - MT1”- MH1”- MT/MH 1° -


Morning Hydrostatics BM – Inclining Experiment – Free Surface – Maintenance
of Lightweight.
0900-1215

Day 2 Use of Marine Operations Manual and Hydrostatic


Afternoon List & Trim Tables.
Calculations
1315-1630 Problem solving at different drafts.

Day 3 Ballast Systems & Main Ballast & Bilge Systems. Secondary Ballast
Morning Control Systems. Ballast Control Room Operators Duties.

0900 -1215 Case Study Loss of the Ocean Ranger

Day 3 Construction & Design Loads - Deck Loads - Structural Analysis - Wind
Afternoon Design. Loading - Construction Portfolio - Stress Calculation.
Calculation of Deck Loading Limits.
1315-1630 Damaged Stability Damage Control Information -Types of Damage.

Day 4 Damaged Stability. Damaged Stability Calculations - Lost Buoyancy and


Morning Added Weight Calculation. Stability at Large Angles – KN
Mooring Systems Curves.
0900 -1215 and Environmental Unit Motions – Effect of Mooring System on Stability –
Effects Calculation of Vertical component of Anchor Tension.

Day 4 Computerised and manual stability calculations.


Afternoon Daily Stability
Reports Carry out a manual stability calculation
1315-1630

Day 5 Student An assessment consisting of 20 problems, pass mark


Morning Assessment 70%.

0830-1215

Students should be in possession of a scientific calculator, writing materials and a ruler; these
items can be obtained on loan from the lecturer.

There will be a break of 20 minutes during the morning and afternoon sessions.
A lunch break of 1 hour will be taken at 1215 each full day.
Stability 2 Introduction

Stability and Ballast Control for Semi - Submersibles

Welcome to aset and the Stability Two course.

The prime objective of the course is to enable students to become familiar with the
calculations required to assess the stability of a Mobile Offshore Unit (MOU) in both
the intact and damaged condition and to manage the stability of such a unit in a safe
condition.

The course content meets the requirements of the IADC/NI. IADC, in conjunction
with the Nautical Institute, has developed a standard for a comprehensive stability
training course based on IMO Assembly Resolution A.891 (21). The programme -
Class A – Comprehensive stability instruction utilizing full-motion simulators to
replicate extreme wind and sea conditions and emergency situations; would comply
with regulations in the United Kingdom and Canada; flag state requirements, US
Coast Guard (USCG) and the International Maritime Organization (IMO).

Stability 2 is part 2 of a 3 part course; the Basic Theory (Stability 1) course must
have been successfully undertaken before attendance at the present course.
Students possessing specific marine qualifications can be exempted from this
requirement. The semi-submersible simulator course (Stability 3) completes the suite
of courses.

Students have been provided with a set of course notes and extracts from a Marine
Operations Manual for a MOU.

The course notes have ample space to enable students to enter details of the
worked examples and the notes are intended to serve as a reference document for
students intending to progress to the Stability 3 (simulator) course which is
concerned with ballast control operations and damaged stability of Mobile Offshore
Units.

Please make full use of the course notes and the worked examples.

There will be an assessment before completion of the course and the award of an
internationally recognised Aberdeen College course certificate is dependent that
students obtain a 70% pass mark in the assessment.
Attendance on the Stability 3 course requires that Stability 2 has been successfully
completed.

Reference to the course notes is allowed during the assessment; all the formulae
required during the course are provided as part of this introduction.

It is hoped that the content of the course will be relevant to the work that students
presently carry out or intend to take up and students are encouraged to request from
the lecturer full explanation of any points that they are unsure of.

The course will commence at 0900 each day and continue until 1630 with a break of
about an hour for lunch, which will be taken at a restaurant close to the college.

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Stability 2 Introduction

General Notes

Calculations during the course will be worked using US Customary units; i e. Length,
Breadth, Depth, Draft and Distance will be expressed in feet and decimal parts of a
foot, 1 inch being 1/12th of a foot. Although Metric units will not be used during the
course reference will be made to them as appropriate.
2
Area will be expressed in square feet (ft )
3
Volume will be expressed in cubic feet. (ft )
Weights will be expressed in lbs. or short tons (2000 lbs. per short ton).
Moments will be expressed in foot/tons (ft/tons)

Density of Salt Water is assumed to be 64 lbs. per cubic foot.


Density of Fresh Water is assumed to be 62.5 lbs. per cubic foot.

Abbreviations

M Metacentre
K Keel ( base line for vertical heights)
G Centre of Gravity
B Centre of Buoyancy
KMt Transverse Metacentre
KML Longitudinal Metacentre
KG Height of Centre of Gravity of unit or load above keel
VCG Vertical Centre of Gravity (same as KG)
LCG Longitudinal Centre of Gravity
TCG Transverse Centre of Gravity
GMt Vertical Metacentric Height (distance between G and Mt)
GML Longitudinal Metacentric distance (distance between G and ML)
GZ Righting Arm or Lever
RM Righting Moment
DMF Draft Marks Forward
DMA Draft Marks Aft
COD Change of Draft
COT Change of Trim
LCF or COF Longitudinal Centre of Floatation
AMD Amidships Mean Draft
TMD True Mean Draft
TP1” Tons per Inch Immersion
TPC Tonnes per Centimetre Immersion
MT1” Moment to Trim One Inch
MTC Moment to Trim One Centimetre
∆ Displacement
V Volume of Displacement
Φ Amidships
C Centreline

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Stability 2 Introduction

Formulae

Shift of Centre of Gravity for a weight moved

GG1 = wxd GG1 = Shift of G


∆ w = weight moved
d = distance moved
∆ = total displacement of unit

Shift of Centre of Gravity for weight loaded / discharged

G G1 = wxd G G1 = Shift of G
∆ w = weight loaded / discharged
d = distance from original C of G
∆ = total displacement of unit

To calculate centre of Gravity (VCG / LCG / TCG)

Final Position of G = Total moment of weight


Total weight of unit

To Calculate Displacement

Displacement = Volume of Displacement (cu/ft) x Density of liquid (lbs./cu.ft.)


(lbs.)

To calculate Rolling / Pitching Period

T= 0.44 x B T = Rolling / Pitching period in seconds


√GM B = Beam of Unit
GM = Initial transverse / longitudinal metacentric height

To calculate TP1” immersion

TP1” = W.P.A. W.P.A. = Area of waterplane in sq.ft.


(s.tons) 374.63

Trig ratios (for right-angled triangles)

Sine = Opposite
Hypotenuse

Cosine = Adjacent
Hypotenuse

Tangent = Opposite
Adjacent

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Stability 2 Introduction

To calculate True Mean Draft (TMD)

TMD = Mean Draft Aft +/- (Trim x Dist. from Aft Draft Marks to CoF)
Length between draft marks

Or

True Mean Draft = Arithmetical Mean draft + or - Correction


Calculation of the correction to the arithmetical mean draft.

Trim X Distance from Centre of Floatation To Amidships


Length

Rules for applying the correction:-


+ If the C of F is in the same direction as the deepest draft
- If the C of F is in the opposite direction to the deepest draft

To calculate Moment to Trim 1” (MT1”)

MT1” = ∆ x GML ∆ - displacement


(ft/tons) 12 x L GML - Longitudinal metacentric height
L – Length between draft marks

To calculate MT1 Degree

MT1 Degree = ∆ x GML x Tan 1 degree ( ft/tons)

To Calculate Moment to Heel / List 1” (MH1”)

MH1” = ∆ x GMT ∆ - displacement


(ft/tons) 12 x B GMT – Transverse metacentric height
B - Breadth between draft marks

To calculate Moment to Heel / List 1 degree

MH 1 degree = ∆ x GMT x Tan 1 degree ( ft/tons)

To calculate Moment to Trim1 degree

MT 1 degree = ∆ x GML x Tan 1 degree ( ft/tons)

To calculate GM during inclining Experiment

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Stability 2 Introduction

GM = wxd x Measured length of Pendulum ( in feet)


∆ Measured deflection of Pendulum ( in decimal parts of a foot)

Where
w = Weight moved in short tons
d = Distance weight moved in feet
∆ = Actual weight of unit at time of inclining

To calculate Free Surface Moments


3
FSM = Length x Breadth x Density
(ft.tons) 12

To calculate Virtual reduction in GM due FSE

Virtual reduction = Free Surface Moments


(in feet) ∆

To calculate Bodily Sinkage / Rise

Sinkage / Rise In inches = Weight Loaded / Discharged


(decimal / foot) TP1”

Definitions

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Stability 2 Introduction

Volume of liquid displaced by a floating unit or


Volume of Displacement underwater volume of unit. Usually expressed in cubic
3
or ‘V’ feet (ft )

Weight of liquid displaced by a floating unit, usually


Displacement taken to be the total weight of the unit and the total
or ‘∆ ‘ load in any condition

Weight of the unit when floating at the maximum


Load Displacement allowable draft as defined by the loadline rules.

Sometimes referred to as Lightship weight or


Light Displacement Lightweight. It is the weight of the unit as built, in
operational condition, but without any fuel, water,
stores, ballast or drilling consumables on board.

Weight of cargo, fuel, stores, crew & crew effects,


Deadweight drilling consumables on the unit.
( anything that is not included in the light weight)

That part of the deadweight that is loaded in the hull


Hull Load (pontoons) of semi-submersible unit. Includes ballast,
fuel, drill water etc.

That part of the deadweight loaded on or above the


deck of a semi. It will also include loads that are
Deck Load. contained within the columns.
Loads such as drilling loads (hook load) riser and
anchor tensions are also included in deck load.

Experiment carried out on newly built units to calculate


the GM of a unit in order that the Lightship weight and
position of the centre of gravity in the light weight
Inclining Experiment condition can be determined
It may be required to be repeated if major structural
alterations have been made to the unit

Carried out generally after modifications to the unit


Deadweight Calculation have been made over a period of time and a check on
the current lightweight is required.

The point in a unit through which the total weight of the


Centre of Gravity unit and its contents are considered to be acting
or ‘G’ vertically downwards.

The upward force on a floating unit due to water


pressure on the hull.
Buoyancy The upward force of buoyancy equals the downward
force of gravity at any draft.

Point through which the resultant buoyancy force may


Centre of Buoyancy be considered to act vertically upwards. This point is
or ‘B’ the geometric centre of the underwater volume.

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Stability 2 Introduction

The intersection of vertical lines through the centre of


Metacentre buoyancy in the initial and slightly inclined positions.
or ‘M’ May be assumed to be a fixed point for small angles of
heel up to about 10 degrees.

The distance between the Centre of Gravity and the


Metacentric Height (Mt) Metacentre in a vertical sense. (GMt.)

The ability of a unit to return to the upright or original


Stability position after being inclined by an external force such
as wind or waves.

The inclination of a unit transversely (i.e. to port or


List starboard) due to shift of weight on board or the
loading or removal of weight off the centreline.

The inclination of a unit transversely due to an external


Heel force such as wind or waves

The inclination of a unit in a fore and aft sense.


The difference between the drafts at the bow and
Trim stern. If deeper at the bow then the unit is said to be
‘trimmed by the head’, if deeper aft then the unit is said
to be’ trimmed by the stern’.

Centre of Floatation or Point at which the unit balances along the longitudinal
‘CoF’ or ‘F’ axis, not always at mid length.

The centre of gravity is positioned below the


Stable Equilibrium Metacentre. In this condition the unit will return to
or Positive GM upright after being inclined by an external force.

The centre of gravity is at the same height above the


keel as the Metacentre. In this condition the unit will
Neutral Equilibrium remain at any small angle of inclination after being
or No GM inclined by an external force until other forces act upon
it.
The centre of gravity is above the position of the
Metacentre. The unit will heel over to a large angle and
Unstable Equilibrium may even capsize. It may however become temporarily
or stable at an Angle of Loll but will heel rapidly in a
Negative GM different direction with changes in the environmental
forces.

The product of a force (or weight) and a lever


Moment (distance) usually expressed in ft/lbs. or ft/tons.

Formed when two parallel forces are acting in opposite


Couple directions.

The product of one of the forces forming a couple and


Moment of a Couple the lever of the couple.

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Stability 2 Introduction

Perpendicular distance between the forces forming a


Lever couple.

Distance between the lines of force of gravity and


Righting Lever buoyancy. Also the lever of the couple tending to right
or ‘GZ’ a vessel heeled by an external force (must have a
positive GM).

Again the distance between the lines of force of gravity


Capsizing lever and buoyancy but this time the unit has negative GM.
( also ‘GZ’ )
The moment of a couple tending to right a unit heeled
Righting Moment or by external forces. The moment is the product of the
Moment of Statical Stability displacement of the unit and the size of the righting
lever. (∆ x GZ)

The moment of a couple tending to incline a unit


Upsetting Moment further from her present position

The change in the mean draft of the unit due to loading


Bodily Sinkage or or offloading cargo. The change in the draft is
Bodily Rise calculated by dividing the weight of cargo by the TPI.

The number of tons required to change the mean draft


Tons per Inch Immersion by one inch. Found by reference to the unit’s
or TPI hydrostatic tables or curves.

The distance from the waterline to the base of the unit


Draft (keel)

The maximum draft the unit can be loaded to in


Load Draft accordance with the load line rules.

The vertical distance from the waterline in any


Freeboard condition of loading to the freeboard deck.

The minimum freeboard the unit is allowed to operate


Minimum Freeboard with in accordance with the load line rules.

The uppermost continuous deck with permanent


Freeboard Deck means of closing all openings through it and below
which the hull is watertight. Usually the main deck on
offshore units.

Potential buoyancy of the enclosed and watertight


Reserve buoyancy spaces above the waterline to the freeboard deck.
Enables a unit to withstand the effects of accidental
flooding or damage to internal spaces.

Operating Manuals

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Stability 2 Introduction

The MODU Code, or to use the full title of the code, ‘ Code for the Construction and
Equipment of Mobile Offshore Drilling Units ‘ defines the information that should be
contained within the operating manuals for the unit.

The information may be contained in a number of manuals, such as Marine


Operations Manual, Stability Information Manual etc., and Emergency Procedures
Manual. Each manual should be provided with a contents list, have an index and
wherever possible be cross-referenced to additional detailed information, which
should be readily available on board the unit.

The manuals should be concise and be compiled in such a manner that they are
easily understood.

With regard to stability and damage control the code requires that the manual for
normal operations should include the following general descriptive information,
where applicable:

• A description and particulars of the unit.

• Limiting design data for each mode of operation, including drafts, air gap, wave
height, wave period, wind, current, sea and air temperatures, assumed sea bed
conditions, and any other applicable environmental factors, such as icing.

• A description of any inherent operational limitations for each mode of operation


and for each change in operation.

• The location of watertight and weathertight boundaries, the location and type of
watertight and weathertight closures and the location of down flooding points.

• Light ship data together with a comprehensive listing of the inclusions and
exclusions of semi-permanent equipment.

• Stability information setting forth the allowable maximum height for the centre of
gravity in relation to draft data or other parameters based upon compliance with
the intact and damage criteria.

• A capacity plan showing the capacities and the vertical, longitudinal and
transverse centres of gravity of tanks and bulk material stowage spaces.

• Tank sounding tables or curves showing the vertical, longitudinal and transverse
centres of gravity in graduated intervals and the free surface data of each tank.

• Acceptable structural deck loadings.

• Description and limitations of any onboard computer used in operations such as


ballasting, anchoring, dynamic positioning and in trim and stability calculations.

The Marine Operations section of the manual should make specific reference to the
following:

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Stability 2 Introduction

• Guidance for the maintenance of adequate stability and the use of the provided
stability data.

• Guidance for the routine recording of lightweight alterations.

• Examples of loading conditions for each mode of operation and instructions for
developing other acceptable loading conditions, including the vertical
components of the forces in the anchor cables.

• A description, schematic diagram and guidance for the operation of the ballast
system and of the alternative means of ballast system operation, together with a
description of its limitations, such as pumping capacities at various angles of trim
and heel.

• A description, schematic diagram and guidance for the operation of the bilge
system and the alternative means of bilge system operation, together with a
description of its limitations, such as draining of spaces not directly connected to
the bilge system.

• Procedures for changing modes of operation.

• Guidance on severe weather operations and time required to meet severe storm
conditions and any inherent operational limitations.

• General procedures for de-ballasting or counter flooding and the closure of all
openings, which may lead to progressive flooding in the event of, damage.

• Guidance for the person in charge in determining the cause of unexpected list
and trim and assessing the potential affects of corrective measures on unit
survivability, i.e. strength, stability, buoyancy etc.

• Ice alert procedures.

Techco 700 Marine Operations Manual

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Stability 2 Introduction

The unit that this course is based on is an un-enhanced Sedco 700 series, certain of
the 700 series have been modified by the addition of ‘blisters’ on the main 30 ft.
columns to allow more deck load to be carried.

The operations manual that you have been provided with contains some sections of
the original 700 series manual.
The manual is made up in three parts - Tables, Figures and Forms.

List of Tables:

• Allowable VCG values for different deck loads.


• Hydrostatic properties ( 7 sheets )
• Weight of anchor chain suspended from unit
• Weight and moment effect of hull tanks
• Ballast water tank capacities
• Free surface moments of hull tank liquids

List of Figures

• Hull tanks arrangement


• Column and hull tank arrangement
• Wind resistance versus draft
• Current resistance versus draft
• Main deck area loading
• Capacity and VCG curves for Ballast tanks
• Capacity and VCG curves for Drill water tanks
• Capacity and VCG curves for Fuel oil tanks
• Capacity and VCG curves for Pot water tanks
• Definitions and Symbols lists (3 sheets)

List of Forms
• Anchor system subtraction and lightweight
• Reduction in allowable VCG due to Excess Free Surface
• Sample daily reports (Final summation page)

The manual will be used extensively during the course, students should
familiarise themselves with the contents of the manual and ensure they are
confident with the use of the tables and figures.

We will now explore the manual in detail.

Some points to note when using the Techco 700 Manual

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Stability 2 Introduction

Table 1

The maximum deck load for this type of unit is 2400 s.tons but ABS rules allow
a further 600 s.tons to be carried only in moderate weather conditions.

Should storm conditions be anticipated the this 600 s.tons (referred to as


excess) must be removed.

Table 2

There is a difference in the information provided in sheets 1-3 (draft range


15 to 21 ft.) when compared with sheets 4-7 (draft range 21- 95 ft.).

Sheets 1-3 contain figures for MT1” in the far right column but sheets 4-7
have columns for MH1° and MT1°.

These columns have figures listed for VCG’s of 50’, 60’ and 70’.

It will be unlikely that the unit VCG in question will be one of these 3 values
nor will the draft be an even value so a certain amount of interpolation will be
required.

Between 21 and 70 feet the drafts increase at 1-foot intervals but watch out
for the tabulated drafts at 37.9 ft. and 38.1 ft. also at 54.9 ft. and 55.1 ft., this
is due to the change in the waterplane area at these drafts.

Why the change from listing MT1” to MT1° ?

Scrutiny of the tables will show that at hull drafts (up to 21 ft.) values for KML
and KMT are very large, hundreds of feet. Thus when floating on the hulls
GML and GMT will also be very large.

The formula for MT1” depends on knowing the value for GML and when
making weight changes to the unit the change to GML is small compared to
the actual value of GML and so the change to MT1” will be very small and the
value from the tables can be used without making reference to the VCG.

At deeper drafts when the values for KML and KMT are much less (about 70
to 75 ft. in the tables) the unit GML and GMT will be only a few feet.

A small change in VCG is significant compared with the values for GML and
GMT, so therefore an allowance for changes in VCG must be made when
calculating the value for MT1° (and similarly MH1°).

Table 8 Free surface moments of hull tank liquids.

Note that depth of liquid in the tank will require interpolation to calculate the
exact free surface moment if the depth in the tank in question is not listed.

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Stability 2 Introduction

The maximum free surface moment occurs at 10.5 ft. depth, which is exactly
half height of a hull tank (21 ft.).

Figures 6 to13 Capacity and VCG curves for hull tanks.

Due to the shape of the hull tanks the curves for these tables are not linear
so use with caution.

Figure 8 Capacity and VCG curves for tanks B4 or B7.

These tanks continue up from the hulls into the lower part of the 18-ft.
columns i.e. 21 ft. to 35 ft. level, again use with caution if depth in any of
these tanks is above 21 ft.

Figure 10 Capacity curves drill water tanks.

Note that these tanks have weight calibration for either drill water or water
ballast depending on what the tanks contain, make sure the correct weight
curve is used. (VCG curve is not affected).

Form 3 Anchor system subtraction and lightweight.

This format is peculiar to Sedco and the calculations will be covered during
the course.

Form 4 Reduction in allowable VCG due to excess free surfaces.

Again this format is peculiar to Sedco and will be explained during the
course.

Daily report forms A and B.

Only the Final Summation section of the daily report form has been printed to
show the total displacement, calculated vertical moment and VCG for the
condition of the unit.

These will be used in the examples for damage calculations.

One point to note that the form does not include any Transverse moment
calculation, only Vertical and Longitudinal moments.

Techco 700 Dimensions.

The unit is a twin pontoon semi - submersible with 8 columns, the 4 corner
columns being 30 ft. diameter and the 4 inner columns being 18 ft. in
diameter.

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Stability 2 Introduction

The draft of the unit is tabulated in the hydrostatic tables for the position
where draft marks are displayed at the outer side of the 4 - 30 ft. columns
fore and aft.

Distances between the draft marks in both the fore and aft and the
athwartships direction is 225 ft.

So the distance from the centre of floatation to the draft marks either forward
or aft is 112.5 ft. and from the centreline to the draft marks port or starboard
is also 112.5 ft.

From the unit centre line to the centreline of the pontoons is 97.5 ft.

The centre of the 18-ft. column from the draft marks forward or aft is 75 ft.

The centre of floatation is at the rig centre (making trim calculations easy).

The depth of the pontoon is 21 ft.

The maximum draft is 95 ft.; survival draft 60 ft. and transit draft 20 ft.

See the drawing on the following page.

Techco 7OO dimensions


All measurements in feet.

Distance between
column centres 195 ‘

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Stability 2 Introduction

Draft Marks

Draft
Marks

75 ‘
18 ft. diameter
Column

112.5 ‘

Centre of
Distance between
Floatation
Draft Marks 225 ‘

97.5’

30 ft. diameter
Column
112.5’

Draft Marks
Draft Marks

Distance between
Draft Marks 225 ‘

Note that the Centre of Floatation is at Mid Length

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Stability 2 Hydrostatics

Section 2 Hydrostatic Parameters

Objective :

To recognise the influence of the Area of the Waterplane on Hydrostatic


Parameters.

Subjects covered:

• Use of Hydrostatics

• Tons per Inch immersion

• The Metacentre

• Moment to Trim & Moment to Heel 1 inch

• Moment to Trim and Moment to Heel 1 degree

• BM & Moment of Inertia

• Inclining Experiment

• Maintenance of Lightweight

• Free Surface effects

Use of Hydrostatic Tables


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Stability 2 Hydrostatics

In the Hydrostatic Tables specific drafts and displacement are listed and other
values are defined for these specific figures.

If the drafts and displacements that we require for problem solving are not
listed in the hydrostatic tables, then interpolation is required to obtain accurate
figures for the required draft or displacement.

Example.

The unit is floating at a draft of 16.25 ft. Calculate the values for:
Displacement, VCB, KML, KMT, TP1” and MT1”.

Inspection of the tables indicates that the unit draft lies between the tabulated
drafts of 16.2 ft. and 16.3 ft.

The values for the information we require are then listed against the tabulated
drafts. Then calculate the differences between the two values in each column.

Draft Displ. VCB KML KMT TP1” MT1”


16.2 ft. 13379 8.40 424 600 68.8 1509
16.3 ft 13461 8.45 421 595 68.6 1506
Difference 0.1 ft. 82 0.05 3 5 0.2 3

So for a difference in draft of 0.1 ft. we have the differences in the values in
question and the unit draft is 16.25 ft. which gives a difference of 0.05 ft. from
the listed draft of 16.2 ft.

In order to obtain the correction to the values listed for 16.2 ft. draft, the
difference between the tabulated draft and the known draft ( 16.2 ~ 16.25 =
0.05 ) is divided by the difference between the two drafts which the values
were listed for ( 16.2 ft ~ 16.3 ft. = 0.1 ft.) and the difference between the two
values in the appropriate column.

Note that 0.05 ÷ 0.1 = 0.5 so to obtain the correction the differences should
be multiplied by 0.5.

For displacement 0.5 x 82 = 41 so 13379 + 41 = 13420

The same method of calculating the correction is done for the other values.
When applying the correction it must be noted whether the values are
increasing or decreasing.

For VCB 0.5 x .05 = 0.025 so 8.40 + 0.025 = 8.425


For KML 0.5 x 3 = 1.5 so 424 - 1.5 = 422.5
For KMT 0.5 x 5 = 2.5 so 600 - 2.5 = 597.5
For TP1” 0.5 x 0.2 = 0.1 so 68.8 - 0.1 = 68.7
For MT1” 0.5 x 3 = 1.5 so 1509 - 1.5 = 1507.5
If the displacement of the unit is known then we can interpolate from the
tables the exact values of other information.

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Stability 2 Hydrostatics

The unit displacement is 13420s.tons, by interpolation calculate the values for


Draft, VCB, KML, KMT, TP1” and MT1”.

First take out the value of displacement both side of the known displacement,
and list the values of the other information that correspond to these
displacement values.

Then calculate the difference between the two values in each column.

Displ. Draft VCB KML KMT TP1” MT1”


13379 16.2 8.40 424 600 68.8 1509
13461 16.3 8.45 421 595 68.6 1506
Difference 82 0.1 0.05 3 5 0.2 3

The difference between the known displacement 13420 and the displacement
for 16.2 ft. is 41 (13379 ~ 13420) and the difference between the listed
displacements is 82.

So to calculate the corrections to apply to the values for the other information
we should multiply the listed differences by 41 ÷ 82 (0.5).

Correction to apply to the tabulated values:

For Draft 0.5 x 0.1 = 0.05 so 16.2 + 0.05 = 16.25


For VCB 0.5 x 0.05 = 0.025 so 8.40 + 0.025 = 8.425
For KML 0.5 x 3 = 1.5 so 424 - 1.5 = 422.5
For KMT 0.5 x 5 = 2.5 so 600 - 2.5 = 597.5
For TP1” 0.5 x 0.2 = 0.1 so 68.8 - 0.1 = 68.7
For MT1” 0.5 x 3 = 1.5 so 1509 - 1.5 = 1507.5

Interpolation for any draft or displacement can then be done by following the
above methods.

There may be a requirement not only to calculate exact values for


Displacement, Draft, VCB, KMT KML and TP1” but also exact values for
MH1° and MT 1°.

As previously mentioned MH1° and MT1° vary with the VCG of the unit and
are only listed for VCG’s of 50 ft., 60 ft. and 70 ft. so further interpolation is
required.

Example
Techco 700 is floating at a draft of 70 ft. with a VCG of 53 ft.
Calculate the MH 1 ° and MT 1 ° at this draft and VCG

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From the tables with a draft of 70 ft we will see values for MH1° and MT1°
listed for VCG 50 ft. and VCG 60 ft.

As the unit VCG is 53 ft. the exact value for the VCG will lie between the
values for VCG 50 ft. and VCG 60 ft.

To calculate MH 1 ° at 70 ft. draft and VCG 53 ft.

MH 1 ° @ VCG 50 ft MH 1 ° @ VCG 60 ft. Difference


For 70 ft draft 8880 4760 4120

So for a difference in VCG of 3 ft. we have a difference in the moments of


4120 and the difference between the VCG’s for which the values are listed is
10 ft.

Therefore the fraction of the difference in the values will be 3/10ths. Or 0.3 of
4120.
So to obtain the correction multiply 4120 by 0.3 and apply it to the listed value
for VCG 50 ft.

So for 70 ft. draft. MH 1 ° = 4120 x 0.3 = 1236 so 8880 - 1236 = 7644


& VCG 53 ft

Or Simply 8880 - 0.3 x (8880 – 4760) = 7644

A similar calculation is done to obtain the exact value for the MT 1 ° for draft
70 ft. and VCG 53 ft.

MT 1 ° @ VCG 50 ft Mt 1 ° @ VCG 60 ft. Difference


For 70 ft draft 9825 5765 4060

Again the same fraction of the difference between the values for the two
VCG’s is used to calculate the correction.

So for 70 ft. draft. MT 1 ° = 4060 x 0.3 = 1218 so 9825 - 1218 = 8607


& VCG 53 ft

Or Simply 9825 - 0.3 x (9825 – 4760) = 8607

Carry out the following calculations using the Techco 700 Hydrostatic tables

1.

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Techco 700 is at a draft of 63.3 ft. with a VCG of 50 ft.


Calculate the following values.

(a) Displacement (b) VCB (c) TP1”

(d) KMT (e) KML (f) MH 1 °

(g) MT 1 °

2.

Techco 700 is at a draft of 75 ft. with a VCG of 57 ft.


Calculate values for:

(a) MH 1 ° (b) MT 1 °

3.

Techco 700 is at a draft of 45 ft with a VCG of 64.7 ft.


Calculate values for:

(a) MH1 ° (b) MT1 °

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Answers:

1.

(a) 22750.5 ( b ) 18.39 ( c ) 11.25 ( d ) 72.22


(e) 74.41 ( f ) 8686 ( g ) 9547

2.

75 ft. draft & 57 ft. VCG MH 1 ° = 6119 MT 1° = 7161

3.

45 ft. draft & 64.7 ft. VCG MH 1 ° = 2851 MT 1° = 3614

Tons per Inch Immersion

The hydrostatic tables list the values of TPI over the normal operating drafts
for the unit. Inspection of the tables will reveal large variations in the values
for TPI depending on the draft of the unit.

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The reason for these variations is due to the changes in the area of the
waterplane at the various drafts, therefore TPI is directly related to the
waterplane.

Increasing the area of the waterplane by adding blisters to columns or adding


extra columns will have an effect of the value of TPI.

By calculating the volume gained for 1” of sinkage and converting this to a


value in short tons we can calculate the TPI for any draft as long as we know
the area of the waterplane.

Assuming that the unit is floating in salt water and at a deep draft there will be
4 x 30-ft. diameter columns and 4 x 18-ft. diameter columns in contact with
the water.

The extra volume gained by a 1” increase in draft would be:

For the 4 x 30 ft. diameter columns


3
4 x π x 152 x 1/12 ft3 = 235.62 ft

For the 4 x 18 ft. diameter columns.


3
4 x π x 92 x 1/12 ft3 = 84.82 ft

Therefore the total additional volume = 235.62 + 84.82 = 320.44 ft3

Converting this to weight: 320.44 x (64 ÷2000) = 10.25 s.t.

Which gives a TPI value of 10.25 s.t. / 1”

An increase in the waterplane area would increase the additional volume


thereby increasing the value of TPI.

When using the value of TPI to calculate new draft or displacement care must
be taken.

Inspection of the hydrostatic tables for the Techco 700 will show that when
changing draft from pontoon supported to column support the TPI changes
considerably due to the change in the area of waterplane.

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So TPI should only be used when the weight added (or removed) is small or
the change in the value of TPI over the range of drafts concerned is
negligible.

Other changes to the values for TPI occur when the lower tubulars, anchor
racks and boat fenders are being submerged; again this is due to waterplane
area changes.

Changes to the TPI values for the Techco 700 are very pronounced at the
following drafts: -

20.9 ft. to 21.1 ft. (changing from pontoon support to column support)

Between 23 ft. & 26 ft. (anchor racks)

32 ft. to 37 ft. (lower tubulars)

55 ft. to 60 ft. (Boat fenders)

When calculating draft changes during major ballasting operations, it is more


accurate to add the weight to the initial displacement to obtain the new
displacement and then calculate the new draft using this displacement.

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The Metacentre

The position of the metacentre is required to be known in order that the


operator can assess the state of the unit’s stability at any time.

Calculating the unit’s KG will allow the calculation of GMt and so the righting
lever and righting moment.

The position of the metacentre depends on the unit waterplane and the
volume of displacement.

The designer of the unit will calculate the size and shape of the waterplane for
particular volumes of displacement. Values for KB, BM and KM can also be
calculated at this time.

The hydrostatic tables will list two values of KM - KMT and KML. It will be
noted from the tables that KML (at operating drafts) is usually a greater value
than KMT, (units are usually longer than they are wide) so it follows that most
units will have greater stability in the longitudinal direction than in the
transverse.

When a unit is changing modes, either from transit drafts to operating draft (or
vice versa) the size and shape of the waterplane changes dramatically and
the value of KM will change substantially.

The Techco 700 when at a draft of 20 ft. (pontoons above water) has a KMT
of 430 ft. and a KML of 290 ft. and at a draft of 22 ft. (pontoons submerged)
the KMT has reduced to 79.5 ft. and the KML to 81.05 ft.

This reduction in both KMT and KML will mean that the GMt of the unit will
also reduce considerably during these major ballasting operations and in fact
the GMt will often reduce to a critical point during major ballasting operations.

Free surface effect will also add to the reduction in GMt during ballasting
operations so it is of extreme importance that the stability of the unit is
checked and found to be satisfactory before beginning any major ballasting
operation.

Calculations should be carried out to ensure that the unit always has sufficient
positive stability during all stages of the ballasting operation.

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Moment to Change Trim 1 Inch

The Tables of Hydrostatic Properties define the Moment to Change the total
Trim of the Unit for the draft ranges 15 to 21 ft.

The calculation of this value is as follows:

A weight has been shifted onboard which has changed the total trim of the
unit by 1 “(or 1/12th foot.)

This has caused the longitudinal centre of gravity to move from G to G1

See diagram on the following page.

1 G to G1 = wxd

2 Tan θ = G to G1 ∴G to G1 = GML Tan θ


GML

3 Tan θ = 1/24 th (multiply top & bottom x 24) = 1


½L 12 L

4 ∴ G to G1 = GML x Tan θ = GML x 1 = GML


12 L 12L

5 GML = wxd
12 L ∆

6 GML = MT1” (w x d is the moment that changed the trim


12 L ∆ of the unit by 1”)

7 ∴ MT1” = GML x ∆
12 L

Although the value for Moment to Heel 1” is not listed in the tables the value
could be calculated as follows:

MH1” = GMt x ∆
12 B ( Beam used instead of length)

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In the diagram due to the shift of weight G has moved to G1.

length

½ length

th
1/24 ft

th
1/24 ft
Angle θ

ML

G G1

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Moment to Trim 1 degree

The definition of MT1° is the actual trimming moment, which will change the
angle of trim measured at the centre of floatation by one degree.
Similarly MH1° is the heeling moment that changes the angle of heel
measured from the centreline by one degree.

The hydrostatic tables list values for Moments to Trim 1 degree and Moments
to Heel 1 degree for drafts between 21 ft. and 95 ft.
The reason for this has been explained in the introduction.

To obtain the MT1° or MH1° for a particular VCG (KG), draft or displacement
can be obtained by interpolation.
It should be noted that interpolation is only an approximation and assumes
that the listed values change directly between the tabulated values.

This is not always true and the actual values for MT1° and MH1° can be
calculated using the following formula:

MT1° = ∆ x GML x Tan 1 °


MH1° = ∆ x GMT x Tan 1 °

The theory of the formula for MT1° is as follows: ML

Shift of G = wxd θ
( G to G1 ) ∆

Tan θ = G to G1 or G to G1 = GML Tan θ


GML

So if the trim angle is 1 ° we can now say :-

G to G1 = GML Tan 1 °
G G1
substituting for G to G1 gives :-
wxd = GML x Tan 1 °

or
w x d = ∆ x GML x Tan 1°

As w x d is the trimming moment that will produce a change of trim of 1 °

MT1° = ∆ x GML x Tan 1 °

The theory for MH1 ° is similar but GMT is substituted for GML

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Example Calculation.

A unit has the following particulars: -

Displacement = 24,628 s.t.


KG =62.31 ft.
KML = 74.12 ft.

Calculate the MT1°.

If the KMT was 72.50 calculate the MH1° using the same displacement
and KG

Answers: 1 5076 2 4380

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Using the Tables of Hydrostatic Properties In the Techco Marine Operations


Manual given a Displacement of 26405 s. tons and a VCG of 63.5 feet
calculate:
(a). MT1 degree and (b) MH1 degree.

Answers (a) 5094 (b) 3928

BM & Moment of Inertia

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BM is the distance from the centre of buoyancy (B), to the transverse


metacentre (Mt). It is called the metacentric radius.

It is so called because it is the radius of an arc, which has M at its centre, the
arc being formed by the movement of B as the vessel inclines through small
angles.

The formula in common use for the calculation of BM is:

BM = i
V

where i = the moment of inertia ( about a longitudinal axis of


the waterplane, in units of ft.4 )
and V = the volume of displacement in units of ft.3

The moment of inertia of a waterplane has been defined as a measure of a


unit’s resistance to rolling motion about the unit’s longitudinal axis.

A narrow beamed unit would have a very small moment of inertia along its
longitudinal axis due to it having little resistance to rolling.

A broad beamed unit would offer greater resistance to rolling and therefore
have a larger moment of inertia.

The moment of inertia for a unit of rectangular form can be found by the
following formula:

i = L x B3
12

Where : L = length of the waterplane


and : B = breadth of the waterplane

It is evident from the formula that (i) is almost wholly dependent on the
breadth of the unit and any small increase in beam will increase the value of
(i) and the value of BM also.

The beam of the unit is one of the most important factors in the calculation of
initial stability.

With regard to Volume of Displacement (in the BM formula), the larger the
volume then the BM will be smaller and vice versa.

When the value of BM has been calculated for a particular draft and
displacement of the unit, the values of KB and KM can then be defined.

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Curves showing these values for different drafts and displacements will be
provided in the stability information portion of the marine operations manual.

The following calculations illustrate the effect of an increase in beam on the


values of BM and KB.

Calculation of BM & KM for a unit of Beam 30-ft. Length 50 ft. Draft 10 ft.
3 3 4
i = LxB = 50 x 30 = 112,500 ft.
12 12
3
V = L x B x Draft = 50 x 30 x 10 = 15,000 ft.

BM = i = 112,500 ft.4 = 7.5 ft.


V 15,000 ft.3

BM = 7.5 ft.
KB = 5.0 ft. (½ Draft)
KM = 12.5 ft.

If we now increase the beam to 40 ft.

I = L x B3 = 50 x 403 = 266,667 ft.4


12 12

V = L x B x Draft = 50 x 40 x 10 = 20,000 ft.3

BM = i = 266,667 ft.4 = 13.3 ft.


3
V 20,000 ft.

BM = 13.3 ft.
KB = 5.0 ft. (½ Draft)
KM = 18.3 ft.

rd
So by increasing the unit beam by 1/3 we have almost doubled the BM.

The metacentre has been raised 5.8 ft., which will increase the initial stability
of the unit significantly.

Carry out the following calculation:

A barge has the following dimensions: Length 70 ft. Beam 35 ft. and Draft 12
ft.
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If the KG was 10ft. calculate the GMt

Answer: 4.51 ft.

The Inclining Experiment.

The MODU code states the following concerning inclining experiments or


tests: -

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An inclining test should be carried out for the first unit of a design, when the
unit is as near to completion as possible, to determine accurately the light
ship data (lightship weight and position of the centre of gravity).

The code also states that the results of the inclining test, adjusted for any
changes to the unit upon final completion, should be indicated in the
operating manual.

The test should be carried out in the presence of a duly authorised person
usually the Certifying Authority such as Lloyds, ABS., and DNV. etc. who will
approve the results for inclusion in the unit’s stability information.

In practice it is usual for all new build units to undergo an incline test and, for
units that have been extensively modified; a second incline test is often
required to be carried out.

The preparations for the test are very important and certain essential
requirements must be met before the test can be carried out so that the
results, upon which all future stability calculations will be based, are as
accurate as possible.

The unit must be free floating and not constrained from listing by moorings or
towing lines.

Weather must be calm, no wind or sea motion to affect the accuracy of the
readings obtained.

The unit must be as near as possible in the true lightweight condition as


possible.

Accurate weight and position on the unit of any equipment that does not form
part of the lightweight must be calculated and any equipment that remains to
be fitted to complete the unit must also be allowed for.

All tanks should either be completely full or empty; this will minimise any free
surface effect that would affect the position of the Centre of Gravity.

Weight and position of equipment for carrying out the test must also be
accurately recorded.

Only those personnel essential for the operation should remain on the unit.

Procedure for the test.

There will usually be a written procedure for the carrying out of the test and
the procedure will define the following: -

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Draft of the unit at which the test will be carried out, this is usually at a draft
where the waterplane will remain constant during the procedure; it is not
usually conducted at light draft.

Density of the water in which the test is to be conducted so that the unit
displacement can be accurately assessed.

The unit must be floating on an even keel and upright, if this cannot be
achieved then the unit attitude must be accurately recorded.

Only personnel required to be onboard are those to conduct the test, take
readings of pendulums or other recording instruments, movement of inclining
weights etc.

Number and position of recording devices, such as pendulums, watertubes or


stabilographs will be defined.

If pendulums are used then the lines should be as long as possible for
greatest accuracy and the weighted end should be in a trough of light oil to
damp out motions.

The exact length of the pendulums, of which there should be at least 3, must
be measured from the point of suspension to the position at which the
deflections are to be recorded.

Communications to be set up in order that all readings are co-ordinated and


recorded by the surveyor responsible for the test procedure.

Regular inspections of the unit must be carried out to ensure that the
conditions onboard the unit during the test remain as constant as possible.

Any changes to the onboard condition during the test must be recorded; these
changes may be caused due to alterations in fuel oil or fresh water levels.

The environmental condition must also be monitored during the test and wind
speed and direction also sea state regularly recorded. Should there be
significant wind force; the unit should be orientated head into the wind.

The test will not be conducted in wind speeds of more than 10 knots; there
should be no rain, snow or icing present during the test that may give false
weight distribution.

Shifts of weights will be repeated and the average of results recorded.

Theory of the Inclining Test.

The results from the inclining test will be used to verify the hydrostatic data
supplied by the designer.
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It will determine the following: -

• Lightship Displacement
• Vertical Centre of Gravity
• Transverse Centre of Gravity
• Longitudinal Centre of Gravity

The test is based on knowing that a weight shifted transversely across the
unit a specific distance should produce a known angle of list.

By calculating the shift of the unit’s centre of gravity the angle of list can be
defined.

The following formulae are used:

1 2

G to G1 = wxd Tan θ = G to G1
∆ GMT

During the test weights are shifted across the unit to produce a small angle of
list, about 2 °.

Using formula 1 the transverse shift of G (G to G1) is calculated.

With the angle obtained and using formula 2 the GMt can be calculated.

Extracting the value of KMT from the hydrostatic tables for the displacement
of the unit at the time of the test, the KG (VCG) can be calculated.

This then gives the KG for the test condition and any additions or subtractions
to the lightweight can now be computed using their weight and KG to
ascertain the actual lightweight KG.

For a fuller explanation refer to the diagram on the following page.

Theory of Inclining Test - Diagram

Inclining Distance
Weight weight
MT moved

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Angle θ

Angle θ

Length of
Pendulum

G G1

Deflection of B
Pendulum

K Waterline

Tan θ = G to G1 Tan θ also = Measured deflection of pendulum


GMT Measured length of pendulum

So combining the two statements to calculate GMT


GMT = G to G1 x Measured length of pendulum
Measured deflection of pendulum

But G toG1 = wxd



So substituting for G to G1 we end up with
GMT = wxd x Measured length of pendulum
∆ Measured deflection of pendulum

Calculation example.

A unit is undergoing an inclining test. She is presently floating at a mean draft


of 22.00 ft.

The hydrostatic tables yield the following information: -


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Stability 2 Hydrostatics

∆ = 17090 s.tons.

During the test the following weights in addition to the lightweight were
present.

Trimming Ballast 525 s.tons KG 8.71 ft.


Fuel Oil 315 s.tons KG 10.05 ft.
Potable Water 20 s.tons KG 127.63 ft.
Inclining Weights 45 s.tons KG 130.20 ft.

The length of the pendulum used was 85 ft. and when the inclining weights of
45 s.tons. were moved a distance of 120 ft. a deflection of 2.65 ft. was
produced.

Calculate the unit lightweight and the lightweight KG.

Method of calculation.

1. Calculate the GMT in the inclined condition.

2. Calculate the KG in the inclined condition.

3. Adjust the inclined KG and displacement for the non-lightweight items.

5. Define the actual lightweight displacement and the lightweight KG.

The actual calculation is detailed on the following page.

1. Calculation of GMT.

GMT = wxd x Measured length of pendulum


∆ Measured deflection of pendulum
= 45 x 120 x 85
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17,090 2.65
GMT = 0.316 x 32.075
GMT = 10.14ft. in the inclined condition.

2. Calculation of the KG.

The hydrostatic tables can now be entered with the displacement to define
the KMT.

The KMT = 79.35 ft.

With the KMT 79.5 and the GMT 10.14 ft the KG in the inclined condition can
be found by subtracting the GMT from the KMT.

KMT 79.5 ft. - GMT 10.14 ft. = 69.36 ft.

4. The non-lightweight items must now be removed from the calculation to


calculate the lightweight and the lightweight KG.

Item Weight s.tons KG Moment ft/tons


Present ∆ 17,090 69.36 1,185,362.4
Trimming Ballast - - 525 8.71 - 4573
Fuel Oil - - 315 10.05 - 3166
Potable Water - - 20 127.63 - 2553
Inclining weights - - 45 130.20 - 5859

Total Displacement = 16,185 T.Moments 1,169,211.4

Lightweight KG = 1,169,211.4 = 72.24 ft.


16,185

Lightweight Displacement = 16,185 s.tons.

Student Calculation.

Given the following information calculate the Lightweight displacement,


Lightweight KG and Lightweight GMT.

1. Displacement in salt water = 10,500 s.tons.

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2. KM 32.4 ft. (assume that is also the lightweight value).

3. Inclining weights = 20 s.tons. KG 30 ft.

4. Length of pendulum = 28.5 ft.

5. Deflection of pendulum = 0.33 ft.

6. Distance inclining weights moved = 40 ft.

7.Additional to lightweight onboard = 80 s.tons KG 20 ft.

9. Material to complete lightweight = 140 s.tons KG 36 ft.

Answers:

Lightweight ∆ = 10540 s.tons


Lightweight KG = 26.01 ft.
Lightweight GMt = 6.39 ft.

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Maintenance of Lightweight.

The MODU Code states that:

A record of all changes to machinery, structure, outfitting and equipment that


effect the lightship data, should be maintained in the operating manual or in a
lightship data alterations log and be taken into account in daily operations.

What this means is that all alterations to any part of the unit or it’s equipment,
since the original lightweight condition (the condition of the unit when the
inclining test was carried out) must be accurately noted on a register or log.

It is usual for there to be a system in place onboard the unit that meets the
requirements of the code, often called alterations to lightweight log or record.
Such changes (weight added or removed) must be noted in the units stability
calculations both computerised and manual calculation sheets.

The Certifying Authority requires notification of such changes and it is usual to


forward a record of these changes to the authority on a quarterly basis.

Information to be recorded: -

• Whether it is an addition or removal of weight.

• The weight of the material or equipment

• The VCG, LCG & TCG of the material or equipment.

• Date of the alteration

• Date forwarded to the Certifying Authority for their record

• Date computer stability programme amended

It is essential that the recording is done on a formal basis and any changes to
the unit’s computerised stability programme are recorded also. The
computerised stability programme is usually required to be approved by the
certifying authority.

Major modifications to the unit that involve large engineering projects will
require approval by the certifying authority before they are allowed to proceed
and, when completed, the authority will usually require a deadweight survey
or even a re-incline test to be carried out.

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Deadweight Survey.

The MODU Code states that a deadweight survey should be conducted at


intervals not exceeding 5 years.

Where the deadweight survey indicates a change in the calculated lightweight


displacement in excess of 1% of the operating displacement, an inclining test
should be conducted.

The deadweight survey is not as time consuming as an incline test and does
not require the use of weights or pendulums.

However the preparation of the unit for the survey and the environmental
conditions are similar to those required for the inclining.

A procedure for the survey will be written and representatives of the certifying
authority will carry out the survey.

It is preferable to have the unit inshore in sheltered waters as accurate


readings of the draft will have to be carried out using small craft.

Before the survey is conducted all void spaces and bilge compartments
should be dry; ballast tanks hand sounded to verify their contents and the
deckload accurately assessed and recorded. The contents of all small tanks
on the unit should be checked and recorded.

Contents of storerooms should be given close scrutiny to verify the weight of


contents particularly when a standard weight of contents is recorded in
stability calculations.

Chain lockers should be inspected and an estimate of the debris contained in


each locker should be made.

Although it is difficult to estimate accurately the weight of growth on the hull


should be established.

On completion of the survey any discrepancy between the calculated


displacement and the displacement obtained from draft reading and the
hydrostatic tables of more than100 s.tons should be investigated.

If the discrepancy cannot be reasonably resolved then the authority may call
for a re-incline - an expensive business.

Free Surface effects

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When a tank is partly filled with liquid, the surface of the liquid will always
remain horizontal, no matter what the attitude of the tank.

Thus, when one or more of a units tanks are partially full and the rig is heeled
the liquid surfaces will remain horizontal, and so at any angle of heel there will
be more liquid at one side of the tank than the other.

As the diagram shows the centre of gravity of the liquid in the tank has moved
to the low side of the unit causing a similar movement in the centre of gravity
of the unit.
The centre of buoyancy has also moved to the low side of the unit.

Without slack tanks the GZ, that is the couple between the forces of gravity
and buoyancy would have been as shown in the diagram, however with the
shift of G due to the slack tanks there is now a new couple formed G”- Z”, a
smaller value than the original GZ.

It is apparent that for this reduction to have taken place in the GZ, then G
must have moved upward to the position Gv, and the length of the Gv-Zv is
now similar to the length of G”-Z”.

This is called the virtual rise of G due to free surface effect.

The effects of free surface on the stability of the unit can be summarised as
follows: -

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• Free Surface Area will reduce stability due to the apparent rise of G.

• The effects of free surface depend upon the dimensions of the tank(s) and
the total displacement of the unit.

• Subdivision of tanks will reduce the free surface effect considerably,


breadth of the tank being the most important dimension as we shall see
from the formula.

• The density of the liquid in the tank has only a minor effect on the free
surface effect.

• Any tank that is neither completely full nor empty will contribute to the free
surface effect.

Reducing Free Surface effects

It is not possible to get rid of free surface effect altogether but there are ways
of reducing it.

Minimise the number of slack tanks by carefully following ballasting


procedures.

Ensure that when emptying tanks they are drained as near completely as
possible.

Full tanks must always be totally filled, check full tanks regularly to ensure
that they remain full.

When carrying out major ballasting operations always follow the procedures in
the marine operations manual and never try to fill or empty too many tanks at
the same time.

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Free Surface Theory

The virtual rise of G or loss of GM is calculated with the formula:

G to Gv = i x d1
V d2

where i = second moment of area in the tank


V = the displacement of the unit
d1 = density of the fluid in the tank
d2 = density of the water in which the unit is
floating

The theory of the moment of inertia is the same as the moment of inertia for a
floating body and for a rectangular tank is:

i = L x B3
12

For ballast tanks the density difference does not apply but for tanks
containing fuel oil, drill water or any fluid other than salt water then the density
difference will have to be included in the calculation.

aset 2005 Section 2 Page 29 03/06/2008


Stability 2 Hydrostatics

In the Techco 700 manual a table of Free Surface Moments for all hull tanks
has been compiled (Table 8).

It should be noted that there are three sets of moments listed, for the
Longitudinal Axis (rolling), the Transverse Axis (pitching) and for a Diagonal
Axis (a combination of roll & pitch) for a direction of 49° from the longitudinal
axis.

There are also instructions for the use of the tables.

To check the values listed for the tanks of the Techco 700 and knowing that
the dimension of tank B2 is 40 ft. long, 25 ft wide and is filled to a depth of
10.5 ft. (Techco 700 tanks have one side curved).

1. Calculate free surface moment about the longitudinal axis

2. Calculate free surface moment about the transverse axis

Check your answer with the values from Table 8

aset 2005 Section 2 Page 30 03/06/2008


Stability 2 Hydrostatics

Using the formula for the calculation of the free surface moment

1.

About the Longitudinal Axis.

L x B³ X 64
12 2000

40 x 25³ X 64
12 2000

= 1666.67 1667 from Table 8

2.

About the Transverse Axis

L x B³ X 64
12 2000

25 x 40³ X 64
12 2000

= 4266.67 4267 from Table 8

aset 2005 Section 2 Page 31 03/06/2008


Stability 2 Hydrostatics

aset 2005 Section 2 Page 32 03/06/2008


Stability 2 Hydrostatics

Free Surface Calculations.

It was previously stated that the reduction in GMt or virtual rise of G depended
partly on the displacement of the unit.

The free surface effect can be calculated by totalling the free surface
moments listed for all slack tanks and dividing the total moment by the
displacement of the unit.

Using the Hydrostatic Properties and Table 8 carry out the following
calculations.

1.
Techco 700 is at a draft of 20 ft. in salt water, calculate the loss in transverse
GM due to the following tanks having free surface: -

Tank Sounding
PB1 & SB1 9.0 ft.
PFO & SFO 16.0 ft.
PDW1 & SDW1 13.0 ft.
PB10 & SB10 10.5 ft.

2.
If the unit was floating at 70 ft. draft with the above tanks with free surface
what would be the loss in transverse GM.

3.
With Techco 700 floating at 70 ft. draft in moderate weather conditions
calculate the loss in GMt with the above tanks with free surface.

Answers: 1 1.58 ft. 2 1.09 ft 3 1.07 ft.

aset 2005 Section 2 Page 33 03/06/2008


Stability 2 List & Trim

Section 3 List and Trim

Objective :

To gain a general understanding of List and Trim calculations.

Subjects covered:

• Use of the hydrostatic tables to solve list & trim problems

• Problem solving methods when floating on pontoons or columns

aset 2005 Section 3 Page 1 03/06/2008


Stability 2 List & Trim

In this section the Hydrostatic tables for the Techco 700 will be used for the
calculations.

Note Centre of Floatation is at mid length

Techco 7OO dimensions


All measurements in feet

Distance between
column centres195 ‘

97.5’ Draft Marks


Draft Marks

112.5’ 75 ‘ 18 ft.
diameter
Column.

Centre of
Distance between Floatation
Draft Marks 225 ‘

30 ft.
diameter
Column

112.5’

Draft Marks

Draft Marks

Distance between
Draft Marks 225 ‘

aset 2005 Section 3 Page 2 03/06/2008


Stability 2 List & Trim

The following formula will be used in the calculations:

GMt = KMT - KG ( VCG )

Shift of G = wxd
( G to G1) ∆

Tan Angle List = Shift of G


GMt

Trimming Moment = w x d

Total Change of Trim = Trimming Moment


MT1”

½ total change of trim applied at each end when C of F is amidships

Angle of Trim = Trimming Moment


MT 1°

Angle of Heel = Heeling Moment


MH1°

Change of Draft = Dist. from F to draft marks ( Fwd or Aft )


( due change of trim ) x Tan angle of trim

Change of Draft = Dist. from centreline to draft marks ( P or S )


( due change of heel ) x Tan angle of heel

Moment Causing List = ∆ x GMt x Tan List Angle

Example 1

aset 2005 Section 3 Page 3 03/06/2008


Stability 2 List & Trim

Techco 700, floating upright at 20 ft. draft, with a KG 78 ft. loads 100
s.tons on the port hull, 97.5 ft off the centreline and 22ft. above the keel.
Calculate the angle of list.

In this problem the unit is loading a weight so there will be changes to the
Draft, KG and KMT.

Method of Calculation.

1. Calculate new draft due to loading cargo.


2. Extract KMT from tables
3. Calculate vertical shift of G
4. Calculate transverse shift of G
5. Calculate new GMt
6. Calculate angle of list

Using the Hydrostatic Tables

∆ @ 20 ft. draft = 16315 s.tons Cargo loaded = 100 s.tons

∴ New ∆ =16415 s.tons

By interpolation New draft = 20.15 ft.

From tables @ 20.15 ft draft KMT = 422.5 ft.

Shift of G due Loading = 100 x ( 78 - 22 ) = 0.34 ft. down.


16415

Transverse shift of G = 100 x 97.5 = 0.59 ft to Port


16415

New KG = 78.00 - 0.34 = 77.66 ft.


KMT = 422.50 ft
GMT = 344.84 ft.

Tan Angle List = Transverse shift of G


GMt

Tan Angle List = 0.59 = 0.002 = 0.1 ° to port


344.84

Example 2
aset 2005 Section 3 Page 4 03/06/2008
Stability 2 List & Trim

Techco 700 is upright floating at a draft of 20 ft. with a KG of 78 ft.


A 40 s.ton weight is moved from the port hull (KG 22 ft.) to the starboard
hull (KG 22 ft.), a distance of 195 ft.
Calculate the final angle of list.

In this problem there is no change to the displacement as the weight is


being moved onboard, also as there is no vertical movement the KG will
not be affected.

Method of calculation

1. Extract ∆ from tables


2. Extract KMT from tables
3. Calculate GMt
4. Calculate transverse shift of G
5. Calculate angle of list.

From hydrostatic tables @ 20 ft. draft

∆ = 16315 s.tons
KMT = 430 ft.

GMT = KMt - KG
= 430 - 78
GMT = 352 ft.

Transverse shift of G = 40 x 195 = 0.48 ft.


16315

Tan Angle of List = Transverse shift of G


GMt

Tan Angle of List = 0.48 = 0.001


352

Tan Angle of List = 0.08 ° to starboard

Example 3

Techco 700 is listed 1° to port and is floating at a draft of 20 ft. KG 78 ft.

aset 2005 Section 3 Page 5 03/06/2008


Stability 2 List & Trim

Calculate the weight of equipment required to be moved from the port hull to
the starboard hull, a distance of 195 ft. to bring the unit upright.

There are two methods that can be used to solve this problem, if the
moment that is causing the list to port is calculated then for the unit to be
upright the starboard moments must equal the port moments.

Method 1

1. Extract the ∆ from tables


2. Extract the KMT from the tables at 20 ft. draft
3. Calculate the GMt
4. Calculate the port moments causing the list
5. Knowing the distance the weight needs to be moved calculate the
weight by making port moment = starboard moment

From Hydrostatic tables

∆ = 16315

KMT = 430 ft.

GMt = KMT - KG

= 430 - 78
GMt = 352 ft.

Moment causing list to port = ∆ x GMT x Tan angle list


= 16315 x 352 x Tan 1°
Moment causing list to port = 100,242 ft/tons.

For the unit to be upright Port moments = Starboard moments

Starboard moments = wxd


= w x 195
Port moments 100,242 ft/tons = Starboard moments w x 195

100,242 = w x 195
100,242 = w
195
514 = w
∴ move 514 s.tons from port to starboard

The other method of calculation involves the calculation of the shift of the
transverse centre of gravity that has been caused by the excess moment
on the port side of the unit.

aset 2005 Section 3 Page 6 03/06/2008


Stability 2 List & Trim

Method of calculation.

1. Extract the ∆ from tables


2. Extract the KMT from the tables
3. Calculate the GMT
4. Calculate the transverse shift of G
5. Calculate the weight that has caused this shift
6. move this weight from the port side to the starboard side

From the hydrostatic tables

∆ = 16315
KMT = 430 ft.

GMT = KMT - KG
= 430 - 78
GMT = 352 ft.

Tan angle list = Transverse shift of G


GMT

Transverse shift of G = GMT x Tan Angle list

Transverse shift of G = 352 x Tan 1°


= 352 x 0.017
Transverse shift of G = 6.144 ft.

Transverse shift of G = wxd



6.144 = w x 195
16315
6.144 x 16315 = 514
195

∴ move 514 s.tons from port to starboard

The same answer is produced by either method.

Complete the following calculations:

(A)
Techco 700 is upright at 18.5 ft. draft with a KG of 72 ft.
65 s.tons is loaded on the port hull, 97.5 ft. off the centreline and 22 ft.
above the keel. Calculate the angle of list
aset 2005 Section 3 Page 7 03/06/2008
Stability 2 List & Trim

Answer: 0.06 Degrees to Port

(B)
Techco 700 floating at 19.25 ft. draft KG 65 ft. is listed 1.0 ° to starboard
calculate the distance that 600 s.tons of ballast would have to be
transferred, between pontoons, to bring the unit upright.

aset 2005 Section 3 Page 8 03/06/2008


Stability 2 List & Trim

Answer: 183.6 ft.

Example 4

Techco 700 is floating at an even keel draft of 20 ft.


131 s.tons of deck cargo is shifted 60 ft. aft.
Calculate the final drafts fore and aft.

aset 2005 Section 3 Page 9 03/06/2008


Stability 2 List & Trim

In this problem the transfer of cargo does not alter the displacement or
mean draft but will produce a trimming moment and this moment divided
by the MT1” will produce the total change of trim in inches.
As the centre of floatation on this unit is at mid length the applying ½ of
the total trim at each end will give the change of trim at each end.

Method of calculation

1. Enter the tables at 20 ft. draft and extract the MT1”


2. Calculate the trimming moment produced
3. Calculate the total change of trim and direction ( by the head or the
stern )
4. Apply trim to calculate final drafts

From hydrostatic tables

MT1” @ 20 ft. draft = 1310 ft. tons

Trimming moment = wxd


= 131 x 60 = 7860 ft/tons

Total change of trim = Trimming Moment


MT1”
= 7860
1310

Total change of trim = 6” or 0.5 ft. x Stern

Change of draft due change of trim = ½ Change of trim


at each end
( - Fwd + Aft )

To calculate final drafts

Original Drafts Fwd 20.00 ft. Aft 20.00 ft.


CoD ( CoT ) -0.25 ft + 0.25 ft.
Final Drafts Fwd 19.75 ft Aft 20.25 ft.

Example 5

Techco 700 is floating at an even keel draft of 18.5 ft.


615 s.tons of deckload is loaded at 27.5 ft. aft of the C of F which is at mid
length.
Calculate the final drafts.
aset 2005 Section 3 Page 10 03/06/2008
Stability 2 List & Trim

Due to loading cargo the draft and displacement will alter.

Method of calculation

1. Calculate the new displacement


2. Calculate the new drafts
3. Extract the MT1” from the tables
4. Calculate the total change of trim and direction
5. Apply trim to calculate final drafts

From hydrostatic tables

∆ @ 18.5 ft. draft = 15205 s.tons


cargo loaded = 615 s.tons
New ∆ = 15820 s.tons

New mean draft @ new ∆ = 19.31 ft.

MT1” @ 19.31 ft. draft = 1383 ft/tons

Trimming Moment = wxd


= 615 x 27.5 = 16912.5 ft/tons

Total change of trim = Trimming moment


MT1”
= 16912.5
1383
Total change of trim = 12.23” or 1.02 ft.

Change of Draft due change of trim = - 0.51 ft. Fwd + 0.51 ft. Aft

Drafts after loading Fwd 19.31 ft. Aft 19.31 ft.


CoD ( CoT ) - 0.51 ft. + 0.51 ft.
Final Drafts Fwd 18.80 ft. Aft 19.82 ft.

Complete the calculation on the following page.

(C)
Techco 700 is floating at an even keel draft of 20.4 ft.
530 s.tons of deckload is backloaded from 46 ft. fwd. of mid length.
Calculate the final drafts.

aset 2005 Section 3 Page 11 03/06/2008


Stability 2 List & Trim

Answer: Fwd. 18.90 ft. Aft 20.40 ft.

The previous list and trim problems have all concerned the Techco 700
floating at drafts of less than 21 ft. that is supported by the pontoons.

However when floating at deep drafts, that is column supported, then values
for Moments to Heel 1 ° and Moment to Trim 1 ° are often listed in the
hydrostatic tables.

In the Techco 700 manual MH1° and MT1° are listed against drafts between
21 ft. and 95 ft.
aset 2005 Section 3 Page 12 03/06/2008
Stability 2 List & Trim

It should be noted that the values are defined for VCG’s (KG’s) of 50 ft.,
60 ft. and 70 ft., so interpolation will be required to extract the value for the
particular VCG in question.

The reason for this has been explained in the introduction on page 13.

The method used to calculate the changes of draft due to changes in the
angle of heel or trim is as follows :

Obtain the trimming or heeling moment

Enter the tables with draft and VCG and extract the MH1° and MT1°

Calculate the angle of Heel or Trim using the heeling moment / trimming
moment divided by the MH1° / MT1°

The angle of heel / trim is measured at the centreline for heel and the centre
of floatation for trim.

The change of draft due to the angle of heel or trim is then calculated using
the distance from the centreline or centre of floatation to the appropriate draft
marks.

The change of draft due to the angle of heel will be the same value on the
port side of the unit as the starboard side.

Similarly the change of draft due to the angle of trim at the forward end will
be the same as it is at the aft end of the unit.

The direction of the heel or trim will depend on the position of loading/
unloading or the direction of movement of the weight.

See diagrams on the following page.

Angle of Trim

Fwd Column Aft Column

CoD CoD
(CoT) (CoT)
Fwd
aset 2005 Section 3 Page 13
Aft
03/06/2008
Stability 2 List & Trim

C of F

Angle of
Trim

Dist from
C of F to
draft marks
Angle of Heel

Port Starboard
Column Column

CoD(CoH) CoD(CoH)
Port Stb’d
Centreline

Angle of
Heel

Dist from
centreline to
draft marks

Example

Calculate the change of trim, change of drafts and final drafts for the Techco
700 if a 50 s. ton load is moved 60 ft. aft.
The unit is floating upright on an even keel draft of 70 ft. with a VCG of 62 ft.

From the hydrostatic tables

aset 2005 Section 3 Page 14 03/06/2008


Stability 2 List & Trim

VCG 60 ft. VCG 70 ft.


MT1°@ 70 ft. draft 5765 1650

By interpolation MT1° @ VCG 62 ft. = 5765 – 0.2 x ( 5765 - 1650 )


= 4942 ft/tons

Angle of Trim = Trimming Moment = 50 x 60 = 0.61 °


MT1° 4942

Change of draft = Distance from C of F x Tan angle trim


(due change of trim) to Draft marks

CoD (CoT) = 112.5 ft. x Tan 0.61°

= 1.20 ft. x stern - Fwd + Aft

Fwd Aft
Initial Drafts 70.00 ft 70.00 ft.
CoD (CoT) - 1.20 ft. +1.20 ft.
Final Drafts 68.80 ft. 71.20 ft.

If the 50 s.ton load is now moved 40 ft. to port, calculate the change of heel,
change of drafts and the final drafts at the corner columns.

Note that the mean draft remains at 70 ft. and the VCG at 62 ft.

From the hydrostatic tables

VCG 60 ft. VCG 70 ft.


MH1° @ 70 ft. draft 4760 695
aset 2005 Section 3 Page 15 03/06/2008
Stability 2 List & Trim

By interpolation MH1° @ VCG 62 ft. = 4760 – 0.2 x ( 4760 - 695 )


= 3947 ft/tons

Angle of Heel = Heeling Moment = 50 x 40 = 0.51 °


MH1° 3947

Change of draft = Distance from Centreline x Tan angle heel


(due change of heel) to Draft marks

CoD (CoH) = 112.5 ft. x Tan 0.51°


= 1.00 ft. to port - Stbd + Port

Fwd Aft
Port Starboard Port Starboard
Initial Drafts 68.80 ft. 68.80 ft. 71.20 ft. 71.20 ft.
CoD (CoH) + 1.00 ft - 1.00 ft. + 1.00 ft. - 1.00 ft.
Final Drafts 69.80 ft. 67.80 ft. 72.20 ft. 70 20 ft.

Complete the calculations on the following pages.

Problem 1

Calculate the change of trim, change of drafts and final drafts for the Techco
700 after an 80 s.ton load is shifted 40 ft. aft.
The unit is floating upright at an even keel draft of 76 ft. with a VCG of 65 ft.

aset 2005 Section 3 Page 16 03/06/2008


Stability 2 List & Trim

Problem 2

The 80 ton load in problem 1 is now shifted 30 ft. to starboard, calculate the
change of heel, change of drafts and final drafts.

Problem 3

The Techco 700 is floating upright on an even keel draft of 20 ft. with a VCG
of 78 ft.
Calculate the final drafts after 65 s.tons is loaded onto the port hull at 97.5 ft.
off the centreline, 80 ft. aft of amidships and 22 ft. above the keel.

aset 2005 Section 3 Page 17 03/06/2008


Stability 2 List & Trim

Problem 4

Techco 700 is floating upright on an even keel at a draft of 70 ft. with a VCG
of 61.2 ft.
Calculate the final drafts after a load of 135 s.tons is positioned on deck 75 ft.
aft of amidships and 96 ft. to starboard at a KG of 132 ft.

aset 2005 Section 3 Page 18 03/06/2008


Stability 2 List & Trim

Problem 5

Techco 700 is floating upright at an even keel draft of 20.5 ft. with a VCG of
76 ft.

315 s.tons of cargo is backloaded from the port hull, 30 ft. aft of amidships,
97.5 ft. off the centreline and 22 ft. above the keel.

86 s.tons of ballast is then transferred 90 ft. aft, calculate the final drafts.

aset 2005 Section 3 Page 19 03/06/2008


Stability 2 List & Trim

Problem 6

Techco 700 is floating at an even keel draft of 80 ft. with a VCG of 58.5 ft.

An 80 s.ton load is shifted on board from 30 ft. fwd of mid length to 10 ft aft of
mid length and then across the deck 30 ft. to starboard.

Calculate the final drafts after the transfers have been completed.

aset 2005 Section 3 Page 20 03/06/2008


Stability 2 List & Trim

Answers

Final Drafts 74.35 ft. 77.65 ft.

2.

Final Drafts 72 65 ft. 76.05 ft. 75.95 ft. 79.35 ft.

3.

Final Drafts. 20.04 ft. 19.80 ft. 20.38 ft. 20.14 ft.
aset 2005 Section 3 Page 21 03/06/2008
Stability 2 List & Trim

4.

Final Drafts. 60.94 ft. 73.32 ft. 68.70 ft. 81.08 ft.

5.

Final Drafts. 19.49 ft. 20.71 ft. 19.39 ft. 20.61 ft.

6.

Final Drafts. 78.22 ft. 79.90 ft. 80.10 ft. 81.78 ft.

aset 2005 Section 3 Page 22 03/06/2008


Stability 2 Ballast Control

Section 4 Ballast Control

Objective :

To understand the purpose of ballast systems and their control.

Subjects covered:

• MODU Code requirements

• Purpose and operation of ballast systems

• Ballast systems

• Ballast control procedures

• Secondary de-ballast systems

• Bilge systems

• Ballast Control Operators Duties

aset 2005 Section 4 Page 1 03/06/2008


Stability 2 Ballast Control

Ballast pumping systems on column stabilised units.

The MODU Code states the following:

Units should be provided with an efficient pumping system capable of


ballasting and deballasting any ballast tank under normal operating and
transit conditions.
Alternatively, Administrations may permit controlled gravity ballasting.

The ballast system should provide the capability to bring the unit, while in an
intact condition, from the maximum normal operating draft to a severe storm
draft, or to a greater distance, as may be specified by the Administration,
within 3 hours.

The ballast system should be arranged to provide at least two independent


pumps so that the system remains operational in the event of failure of any
one such pump.
The pumps need not be dedicated ballast pumps, but should be readily
available for use at all such times.

The ballast system should be capable of operating after damage and have
the capability of restoring the unit to a level trim and safe draft condition
without taking on any additional ballast, with any one pump inoperable.
The administration may permit counter flooding as an operational procedure.

The ballast system should be arranged and operated so as to prevent


inadvertent transfer of ballast water from one tank or hull to another, which
could result in moment shifts leading to excessive angles of list or trim.

All valves and controls should be clearly marked to identify the function they
serve. Means should be provided locally to indicate whether a valve is open
or closed.

Control and Indicating systems.

aset 2005 Section 4 Page 2 03/06/2008


Stability 2 Ballast Control

The MODU Code also requires that:

A central ballast control station should be provided. It should be located


above the worst damage waterline and in a space not within any anticipated
penetration damage. It should also be adequately protected from the weather.

It should be provided with the following indicating and control systems where
applicable:

• Ballast pump control system


• Ballast pump status indicating system
• Ballast valve control system
• Ballast valve position indicating system
• Tank level indicating system
• Draft indicating system
• List and trim indicators
• Power availability indicating system (main and emergency)
• Ballast system hydraulic/pneumatic pressure indicating system

In addition to remote control of the ballast pumps and valves from the central
ballast control station, all ballast pumps and valves should be fitted with
independent local control operable in the event of remote control failure.
The independent local control of each ballast pump and its associated ballast
tank valves should be in the same location.

The control and indicating systems listed above should function


independently of one another, or have sufficient redundancy, such that a
system failure in one system does not jeopardise the operation of any of the
other systems.

Each power actuated ballast valve should fail to the closed position upon loss
of control power. Upon reactivation of control power, each valve should
remain closed until the ballast control operator assumes control of the
reactivated system.

The Administration may accept ballast valve arrangements that do not fail to
the closed position upon loss of power provided the Administration is satisfied
that the safety of the unit is not impaired.

Indicating Systems

The tank level indicating system should provide means to:

aset 2005 Section 4 Page 3 03/06/2008


Stability 2 Ballast Control

Indicate liquid levels in all ballast tanks. A secondary means of determining


levels in ballast tanks, which may be a sounding pipe, should be provided.

Indicate liquid levels in other tanks, such as fuel oil, fresh water, drilling water
or liquid storage tanks, the filling or emptying of which, in the view of the
Administration, could affect the stability of the unit.

Tank level sensors should not be situated in the tank suction lines.

The draft indicating system should indicate the draft at each corner of the unit
or at representative positions as required by the Administration.

A means to indicate whether a valve is open or closed should be provided at


each location from which the valve can be controlled. The indicators should
rely on movement of the valve spindle.

Means should be provided at the central ballast control station to isolate or


disconnect the ballast pump control and ballast valve control systems from
their sources of electrical, pneumatic or hydraulic power.

All ballast control and indicating systems should be operable in both normal
conditions and in the event of main power failure.

Watertight Integrity.

With regard to watertight integrity the MODU Code states that:

The means to ensure the watertight integrity of internal openings should


comply with the following:

Doors and hatch covers, which are used during the operation of the unit,
should be monitored from the central ballast control station and should also
be operable manually from each side.

Open / shut indicators should be provided at the control station.

Doors or hatch covers which are normally closed during the operation of the
unit should be provided with an alarm system (e.g. light signals) showing
personnel both locally and at the central ballast control station whether the
doors or hatch covers in question are open or closed.

Notices should be fixed at each door and hatch cover requiring the door or
hatch cover to be kept closed during normal operation of the unit.
Information to be found in the Marine Operations Manual

The Operations Manual should include a section on watertight integrity which


provides the following information:

aset 2005 Section 4 Page 4 03/06/2008


Stability 2 Ballast Control

1. Key plan showing in respect of the internal watertight sub-division


of the unit:

(i) identification of the bulkheads, flats etc. which are watertight:


(ii) the position of each watertight manhole:
(iii) the position of any flooding alarm:
(iv) the position of any watertight door:
(v) the position of any watertight hatch:
(vi) the position of any valve which may require closure to
prevent progressive flooding in the event of damage.

2. A table which lists the following for items 1, (iv), (v) and (vi) above:

(i) reference number on key plan:


(ii) method of closure (manual-local/remote, power-local/remote
as applicable):
(iii) power source(s) required for power operation:
(iv) location of remote controls
(v) whether item is provided with remote alarm or position
indicator.

3. Key plan(s) showing the position of each external opening including


doors, hatches, ventilation openings, air pipes, sea inlets,
discharges, overflow pipes, scuppers, chain pipes.

4. A table which lists the following as applicable to each item listed in


(3) above:

(i) reference number on key plan:


(ii) type of opening and compartment(s) it serves:
(iii) type of closing appliance and any special features (remote
control, power operation etc.):
(iv) whether the item is fitted with remote alarm or position
indicator:
(v) whether the item is designed to be secured closed in a
particular mode of operation.

Purpose of the ballast control system.

• The main function of the ballast control system are :


• To ballast the unit according to the operational requirements
• To control trim and heel by compensating for weight changes on the unit.
• To counteract accidental or damage flooding and return the unit to a safe
operating condition.

aset 2005 Section 4 Page 5 03/06/2008


Stability 2 Ballast Control

• To bring the unit to a safe survival draft in severe weather.

Operation of the ballast control system.

During ballast control operations the control station must never be left
unattended.

After completion of ballast control operations all valves must be left in the
closed position.

During major ballasting operations ensure all personnel onboard are aware of
the operation.

Two operators should be in attendance during major ballasting operations.

Limit the number of tanks in operation to reduce free surface and enable
close control of the operation.

Whenever possible fill tanks by gravity flow only, to prevent pressurisation of


tanks.

Ensure that whenever possible trim tanks are not completely full or empty.

Keep the unit at the required draft, on an even keel and upright unless
instructed to do otherwise.

Check the stability of the unit before carrying out any major ballasting
operations.

Report any valve or pump malfunction immediately.

In the event of unaccountable trim or heel developing during ballasting


operations stop all pumps and shut all valves until the problem has been
resolved.

Always carry out ballasting operation in accordance with the procedures


detailed in the Marine Operations Manual to prevent stress and possible
damage to the structure.

Layout of the Techco 700 Hull tanks.

aset 2005 Section 4 Page 6 03/06/2008


Stability 2 Ballast Control

Techco 700

Column and Hull tanks Arrangement.

aset 2005 Section 4 Page 7 03/06/2008


Stability 2 Ballast Control

The Pumproom arrangement of the Techco 700.

A manually operated valve (18” Block Valve) divides the header and is kept
locked and must only be opened with the permission of the barge engineer.

aset 2005 Section 4 Page 8 03/06/2008


Stability 2 Ballast Control

This valve prevents equalisation of tanks in the event of valve malfunction.

Ballasting Procedures

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Stability 2 Ballast Control

The following extract is taken from the ballasting section of the Techco 700
Marine Operations Manual.

Although they are specific to this particular unit there will be similar
procedures in the marine operations manuals of all units.

Tanks should always be filled using the gravity fill method, always bypass the
pumps when using this method otherwise the pump rotor will tend to drive the
motor.

When pumping out a tank, cavitation will occur as the head of liquid in the
tank reduces. This can be minimised by trimming the unit slightly by the stern
and bleeding the discharge valve.

Each hull has a single pumproom with a 300 US gpm bilge pump to serve all
compartments in columns and pumproom. If required the ballast pumps may
be used to operate the bilge system and the bilge pump may be used for
stripping tanks.

Tanks should be maintained full or empty wherever possible to minimise free


surface, this does not apply to trim tanks.

Because of resistance within pipes and fittings, tanks may fill and empty at
different rates and it is important to stop ballasting periodically on required
tanks if necessary.

Ballasting should never take place on more than one pair of tanks per hull in
order to minimise free surface effects.

During ballasting and deballasting operations the following points should be


noted:

1.
Change in hydrostatic particulars as tops of hulls pass waterline. Pass
through this region slowly and level to avoid excessive change. Beware of
excessive deckload and free surface on submerging.

2.
Horizontal tubulars and watertight flats at 35 ft. draft. No vessels to approach
when between 26 ft. to 50 ft. draft. Possible increased motion. Do not
compensate for trim or heel change if possible but pass through the region
quickly, with slight initial stern trim if necessary to reduce effect of increased
motion.

3.

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Stability 2 Ballast Control

Watertight flats at 65 ft. draft. No vessels to approach between 60 ft. to 70 ft.


draft.

4.
Free surface effect should be taken into account at all stages of ballasting /
deballasting and maximum VCG and deck load values should never be
exceeded at any stage.

5.
When deballasting from deep to shallow draft it is important to check stability
and deck loads at required drafts. For light drafts it may be necessary to
ensure that level trim may be obtained with the total deckload, fuel oil and drill
water on board.

6.
Always ensure trim tanks are half full on completion of ballasting /
deballasting to required draft.

7.
When carrying out a planned ballasting / deballasting operation, the plan
should have the anticipated draft, trim, heel and VCG calculated for each
stage of the operation.

8.
If anchors are deployed check anchor tensions regularly during the ballasting
/ deballasting operation and adjust as required.

9.
Keep in regular communication with the drill floor and mud room to recognise
how their operation is liable to affect ballast control operations.

10.
When moving locations, when operating at transit draft, if severe weather is
anticipated then move the unit into sheltered waters. If this cannot be done
then ballast down to the required draft to prevent damage to the unit,
particularly the lower tubulars, due to wave action.

11.
If ballasting down for severe weather during transit do not commence
ballasting operations whilst the unit has appreciable headway, heave to until
ballast operations have been completed.

Preparations for Major Ballast Operations.

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Stability 2 Ballast Control

Owing to the draft change, the unit may come to be unstable at the new draft
even though it was stable initially.

Therefore, special attention should be given to the stability when planning and
performing ballasting or de- ballasting operations.

Whenever a change of draft is planned (e.g. transit-operating, operating-


transit, transit-survival, etc), it is necessary to check whether the unit can be
ballasted (or de-ballasted, as the case may be) to the new condition and still
have required stability, without the need for dumping or redistributing any
payload.

This can be easily checked by the daily stability calculation using the present
loading adjusted for the ballast to be removed / added.

Check that the KG for the desired condition and all temporary conditions will
be less than that given by the Allowable KG Curves.

Ballast Pattern Calculation

The primary purpose of the ballast pattern calculation is to determine the


sequence of ballasting/de-ballasting to change the operational mode of the
unit.

The ballast pattern calculation should be completed in advance of actual


ballasting/de-ballasting.

It is recommended that several ballast plans be investigated according to the


instructions for ballast pattern calculation, in order to:

• Maintain adequate stability

• Maintain even trim and heel

• Minimise slack ballast tanks

• Distribute variable loads evenly so as not to introduce unduly large


forces and bending and twisting moments on steel structure.

Prior to raising or lowering the unit, the following preparations should be


made:

• Calculation of required ballast

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Stability 2 Ballast Control

• Calculation of stability at temporary and final conditions

• Correction for water density

• Lashing of loose equipment on deck (if deemed necessary)

• Confirmation of liquid levels in ballast tanks

During ballasting, stability is greatly reduced at the level where lower hulls
become awash; therefore any trim or heel which the unit has while the lower
hulls are afloat will be significantly increased once the hulls become
submerged.

When lower cross bracings are being submerged or exposed during lowering
or raising the unit the unit should have a small stern trim.This will ensure that
the bracings will not all be submerged or exposed at the same time and avoid
large changes in the waterplane area.

Pump Capacities

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Stability 2 Ballast Control

The Techco 700 has two pumps in each pumproom which provide the
capacity to empty the eleven ballast tanks situated within that hull in about 5
hours when operating at 100 % rate.

The contents of the 11 ballast tanks are approximately 6500 s.tons; this
means that each pump can pump a maximum of 650 s. tons per hour.

Using this information we can estimate how long it would take to empty a
ballast tank pair in each hull using either 1 or 2 pumps.

If we take the capacity of number 5 and number 8 tank, each containing 561
s.tons ballast when full, this makes a total of 1122 s.tons for the pair of tanks.

Using one pump the pair could be emptied in 1122 s.tons divided by 650
s.tons which will take 1.73 hours or 1 hour 40 minutes and probably about
half that time using two pumps.

However, due to a number of reasons, pumps are not able to operate at their
full capacity, about 85% efficiency is average. This means that to empty the
same pair at 85% efficiency the pump would only be capable of 553 s.tons
per hour, so the time would be increased to 2.03 hours or 2 hours and 2
minutes.

A prudent ballast control room operator would check the pump capacity of the
system so that this information would be readily available in an emergency.

It should be noted that on the Techco 700 it is not possible to ballast or de-
ballast across the unit to the opposite pontoon.

Remember that if ballasting tanks using the pumps, when at light draft for
instance, always stop the pumps at least 3 feet before the top of the tank is
reached and then continue by gravity fill method.

This will prevent over pressurisation of the tank should the air pipe or vent
become blocked.

Secondary De-ballast Systems

The Ocean Ranger was lost due mainly to problems with the ballast control
system.

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Stability 2 Ballast Control

The Ocean Ranger suffered sea water damage to the ballast control panel,
which was situated in one of the columns close to the waterline. A large wave
broke into the control room through a porthole and swamped the control panel
causing electrical problems.

Valves in the ballast system appeared to have opened on their own and
empty tanks in the forward section of the pontoons equalised with full tanks in
the aft section of the pontoons causing a forward trim.

After repairs to the control panel, efforts were made to reduce the forward
trim, but the panel again suffered faults and the forward trim increased.

The trim of the unit was reported as being between 12 to 15 degrees, and as
the single pump room in each pontoon was situated at the aft end of the
pontoon the pumps were unable to remove water from the forward ballast
tanks.

The rig sank with the loss of all persons onboard.

Modifications were made to the 700 series rigs, which involved fitting
submersed pumps in tanks B3 and B9 in both port and starboard pontoons
and the subdivision of the trimming tanks B1 and B10 in both pontoons.

The installation of the 1200 GPM submerged pumps with controls from main
and emergency power provides the possibility to correct heel, trim and draft in
a damaged situation when due to the angle of trim or heel the main ballast
pumps will not function as designed.

The ballasting procedures for the 700 series of rigs ensures that tanks B3 and
B9 will always be full and their capacity is sufficient to restore the original trim,
heel and draft in the event of flooding in any one tank or pump room.

Subdivision of the trimming tanks B1 and B10 in port and starboard pontoons
effectively reduced the size of these tanks and should one of these tanks
suffer damage then the resulting angle of trim would be less than with the
tanks undivided.

The ballast procedures require that the outer portions of these tanks are kept
full whenever possible. The dividing bulkhead is fitted with a levelling valve to
allow water to flow from one tank to the other.

The Secondary De-ballasting System (SDS) can be used separately or in


conjunction with the main ballast system.

The drawing on the following page illustrates the possibilities to de-ballast on


one of the B3 or B9 tanks to overcome the following possibilities:

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Stability 2 Ballast Control

• Partial loss of buoyancy of one or more of the corner columns or total loss
of buoyancy of any single tank.

• Flooding of main pump rooms.

• Damage to pumproom due fire or other cause.

• Pump failure due to mechanical or electrical defects.

• Main power supply failure.

In the event of elimination of the pump room or main power failure the SDS
pumps can de-ballast the rig from drilling draft to survival draft.

The compensation for 100% flooding of any one tank will require
approximately 1½ hours with main power available or 2 ½ hours with
emergency power.

With emergency power only one SDS pump can be operated at a time, but all
four pumps can be operated simultaneously when on main power.

Ballasting of B3 and B9 tanks can only be done through the main ballast
system.

It has been calculated that with a trim angle of more than 7 degrees on a 700
series rig, the ballast pumps will stop operating; this represents a vertical
distance, between the tank suction valve and the inlet to the pump, of about
25 ft.

Finally, in the event of damage stability condition at light draft a large trim may
expose the sea suctions to the ballast system above the waterline.

The SDS can rectify this problem thus restoring the capabilities of the main
ballast system.

Secondary De-ballasting System Diagram.

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Stability 2 Ballast Control

SDS Mimic Panel situated in ballast control room.

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Stability 2 Ballast Control

Bilge Systems

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The MODU Code states the following requirements regarding bilge pumping
systems:

An efficient bilge pumping system should be provided, capable of pumping


from and draining watertight compartments other than spaces permanently
appropriated for the carriage of fresh water, water ballast, oil fuel or liquid
cargo and for which other efficient means of pumping are provided, under all
practical conditions whether the unit is upright or inclined up to an angle of 15
degrees in any direction.

Additional suctions should be provided in large compartments or


compartments of unusual form, as deemed necessary by the Administration.

Arrangements are to be made whereby water in the compartment may find its
way to the suction pipes.

Compartments not provided with a bilge suction may be drained to other


spaces provided with bilge pumping capability.

Means should be provided to detect the presence of water in such


compartments, which are adjacent to the sea or adjacent to tanks containing
liquids and in void compartments through which pipes conveying liquids pass.

If the Administration is satisfied that the safety of the unit is not impaired, the
bilge pumping arrangements and the means to detect the presence of water
may be dispensed with in particular compartments.

At least two self-priming power pumps connected to each bilge main should
be provided. Sanitary, ballast and general service pumps may be accepted as
independent power bilge pumps if fitted with the necessary connections to the
bilge pumping system.

The arrangement of the bilge pumping system should be such as to prevent


the possibility of water passing from the sea into dry spaces, or inadvertently
from one compartment to another.

All distribution boxes and manually operated valves in connection with the
bilge pumping arrangements should be in positions, which are accessible
under ordinary circumstances. Where such valves are located in normally
unmanned spaces below the assigned load line and not provided with high
bilge water level alarms, they should be operable from outside the space.

A means to indicate whether a valve is open or closed should be provided at


each location from which the valve can be controlled. The indicator should
rely on movement of the valve spindle.

Chain lockers which, if flooded, could substantially affect the unit’s stability
should be provided with a remote means to detect flooding and a permanently
installed means of de-watering. Remote indication of flooding should be
provided at the central ballast control station.

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Stability 2 Ballast Control

At least one of the pumps, acceptable as a power bilge pump, and pump
room bilge suction valves should be capable of both remote and local
operation.

Propulsion rooms and pump rooms in lower hulls should be provided with two
independent systems for high bilge water level detection providing an audible
and visual alarm at the central ballast control station.

Some points regarding bilge pumping systems and alarm testing

The bilge system should be tested on a routine and regular basis.

Confirmation that the suctions to all compartments are clear of obstructions


should be sought.

Chain lockers should be de-watered on a routine and regular basis.

Bilge water alarm systems for all spaces should be tested on a routine and
regular basis.

Dry spaces that are not fitted with alarms or bilge suctions should be sounded
and proven dry on a routine and regular basis.

Principle Duties of the Ballast Control Operator (BCO)

The duties listed below are some of the accepted duties of a BCO and are not
limited to the following; they are what are considered to be the principle duties
as far as the rig’s stability and ballast control are concerned.

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Stability 2 Ballast Control

1.
Maintain draft, trim and list of the unit as required by the operational role and
within the limits as set out in the approved Marine Operations Manual.

2.
Calculate the unit stability (either by computer or manual calculation) as
required by company procedures, usually done on a daily basis, using the
approved stability programme/ manual calculation sheets and record the
results of the calculation. It is recommended that a manual calculation is
carried out as a check against the computer calculated stability result.

3.
Conduct all ballasting operations in accordance with the procedures laid down
in the approved Marine Operations Manual.

4.
Plan all major ballasting operation to ensure that the unit stability will remain
within the accepted limits as required by the unit approved stability manual.

5.
Monitor the performance of the ballast control system and operate the system
within the design and operating parameters. Record all malfunctions of the
ballast control system and report such malfunctions to the appropriate
persons.

6.
Test all valve and pump functions at the commencement of duty period.
Record and report any malfunctions of the ballast control system.

7.
Maintain a record of accuracy of soundings of void spaces and all hull tanks.
Manual soundings (if possible) are used to check the accuracy of remote
sounding systems. Ensure remote devices are regularly calibrated.

8.
Investigate and react to all instances of unexpected list and trim and advise
unit management of such instances.

9.
Supply vessel operations must be carefully planned, so that the unit can
accept the proposed loads form both a stability and structural strength point of
view. Check that the distribution of variable loads is done evenly so as not to
introduce unduly large forces and bending and twisting moments on steel
structure

10.
Monitor and record the units mooring system, including the recording of
anchor line tensions particularly in adverse weather conditions.

11.

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Stability 2 Ballast Control

Maintain a record of all modifications to the lightweight of the unit and advise
the Certifying Authority of such changes on a timely basis.

12.
Be aware of the Damage Control procedures contained within the Marine
Operations Manual.

13.
Ensure that communications are maintained with all departments on the unit
in order to be aware of any operation that may affect the stability , trim or list
of the unit particularly crane operations.

14.
Obtain copies of the latest weather forecasts and be aware of any
environmental limitations of the unit that may affect operations.

15.
Ensure that the structural strength limits of the unit are not exceeded.

16.
React and carry out primary damage control in the event of collision,
structural failure, ballast system failure and any other situation within the
responsibility of the BCO.

Damage Control Procedures

There are many scenarios which will inevitably have an undesired effect on
the watertight integrity and stability of a semi-submersible unit; the following
are some of the events which could lead to such scenarios:

• Impact from vessels


• Heavy weather damage
• Internal flooding

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Stability 2 Ballast Control

• Structural failure
• Ballast system failure

The Code for the construction of Mobile Offshore Drilling Units (MODU Code
1989) defines the design stability and watertight integrity requirements for
column stabilised units and ballast control operators should be aware of what
the Code contains regarding this.

The designer of the unit will have taken these requirements into account
during the design and building of the unit and will have provided sufficient
information for the ballast control operator to recover from anticipated
damage; again the BCO should have become familiar with this information
which will be contained in the damage control section of the Marine
Operations Manual.

In many instances of damage to column stabilised units incidents have been


aggravated by incorrect reactions and responses by the BCO. There are a
number of reasons for this including:

• Poor training in damage control


• Lack of knowledge of ballast system
• Failure to practice damage control drills

The purpose of damage control is to minimise the effect of damage from


whatever cause, either external or internal flooding. Progressive water ingress
can eventually cause the unit to capsize and lead to loss of life.

Damage control therefore requires the BCO to have a thorough


understanding of the unit equipment and systems, general principles of
damage control and be fully aware of the actions that can be put in place to
stabilise the situation and return the unit to a satisfactory condition.

It is essential that any event which threatens the watertight integrity or stability
of the unit is made known to the person in charge so that the appropriate
emergency procedures can be put in place to ensure the safety of the unit
and personnel onboard.

Preparations for Damage Control Response.

Ballast Control Operators should be prepared as follows:

• Be aware of the procedures contained in the Marine Operations


Manual concerning damage control.
• Ensure that the unit is ballasted in accordance with the requirements of
the Marine Operations Manual.

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Stability 2 Ballast Control

• Have a thorough knowledge of the unit ballast and bilge system and
any limitations such as failure of ballast pumps with large angles of
trim.
• Ensure that any emergency ballast pumping systems are ready for
use.
• Know the current status of the unit stability.
• Be aware of the unit operations.

Collision Damage

External damage due to a collision with attendant vessels such as supply or


standby vessels has the potential to be the most severe when the unit is at
operational draft.

Immediate objectives are as follows:

• Establish the extent of the damage and make all personnel aware of
the situation.
• Put in place standard unit emergency procedures
• Stabilise the situation.
• Reduce draft to bring damaged area clear of the water.
• Reduce list/trim.
• Commence damage control counter measures.

Damage control counter measures will vary depending on the area and extent
of damage however the following are generally accepted counter measures to
stabilise the situation.

• Ensure that all watertight doors and openings are closed to prevent
progressive flooding.
• If possible de-ballast the flooded area or ballast tank in the area.
• Counter flood tanks on the opposite side to the damaged area; be
aware of increase of draft and the reduction of reserve buoyancy.
• Plug vent to the damaged space, this should slow the ingress of water,
but remember to remove the plug before pumping out this space.

Unexpected List or Trim.

The most probable cause of this will be due to internal flooding and there
could be a number of reasons for such flooding to take place.

The immediate action is to identify the cause and the following should be
considered;

• External leakage due to corrosion.

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Stability 2 Ballast Control

• Leaking pipe or valve gland in pump room.


• Malfunction of ballast valve.
• Structural failure either external or internal.
• Movements of loads not advised to the BCO.

In all cases all ballast operations should be ceased until the cause has been
identified.

Once the cause of the unexpected list or trim has been identified then the unit
must be stabilised before any further repair action can be taken.

Internal leakage can often be rectified onboard but in the case of external
leakage then the unit will probably have to be taken to a repair port.

It is important to remember that all cases of malfunction with ballast systems


should be logged and a record kept of the causes and actions taken to rectify
the problem.

It must be recognised that any case of unexpected list or trim will probably
have an effect on the stability of the unit depending on the location of the
flooding and in the case of lower tubular flooding a large reduction in the unit
GM will take place due to free surface effect.

Testing and maintenance of all flooding alarms is of the highest importance in


identifying any affected spaces.

Pollution Prevention

Ballast Control Operators should be aware of procedures that are in place


onboard the unit for the prevention of pollution particularly when transfer of
fuel from supply vessels is ongoing, or when transferring oil onboard the unit.

A check list should be employed when carrying out such operations. Points to
be considered are as follows:

• Check that all transfer hoses are in good condition.

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Stability 2 Ballast Control

• Check that pipes and valves to be used to transfer the fuel to the
reception tank(s) have been correctly set up.

• Ensure that the tank(s) receiving the fuel have sufficient space to
accept the quantity of fuel to be taken.

• Ensure that unit personnel are observing the transfer hoses at all times
during the transfer.

• Start flow to the unit tank(s) slowly until satisfied that the fuel is being
received in the correct tank(s) and that there are no leaks in the
transfer hoses.

• Communications between the unit control room, transfer vessel and


unit deck watch are fully tested and operational.

• Agree with the transfer vessel the maximum rate for the transfer and
the amount to be transferred.

• Ensure that the unit anti-pollution procedures are being followed.

Personnel involved in the transfer of pollutants should be aware of Statutory


Instrument 2002 No. 1861. “The Offshore Installations (Emergency Pollution
Control) Regulations 2002”.

The term “pollution” includes pollution by oil or any other substance liable to
create hazards to human health, to harm living resources and marine life, to
damage amenities or to interfere with other legitimate uses of the sea.

Personnel should also be aware of any anti-pollution regulations or


requirements that are in operation for the area of the world in which they are
operating.

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Section 5 Loss of the Ocean Ranger

Section 5 Case Study Loss of the Ocean Ranger

Objective:

To consider the events that led up to the loss of the unit and discusses the
lessons that have been learned.

Note:

The unit was operating in Canadian waters but was under United States
Coast Guard jurisdiction.

The Canadian authorities required that some of the crew members of the unit
were replaced by Canadian nationals. This led to a number of experienced
personnel (particularly in the ballast control room) being replaced by
inexperienced staff.

It will be seen that little or no consideration was given to the training of the
new personnel and this had an influence on the loss of the unit.

A discussion will be conducted regarding the case study and the findings, all
delegates should participate in the discussion.

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Section 5 Loss of the Ocean Ranger

Case Study

Excerpts from the Marine Accident Report issued by


the National Transportation Safety Board.

Ocean Ranger

United States Government.

NTSB – Mar – 83 – 2

Marine Accident Report

Capsizing and Sinking of the U.S. Mobile Offshore


Drilling Unit ‘Ocean Ranger’ off the East Coast of
Canada 166 Nautical Miles East of St. John’s,
Newfoundland February 15th 1982.

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Section 5 Loss of the Ocean Ranger

Synopsis

About 0300 on February 15th,1982, the U.S. Mobile Offshore Drilling Unit
OCEAN RANGER capsized and sank during a severe storm about 166
nautical miles east of St. John’s, Newfoundland, Canada.

84 persons were on board.

Twenty- two bodies were recovered and the remaining 62 were missing and
presumed dead.

The NTSB determines that the probable cause of the capsizing and sinking
was the flooding of the chain lockers in the forward columns when it took a
list, estimated to be between 10 and 15 degrees, in the direction of the severe
wind and wave action.

The list was a result of the transfer of liquids from other tanks or otherwise
filling empty, or partially empty, forward ballast tanks in the Ocean Ranger’s
lower hulls after its ballast control console suffered an electrical malfunction
from seawater entering through broken portlight(s) and the crew’s inability
thereafter to manually control the operation of the ballast control system’s
valves to control the list.

Contributing to the capsizing and sinking was the failure of the management
of ODECO (the Ocean Ranger Owner and Manager) to have an effective
programme to provide sufficient training and familiarisation in the operation of
the ballasting system to pertinent personnel in the Ocean Ranger and the
failure of the portlight(s) for undetermined reasons.

There were no survivors from this incident who could provide information
regarding the events leading to the sinking of the Ocean Ranger.

The weather at the time of the incident was reported to be giving 50 foot plus
seas with winds gusting around 95 to 100 knots.

An underwater diving survey of the sunken unit was carried out during the
summer of 1982 and this report relies heavily on the findings of that survey.

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Section 5 Loss of the Ocean Ranger

Arrangement of the Ocean Ranger

Ocean Ranger -Starboard Side

Arrangements

The Ocean Ranger was designed to operate at a drilling draft between 45 and
80 feet in waters up to 3,000 feet deep.

However, at the time of the incident, the Ocean Ranger was outfitted with a
mooring system that limited its drilling depths in water to 1,500 feet.

The combined wire rope and chain mooring system consisted of 12 45,000lb.
anchors, 3 at each corner column.

Each anchor was joined to 1,600 feet of 3¼-inch chain and 4,500 feet of 3½-
inch wire rope for a breaking strength of about 1,200,000 lbs. The working
load for wire rope and chain of this size is about one third of its breaking
strength, or 400,000 lbs., and its test tension is about 800,00 lbs.

The upper hull of the Ocean Ranger was supported by four vertical columns,
arranged longitudinally on each side, which, in turn, were supported by the
port and starboard hulls.

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Section 5 Loss of the Ocean Ranger

The columns were subdivided horizontally into watertight compartments.

The propulsion rooms and pump rooms located aft, and the fuel oil, drilling
water and ballast tanks were located forward in each lower hull.

Dry mud tanks were contained in the upper portions of the two smaller centre
port and starboard columns.

The aft starboard centre column also contained the ballast control room.

The deck of the ballast control room was about 28 feet above the waterline at
the 80- foot maximum draft.

The anchor chain lockers were located in the larger corner columns with their
openings about 71.5 feet above the waterline at the 80- foot operating draft.

Access to the columns was gained through doors and openings on the lower
deck level.

Chain Lockers.

The chain lockers could flood through the three 6 square ft. chain pipe
openings and three 25 square ft. wire rope trunk openings on the top of each
of the four corner columns.

The Operating Manual provided no guidance on how to prevent flooding into


the chain lockers from wave action if a large list occurred, nor gave guidance
on how to pump out the chain lockers if they were flooded.

A former Control Room Operator testified that a portable submersible pump


aboard the Ocean Ranger could be used for pumping out the chain lockers.

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Section 5 Loss of the Ocean Ranger

Ballasting Requirements

ODECO stated that they had designed the Ocean Ranger to survive the
following damage scenario: -

Damage whilst at the 80 foot operating draft to: -

One Chain Locker,


One propulsion Room,
One Pump Room,
One of the Void Spaces located below the after columns in the lower hulls
or individual cross members,

To meet this design requirement, the Ocean Ranger’s Operating Manual


required that :-

Ballast tanks PT-2, PT-3, ST-2 and ST-3 were to be kept at least 42 % full.

Ballast tanks PT-15 and ST-15 were to be kept at least 12 % full.

Drill Water tanks PT-5 and ST-5 were to be kept at least 13 % full.

The Operating Manual also suggested that, at the 80 foot operating draft :-

PT-8, ST-8, PT-9 and ST-9 should always be kept empty.

PT-10 and ST-10 should be kept empty if possible,

PT-4 and ST-4 should be kept between 73 and 100 % full,

PT-7 and ST-7 should be kept between 96 and 100 % full.

However, an experienced former Master stated that it was the practice aboard
the Ocean Ranger to carry ballast in PT-8, ST-8, Pt-9 and ST-9, although the
reasons for this departure from the Operating Manual recommendations were
not given.

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Section 5 Loss of the Ocean Ranger

Lower Hull Pump Rooms, Propulsion Rooms and Tank Arrangements

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Section 5 Loss of the Ocean Ranger

Ballast Control Panel

Note : The solenoid valve housing in the control room

Ballast Control Room Layout

Portlight C

Port light D

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Section 5 Loss of the Ocean Ranger

The ballast control room contained the ballast control panel in the forward end
of the circular room.

One port light was located on each side of the control panel (marked A & B on
the above diagram); One port light, (marked C) was located aft of port light B
and a further port light (marked D) was located in the after end of the control
room behind the tank level indicators. The port lights were of standard marine
design with tempered glass and metal deadlights with securing devices.

The port tank level indicators were located on the starboard side of the control
room, and the starboard tank level indicators were located on the port side.

Two ‘bubble’ type inclinometers were mounted in the control room, one
mounted in a fore & aft direction for observing trim, the other in an athwart
ship direction for observing heel. Each inclinometer had two spirit tubes, one
with graduations from 0 to 5 degrees and the other one with graduations from
0 to 15 degrees.

The draft was read directly from draft gauges that had been mounted on the
four corner columns and easily visible from the port lights of the ballast control
room.

At night the Control Room Operator was provided with a portable searchlight
to illuminate the gauges.

There were no draft gauges in the control room.

Ballast System

The two hulls of the Ocean Ranger were symmetrical, but mirror opposite in
configuration, and each consisted of 19 separate compartments.

These compartments were divided into 2 fuel tanks, 2 drill water tanks, 12
ballast tanks, a pump room, a propulsion room and a void space.

Each ballast tank was connected to a common 18-inch manifold in the pump
room by an 8- inch pipeline, which was fitted with a bell mouth near the aft
end of the tank to fill and empty the tank.

A butterfly valve, which was remotely controlled from the ballast control panel,
was installed in each ballast line on the tank side of the manifold in the pump
room to control the ballast.

An 18-inch pipe connected with the manifold with the three 2,000 GPM
electrically driven ballast pumps and the sea chest. A remote controlled 18-
inch butterfly valve, located on the pump side of the manifold, isolated the
manifold from the pumps.

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Section 5 Loss of the Ocean Ranger

The branch lines from the 18-inch pipe to the ballast pumps were reduced to
10-inch pipe before passing through a strainer on the suction side of the
pumps.

The 18-inch pipe to the sea chest was equipped with two valves to close off
the sea chest. The inboard valve was an 18-inch remote controlled butterfly
valve, while the outboard valve was an 18-inch gate valve that was manually
operated in the pump room.

It was possible to fill the ballast tanks either by pump or flood them by gravity
flow.

The ballast system was also capable of pumping the void space, propulsion
room and pump room of each lower hull through 10-inch emergency bilge
suction lines equipped with non-return valves. The bilge suction valves were
located in each 10-inch line, remotely controlled from the control panel in the
ballast control room.

The regular bilge pumping system in each hull, also remotely controlled,
consisted of two separate pumps and 3-inch piping together with the
necessary valves. The configuration allowed pumping of the three spaces in
the aft end with either pump separately or any combination thereof.

Pump Performance

It was normal practice for tanks 2 and 3, in each pontoon, to be kept almost
empty in order to minimise the amount of water to be pumped to alter trim.

However the Operating Manual required that these tanks should be kept at
least 42% full.

With a forward trim of about 7 degrees, the centrifugal pumps (situated at the
aft end of the pontoon) would have lost suction on ballast tanks 2 &3 (situated
at the forward end of the pontoon) with liquid levels of less than 75% full.

With a forward trim of about 11 degrees, the centrifugal pumps would not be
able to dewater ballast tanks 2 &3 even if the tanks were full.

Discussions with ballast Control Room Operators, who had served on the
Ocean Ranger, revealed that no one was aware of the limitations of the
ballast pumping system when the Ocean Ranger was subject to a large head
trim.

The Operating Manuals did not highlight this limitation, and also, there was no
information in the manuals regarding the practice of counter flooding as a
means of reducing a severe head trim.

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Section 5 Loss of the Ocean Ranger

Ballast Control Operation

The ballast control panel in the control room was designed especially for the
Ocean Ranger. A mimic board with the tank configuration and pipeline flow
diagram of both port and starboard hulls showed the operator the relationship
of the tanks, piping and corresponding valve control switches. Although the
valves to the ballast and drill water tanks were located in the pump room,
control switches were mounted in the tank diagram of the mimic board panel.

Mimic Board - Port Side (Starboard side similar)

The ballast tank valves were operated via a solenoid which when opened
admitted compressed air to the spring loaded valve operating gear in the
pump room. This compressed air held open a relay that held the valve open
until a close command was transmitted to the solenoid.

When the panel switch was moved to the close position, the solenoid closed
and vented the air to the relay that actuated the spring-loaded valve operating
gear and the valve closed.

The spring – driven method of valve closing provided an automatic safeguard


when control air was lost for any reason.

If electrical power to the control console was lost, the solenoid valves could be
controlled manually by inserting an actuating rod into each solenoid.

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Section 5 Loss of the Ocean Ranger

These rods were threaded into the end of the solenoid housing through a
brass bushing.

After contacting the solenoid within the housing, the rods could then be further
screwed in to override the solenoid spring. The compressed air would then be
admitted to the line connecting the solenoid valve to the valve operating gear
in the pump room. Upon releasing the rod, the solenoid would return to its
normal position, allowing the air to escape and the valve to close.

A Senior Control Room Operator, who had served aboard the Ocean Ranger
for some 5 years, testified that he did not know of any manual method of
controlling the tank valves from the control room but that electrical power to
the valve controls could be shut off by a circuit breaker inside the vertical
panels on the control console.

A Master, who had served aboard the Ocean Ranger for some 4 years,
testified that the source switches on the outside of the vertical panels shut off
electrical power to the valve control switches and that the valves could be
operated manually in the control room by inserting rods into the solenoid
valves.

However, there was no evidence that anyone onboard the Ocean Ranger at
the time of its loss, had ever used the actuating rods or that there were any
instructions for their use onboard the Ocean Ranger.

During a diving survey of the control room after the loss of the Ocean Ranger
it was found that the manual actuating rods were inserted into many of the
valve control solenoids for the individual tank valves in both the port and
starboard hulls. All but one of the solenoid with the rods inserted was found in
the activated position.

The same underwater survey revealed that both the port and starboard
manual gate valves were closed.

Ballast Control Operator Training

At the time of the loss of the Ocean Ranger the ballast system was under the
control of a ‘Ballast Control Room Operator’, who worked under the
supervision of the Master of the Ocean Ranger. It was general practice that
these operators were recruited from the ranks of those persons working on
the rig floor, usually starting at roustabout level. If he showed interest in
becoming a Control Room Operator, he would be allowed to familiarise
himself the operation in his own time.

If he showed potential and was recommended by the Master and/or a senior


operator, then the toolpusher would permit him to spend a small portion of his
workday in the ballast control room and receive instruction from a Senior
Control Room Operator. This would be the usual training method.

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Section 5 Loss of the Ocean Ranger

It was not unusual for Control Room Operators to have little or no maritime
background, rarely any formal training in marine related subjects such as
stability. USCG regulations, at the time, did not require any formal training for
the position of Ballast Control Room Operator.

At the time of the accident, ODECO did not have any minimum training
standards that applied to prospective Control Room Operators although it
operated a stability school in the USA, to which some operators were sent.

One of the operators, who had worked on the Ocean Ranger, stated that
when he was appointed as a full time operator he had spent a period of 1
week working full time with a senior operator and before that, a period of 2 to
3 hours a day for about 5 weeks, although not every day of those 5 weeks.

He had never had to do more than trim the rig to compensate for weight
changes. He had never had to make any major changes of draft.

His knowledge of stability had been gained from familiarising himself with the
Operating Manual and observing others completing the daily stability reports.

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Section 5 Loss of the Ocean Ranger

Analysis of the Sinking of the Ocean Ranger.

About 1900 on February 14th, the Ocean Ranger reported that a broken port
light in the ballast control room had broken and that there was some water in
the control room. Subsequent communications indicated that the problem had
been corrected.

During a diving survey of the control room it was found that in fact there were
2 port lights broken – C and D.

The first indication of a serious problem did not come until 0052 on February
15th, about 6 hours later, when the Radio Operator on the Ocean Ranger
transmitted a distress message stating that the Ocean Ranger had a severe
list and that it needed immediate assistance.

At 0130 the Radio Operator sent the last known message that the crew was
going to lifeboat stations, there was still no specific information transmitted as
to the cause of the problem.

However, investigation revealed that during this period the crew was
attempting to isolate the problem, that all countermeasures were ineffective,
the Ocean Ranger was experiencing a 10 to 15 degree list, and that the list
was progressing.

The term list was not in fact being used correctly; the Ocean Ranger was
down by the head and listing to port.

One of the attendant vessels; the Boltendor, stated that at 0300 they
estimated the Ocean Ranger to have about a 35 degree list, seas at the time
were reaching an average height of 35 feet with 23 foot swells.

At a 35 degree list and at a draft of 60 feet or greater, the port bow chain
locker would have filled and the internal compartments within the upper hull
would have flooded due to wave action; this flooding, in turn, would have
caused the Ocean Ranger to capsize by the bow and eventually sink.

The most likely cause of the list was a transfer of water from the after ballast
tanks in the lower hulls to the forward empty or partially empty forward ballast
tanks, or the flooding of empty or partially empty forward ballast tanks in the
lower hulls through the ballast system.

However exactly how and when the water transfer or flooding began could not
be determined.

The Barge Engineer and Control Room Operator of the Sedco 706 (drilling
nearby), overheard broken internal radio transmissions from the Ocean
Ranger to the effect that there was water and glass on the control room floor,
that all valves were opening on the port side, that the public address system
was inoperative, and the crew members were getting electrical shocks from
the ballast control panel.

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Section 5 Loss of the Ocean Ranger

The Master of the Boltendor also overheard these radio transmissions and
added that he heard a request for an Electrician to be sent to the control
room. Later he heard that everything had been cleared up and was normal,
these transmissions were made between 2100 and 2200.

At 2200 the Mobil Representative, onboard the Ocean Ranger, called the
office in St. Johns and stated that there were no problems as a result of the
broken port light and that all equipment was functioning normally.

Apart from a routine weather report transmitted from the Ocean Ranger at
2330 that gave no indication of any problems on the Ocean Ranger, there
were no further radio communications or overheard radio transmissions until
the distress call at 0052.

With the manually operated gate valves in the sea chest inlets normally left
open, it would have only taken a few minutes for the Ocean Ranger to have
developed a significant list if the control panel malfunction or if the controls
were operated incorrectly to cause the valves between the lower hull tanks
and the sea chest to open.

The overheard conversations between 1900 and 2000 regarding valves


opening and closing by them-selves suggest an electrical malfunction of the
panel.

The first action the Control Room Operator should have taken was to close all
valves.

However, there may have been sufficient time before he was able to close the
valves to allow sea water to enter empty or partially empty tanks forward or for
water to gravitate from the after ballast tanks to forward ballast tanks causing
the list to port and trim by the head.

The second series of overheard transmissions between 2100 and 2200 may
have followed the breaking of a second port light or an attempt by the crew to
re-energise the panel after drying out electrical components

While the second series of events may have aggravated existing list of
flooding problems, there was no mention of a list in any of the radio
communications or overheard transmissions between 1900 and 2200.

Therefore, it is concluded that either there was no list or that the list was
probably less than 5 degrees.

It is known, from testimony by ex Control Room Operators on the Ocean


Ranger that such combinations of list and trim had occurred due to incorrect
operation of the ballast control system, but had not been reported to the base
office for whatever reasons.

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Section 5 Loss of the Ocean Ranger

The investigation came to the conclusion that the cause of the 10-15 degree
list &trim was a combination of a ballast control panel malfunction, operational
error, and the design limitation of the ballast pumps because they were not
able to deballast the forward tanks with a forward trim greater than 11
degrees.

Between 1900 and 2200 on the 14th February, one or two port lights were
broken which resulted in the ballast control panel and other electrical
equipment in the control room becoming wet. It is likely that the Ocean
Ranger experienced both list and trim and also an increase in draft during this
period.

Because of the sea conditions any increase in draft would have been difficult
to detect using the external draft marks at the corner columns, and it would
have taken some time to calculate the change in draft using the tank gauge
readings.

The radio communications and overheard transmissions between 2145 and


2200 indicated that the situation aboard the Ocean Ranger had stabilised but
did not indicate necessarily that the Ocean Ranger had no list or any increase
in draft.

From 2200 on February 14 to 0052 on February 15, there were no radio


transmissions, other than the 2230 weather report, no internal radio
transmissions were overheard.

If the Ocean Ranger listed or had significant increase in draft at 2200, the
crew probably attempted to correct the list and draft between 2200 and 0052
by deballasting tanks or counter flooding.

Even if there were no listing or increased draft at 2200, the crew may have
attempted to deballast the Ocean Ranger to a 75-foot draft because of the
broken port light(s), or to provide greater air gap.

Since the actuating rods were found in many of the valve control solenoids
during the diving survey, the crew must have attempted to operate the ballast
valves manually, sometime before 0130 when they abandoned the Ocean
Ranger, and may have inadvertently flooded empty or partially empty forward
tanks, causing the severe list reported at 0052.

When the manual gate valves at the sea chests were actually closed could
not be determined, but the diving survey indicated significant flooding of both
port and starboard lowers hull tanks, which had to have occurred before the
gate valves were shut.

The crew may not have been familiar with the manual operation of the
solenoid valves in the control consoles as required to overcome the Ocean
Rangers list problems.

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Section 5 Loss of the Ocean Ranger

The forward tanks could have flooded quickly if the crew had unknowingly left
the wrong valves open whilst attempting to deballast.

If the electrical power to the ballast control console had been shut off because
of an electrical malfunction, the crew would have had no visual display of the
position of the valves, If the inlet valve from the sea chest had been open, the
forward tanks could have been flooded at a faster rate that the ballast pumps
could have coped with.

As the trim angle increased, the pumping rate would have decreased because
of the reduced head of water to overcome frictional losses, thus aggravating
any flooding. Some ballast water also could have gravitated from the after
tanks to the forward tanks through any valves that were not closed and
increased the list and trim.

Once a 10-15 degree list developed, only limited possibilities were available to
the crew to correct the list quickly. With the Ocean Ranger operating at its
maximum designed draft of 80-feet and its pump rooms and propulsion rooms
located aft, there was limited available ballast space aft for counter flooding.

When the list angle exceeded about 11 degrees the Ocean Ranger’s pumps
would have been unable to dewater forward ballast tanks PT-2 and PT-3 and
the pumping rate for the ballast tanks further aft would have been lowered
because of the reduced head of water.

Although it may have been possible to correct the list using the ballast pumps
alone, it would have taken a considerable amount of time because of the
limitations of the pumps.

The only quick method for the crew to stabilise an increasing list would have
been to flood the after fuel oil and drill water tanks with sea- water.

Although the ballast system had limitations, properly trained and


knowledgeable personnel should have been able to correct a stabilised list.

It is believed that the actuating rods may have been inserted before the 0052
distress call and that the severe list reported at 0052 may have been a result
of the crew’s attempt to deballast, using the manual control method.

Since it is probable that no one aboard the Ocean Ranger had ever used the
manual system, it may have taken some considerable time to insert the rods.

At the same time the rods were inserted, the crew probably shut the manual
sea chest valves to prevent further flooding. At 0105, someone in the Ocean
Ranger’s control room reported a port list and all countermeasures ineffective.

As the list increased beyond 10-15 degrees, the port chain locker would have
begun flooding, further increasing the list. Since the crew could no longer
control the list, they abandoned the Ocean Ranger.

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Section 5 Loss of the Ocean Ranger

ODECO had recognised the need for a higher level of protection against
flooding than that required by the USCG and ABS standards at the time of
building this class of MODU, so the Ocean Ranger had been designed and
built to withstand the flooding of one chain locker or certain individual
compartments in the lower hull at the 80-foot operating draft.

In addition the Ocean Ranger’s Operating Manual suggested that the Master
maintain the lower hull forward and after tanks full and the centre tanks
empty. This ballast configuration would, in effect, limit the list angle in case of
accidental flooding.

However, it was the practice of the Masters and Control Room Operators
onboard the Ocean Ranger to maintain the lower hull centre ballast tanks full
and to have some lower hull forward ballast tanks empty to minimise the
amount of water pumped to alter trim.

At the time of the loss of the Ocean Ranger centre tanks PT-8, ST-8, PT-9,
ST-9, PT-10, ST-10, PT-11 and ST-11 were full while forward tanks PT-4, PT-
7 and ST-7 were empty, and ST-4 was 55 % full.

The Ocean Ranger’s design and its Operating Manual did not consider the
accidental flooding of empty lower hull forward ballast tanks.

The Operating Manual did not address any maximum trim angle beyond
which the ballast pumps could not be used to deballast the forward tanks or
any precautions to be taken to prevent flooding of a chain locker by wave
action through the chain pipe and wire rope trunk openings. In fact the wire
rope trunk openings were not shown on the damage control drawing in the
Operating Manual.

If the ballast distribution on February 14 and 15 had been closer to that


recommended in the Ocean Ranger’s Operating Manual (i.e. centre ballast
tanks empty, forward ballast tanks full), the amount of trim resulting from the
flooding would have been greatly reduced, thus, preventing flooding of the
chain lockers and keeping the trim within the range of the ballast pumps which
may have prevented the loss of the Ocean Ranger.

The Ocean Ranger’s Operating Manual lacked vital information as to the


ballast configuration that should be used to counteract the effects of flooding
in any of the lower hull compartments and procedures to be followed to
prevent accidental flooding of the chain lockers.

There were no emergency procedures established relating to either electrical


or mechanical malfunctions in the ballast control console.

Although ODECO hired qualified Masters for the Ocean Ranger, no attempt
was made to provide a new Master with systematic instruction about the unit’s
ballast control system: it was left to the Master to learn the system on his own.

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Section 5 Loss of the Ocean Ranger

With regard to Control Room Operators they were provided with on the job
training, but ODECO did not provide written guidance for this training or
develop a description of the Control Room Operators duties and
responsibilities.

It was established that no standard practices were ever developed onboard


regarding the operation of the ballast control system. Ballasting procedures
were left to the discretion of whoever was on duty at the time of the operation.

ODECO did not provide any standard operating procedures for the Master or
Control Room Operators concerning pumping sequences, ballast valve
operations, loading of fuel and drill water, nor were any established onboard
the Ocean Ranger.

It is believed that had ODECO implemented a more effective training and


familiarisation programme in the operation of the ballast control system, the
crew of the Ocean Ranger might have been able to overcome the ballasting
problems that were encountered on February 14 and 15.

An investigation of the ballast control system on the Ocean Ranger revealed


that the110-volt control circuits could be affected by the introduction of
seawater into the console as a result of one or more port lights breaking.

A review of the ballast control system circuitry and an examination of the push
button switched and holding relays of the same type as used in the Ocean
Ranger ballast control console disclosed that, if seawater completed the
electrical circuit at the base of the switches, the holding relays for the tank
valves could be activated which, in turn, would activate the solenoid valves
and admit compressed air into the valve controllers, thus, opening the valves.

Seawater dripping onto the terminals of the holding relay also could cause the
valves to open by them-selves even if the switched were not affected.

In both instances the red ‘close’ indicator lights would go out

Also, if the 24-volt indicating lamp circuits were affected by seawater, the red
indicator lights would go out, giving the impression that the valves were
opening when, in fact, they were not.

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Section 5 Loss of the Ocean Ranger

Conclusions of the Investigation

Findings.

• The Ocean Ranger capsized and sank as a result of flooding of its port
bow chain locker and upper hull caused by wave action after it
experienced a 10-15 degree port bow list at about 0100 0n February 15
1982.

• The 10-15 degree port bow list was the result of transferring from other
tanks or otherwise filling of empty or partially empty forward ballast
tanks in the lower hulls through the ballast system and was not the
result of any structural failure.

• The transferring to or filling of the empty or partially empty forward


ballast tanks was a result of an electrical malfunction in the ballast
control console and the inability of the crew thereafter to manually
operate the ballast control systems solenoids effectively.

• The electrical malfunction in the ballast control console was the result
of water splashing on the console from broken port lights.

• At the 80-foot operating draft, there was limited ballast space aft for
counter-flooding; consequently, the crew of the Ocean Ranger would
have been unable to quickly correct a 10-15 degree list.

• The reduced pumping rate for dewatering all forward tanks and the
inability of the ballast water pumps to dewater some of the forward
ballast tanks and to only partially dewater others would have further
limited their ability to recover from the list.

• The Ocean Ranger had adequate intact stability to withstand the storm
on February 14th and 15th provided no other overturning forces were
acting on the unit.

• The Master’s and Control Room Operators practice of keeping the


centre ballast tanks full and having empty or partially empty forward
ballast tanks, rather than using the ballast arrangement of keeping the
centre tanks empty as suggested in the Operating Manual, resulted in
a condition in which a 10-15 degree list could develop quickly.

• The Master of the Ocean Ranger was not provided a sufficient


indoctrination period with the alternate Master when he reported for
duty on January 26, 1982

• The Master, who had been onboard for only 20 days, did not have
sufficient knowledge of the operation of the ballast system when he
assumed his duties.

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Section 5 Loss of the Ocean Ranger

• The Ocean Ranger’s Operating Manual did not contain adequate


information or provide guidance to the Master and Control Room
Operator of any emergency procedures to be followed in the event of
an electrical malfunction in the ballast control panel.

• The duties and responsibilities of the Master and Control Room


Operators on the Ocean Ranger were not well defined by ODECO.

• ODECO did not provide sufficient training to Control Room Operators


prior to assignment.

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Stability 2 Unit Construction and Design

Section 6 Unit Construction & Design

Objective:

To obtain an understanding of the design and construction requirements.

To recognise the constraints on local and area deck loading.

To establish by calculation, whether strength limitations are being exceeded.

Subjects covered:

• MODU Code requirements.

• Design Loads.

• Wind Loading.

• Structural Analysis.

• Materials.

• Construction Portfolio.

• Stress Calculation.

• Definition of Hull and Deck Load.

• Calculations using deck loading limits.

MODU Code.

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Stability 2 Unit Construction and Design

The code states the following with regard to the design of the unit:

The review and approval of the design of each unit should be carried out by
officers of the Administration. However, the administration may entrust this
function to certifying authorities nominated for this purpose or to organisations
recognised by it. In every case the Administration concerned should fully
guarantee the completeness and efficiency of the design evaluation.

Design Loads

The modes of operation for each unit are to be investigated using realistic
loading conditions including gravity loading with relevant environmental
loading. The following environmental considerations should be included
where applicable: wind, wave, current, ice, sea-bed conditions, temperature
fouling and earthquake.

Where possible, the above design environmental conditions should be based


upon significant data with a period of recurrence of at least 50 years for the
most severe anticipated environment.

Limiting design data for each mode of operation should be stated in the
operating manual.

Wind Loading

Sustained and gust wind velocities, as relevant, should be considered when


determining wind loading pressures and resultant forces should be calculated
by the method that is to the satisfaction of the Administration or as described
in the code. (This will be demonstrated in section 8 Damaged Stability).

Structural Analysis

Sufficient loading conditions for all modes of operation should be analysed to


enable the critical design cases for all principal structural components to be
evaluated. The scantlings should be determined on the basis of criteria which
combine, in a rational manner, the individual stress components in each
structural element. Local stresses, including stresses caused by
circumferential loading on tubular members, should be added to primary
stresses in evaluating the combined stress levels.

Unless deck structures are designed for wave impact, a clearance acceptable
to the Administration should be maintained between passing wave crests and
the deck structure (Air Gap). The Administration should be provided with
calculations to show that adequate provision is made to maintain this
clearance.

Particular consideration should be given to structural arrangements and


details in areas subject to high local loading resulting from, for example
external damage, wave impact or partially filled tanks.

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Stability 2 Unit Construction and Design

The structure in way of components of the position mooring system such as


fairleads and winches should be designed to withstand the stresses imposed
when a mooring line is loaded to its breaking strength.

Bracing members should be designed to make the structure effective against


applicable combined loading and should also be investigated, where
applicable, for combined stresses including local bending stresses due to
buoyancy, wave forces and current forces.

The unit’s structure should be able to withstand the loss of any slender
bracing member without causing overall collapse when exposed to
environmental loading corresponding to a one-year return period for the
intended area of operation. Consideration should also be given to local
stresses caused by wave impact.

Where bracings are watertight they should be designed to prevent collapse


from hydrostatic pressure. Underwater bracing should normally be made
watertight and have a leak detection system to make it possible to detect
fatigue cracks at an early stage.

Materials

Units should be constructed from steel or other suitable material having


properties acceptable to the Administration, details of the grades of steel and
other metals used in the construction of the unit will be found in the
construction portfolio.

Construction Portfolio

A construction portfolio should be prepared and a copy placed on board the


unit. It should include plans showing the location and extent of different
grades and strengths of materials, together with a description of the materials
and welding procedures employed, and any other relevant construction
information.

Restrictions or prohibitions regarding repairs or modifications should be


included.

In-Service Onboard Stress Calculation.

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Stability 2 Unit Construction and Design

Due to their size, construction and modes of operation semi- submersibles do


not usually suffer form hogging and sagging stresses as long as the
recommended loading and ballasting procedures are followed.

However certain combinations of ballast and deck load may lead to bending
stresses in the structure and operators should carry out simple checks on the
distribution of weights on the unit to reduce these stresses.

A method known as “Quartering The Unit” is often employed: this is illustrated


below.

The unit is split up into 4 quarters and all weights on deck, in the columns and
hull tanks in each of the 4 areas totalled.
If there is a weight difference diagonally of more than 500 s. tons then either
deck-load and/or hull loads must be re-distributed.

Port Fwd. Stbd. Fwd.


Total: Total:

Port Aft. Stbd. Aft..


Total: Total:

Member Loading and Stress.

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Stability 2 Unit Construction and Design

Lower tubular and cross bracings on semi-submersible units are subject to


stresses and in order to keep these stresses to a minimum the following
should be borne in mind,

Ballasting and de-ballasting procedures as detailed in the unit marine


operations manual should always be followed.

When at light draft the lower tubulars will be exposed to wave action in heavy
weather; particularly when on passage between locations; therefore the
tubulars should be protected from wave impact by ballasting the unit until they
are below the sea surface.

In severe weather when at normal operating draft the unit should be de-
ballasted to a storm or survival draft in order to avoid wave damage to the
structure.

Deck Loading Plan

The MODU code states that:

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Stability 2 Unit Construction and Design

‘A loading plan should be prepared to the satisfaction of the Administration


showing the maximum design uniform and concentrated deck loading for
each area for each mode of operation.’

This usually takes the form illustrated below: -

Hull Loads and Deck Loads

The displacement of a unit comprises the unit lightweight and deadweight.

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Stability 2 Unit Construction and Design

For a semi-submersible the deadweight is considered in two parts: -

The total Hull load (the weight that is carried in the pontoons, ballast fuel and
drill water).

The total Deck load (all other weights that are carried on deck or within the
structure but not in the pontoons).

Deck load, often referred to as variable deck load, includes the following:

Drilling area loads.


Stores.
Crew and crew effects.
Anchor tensions and associated equipment.
Riser tensions (when in the drilling mode).
Casing, drill pipe, risers and any other tubulars.
Drilling chemicals.
Liquid mud in mud tanks.
Dry bulk in storage tanks (bayrites, cement etc.).
Third party equipment (Logging units etc.).
Equipment in containers on deck.
Diving or ROV equipment.

Any other equipment or fittings that do not form part of the lightweight.

If there is any doubt about whether an item should be considered as


deckload, or forms part of the lightweight of the unit, then it should be treated
as deckload until the question can be resolved.

As mentioned earlier it is of the utmost importance that all structural


alterations to the unit are accounted for and logged on the specified form.

Since deckload is carried high on the unit it is extremely important to: -

• Carefully control the amount of deckload carried,

• Ensure all deckload is accounted for,

• Obtain accurate assessment of weight and position of all deck load

Deck load Restrictions.

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Stability 2 Unit Construction and Design

For any semi-submersible the maximum deckload, which may be carried in a


given condition, will be restricted by: -

• The strength of the unit and the deck as a whole,

• Stability considerations for the height of the Centre of Gravity

• Local strength considerations.

In any condition of loading a unit must meet the required minimum stability
requirements laid down by the Certifying Authority and the MODU Code.

I.e. the maximum height of the centre of gravity must: -

• Ensure a positive GM at all times,

• Meet the 1.3 stability rule with a 100 knot wind *

• Meet damaged stability requirement with a 50 knot wind *

(* Intact and damaged stability requirements will be discussed in Section 7).

Thus for a given draft or displacement, the height of the centre of gravity will
be limited by one of the above requirements.

Deadweight (which equals hull load + deck load) is fixed for a given
displacement as lightweight is constant.

Any increase in deck load whilst maintaining a given draft must therefore
result in an equal reduction in ballast from hull load, which will result in a rise
in G.

As maximum VCG is limited, then maximum deckload must also be limited for
a given draft or displacement and for structural reasons this limit must never
be exceeded.

The maximum total deckload which a unit can carry is a very important design
feature as it will govern the length of time a unit may operate without re-
supply, obviously when chartering a unit this figure will be looked at very
closely.

Severe Storm Condition Loading.

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Stability 2 Unit Construction and Design

The MODU Code states that: -

Each unit should be capable of attaining a severe storm condition (known as


Survival Draft) in a period of time consistent with the meteorological
conditions.

The procedures recommended and the approximate length of time required,


considering both operating and transit conditions, should be in the operating
manuals.

It should be possible to achieve the severe storm condition without the


removal or relocation of solid consumables or other variable load.

However the administration may permit loading a unit past the point at which
solid consumables would have to be removed or relocated to go to severe
storm condition under the following conditions, provided the maximum
allowable KG is not exceeded:

1. In a geographical location where weather conditions annually or seasonally


do not become sufficiently severe to require a unit to got to severe storm
condition, or

2. Where a unit is required to support extra deckload for a short period of time
that falls well within a period for which the weather forecast is favourable.

The geographic locations, weather conditions and loading conditions in which


this is permitted should be identified in the operating manual.

What does this really mean?

• The operating manual must define the absolute maximum deckload that
the unit can carry.

• The period of time that the unit must be able to be brought to survival draft

• The maximum KG that the unit can operate with for any given condition.

Note that from drilling draft to survival draft the time period is usually taken to
be 3 hours.

Certifying Authority Operating Requirements

Certifying Authorities may allow a unit to operate with a deckload that will
satisfy the 1.3 stability rule using a reduced wind velocity provided that the
unit can be brought within a reasonable time to a survival draft and deckload
that will satisfy the 1.3 stability rule with a 100 knot wind.

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Stability 2 Unit Construction and Design

Thus in moderate seas a unit may be permitted to carry an excess deckload


in addition to its normal deckload.

This excess deckload is limited and must be in the form of what is considered
to be easily dumpable loads such as liquid mud, or hook load (pipe) that can
be hung off in the hole. Bulk powders and cement in silos can also be
considered dumpable.

Reduced anchor and riser tensions can also be taken into consideration but
the addition of weights such as pipe recovered and riser / BOP must be
accounted for.

The Techco 700 is allowed to operate when in the drilling mode with 2400
s.tons deck-load plus up to 600 s.tons of excess load which must be
removable.

This does not mean the unit can operate with 3000 s.tons deckload at all
times.

Maximum Deck Area Loads.

Consideration has to be given to the structural strength of the unit when


loading weights on the deck.

Plans showing maximum deck area loads will be given in the marine
operating manual and it is very important that these maximum deck loadings
are never exceeded to prevent structural damage to the unit.

Should it be required to position a load where the local load limits would be
exceeded then it is permissible to use timber spreaders to spread the load
over the required area and to separate the loads at the required spacing.

The maximum area loading for a specific area must never be exceeded.

Deck Load Formula

When calculating weight to be loaded in a particular area reference to the


deck-loading plan must always be made to obtain the correct limitations.

For Local loading considerations this is taken to be: -

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Stability 2 Unit Construction and Design

The maximum weight per square foot on any part of the deck.

For Area loading considerations: -

The Maximum weight per square foot on the deck as a whole.

Area ( ft.2 ) = Weight (lbs.)


Rating ( lbs./ft 2)

Example:

A generator in a crate 10 ft. x 4 ft. x 6 ft high has a gross weight of 15 s.tons.


It is to be loaded onto the main deck where the maximum allowable loading is
300 lbs/ft2.
Over what area should this crate be positioned?
2
Area ( ft. ) = Weight (lbs.)
Rating ( lbs./ft 2)

Convert the weight into lbs.

15 x 2000 = 30,000 lbs.

Using the formula

Area ( ft.2 ) = 30,000 = 100 ft.2


300

The base area of the crate = 10 ft. x 4 ft. = 40 ft.2

Therefore we are concentrating too much weight over too small an area so we
2
will have to use spreaders to position the crate over 100 ft.

Complete the calculations on the following pages.

Problem 1.

A skip weighing 6 short tons is to be placed on an area where the maximum


loading allowed is 100 lbs/ft2.

Calculate the area over which the load should be spread.

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Stability 2 Unit Construction and Design

Problem 2

Diving support equipment is to be placed in an area where the maximum


allowable loading is 150lbs/ft2. The equipment weighs 5.25 s.tons and the
size of the base is 7.75 ft x 9 ft. Can the equipment be loaded in this area?

Problem 3.

A main deck area of 1500 ft2 between girders has a local loading of
500 lbs/ft2. and an area loading of 300 lbs/ft2.
Equipment is to be stowed on pallets measuring 4 ft. x 5.33 ft.
If each pallet weighs 80 lbs. empty calculate: -

(a)

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Stability 2 Unit Construction and Design

The maximum weight of equipment to be loaded on each pallet to meet local


loading conditions; and

(b)
The maximum number of loaded pallets that could be carried in this space.

Problem 4.

Containers measuring 8 ft. x 6 ft. x 6 ft. high, weigh 500 lbs. empty.
The containers are to be stowed in an area where the maximum local loading
allowance is 500 lbs/ft2, and the maximum area loading allowance is 200
lbs/ft2.
Calculate:

(a)

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Stability 2 Unit Construction and Design

Maximum weight of equipment that can be loaded into each container to meet
the local loading requirements: and

(b)
The maximum number of loaded containers that can be loaded into the area if
the area between girders is 500 ft2.

Problem 5.
2
A main deck area of 1400 ft . between girders has a maximum local loading
of 300 lbs/ft2. and a maximum area loading of 150 lbs/ft2.

The area already contains 80 s.tons of material.


Calculate:

(1)

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Stability 2 Unit Construction and Design

How many sacks each weighing 100 lbs. could yet be stowed in this area.

(2)
If pallets (4ft. x 5.33 ft. weighing 150 lbs.) were to be used to store the sacks
how many sacks could be placed on each pallet.

(3)
How many pallets loaded with sacks could be put into this space.

(4)
The total number of sacks on pallets that would be in the space.

Answers.

1. 120 ft²

2. No.

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Stability 2 Unit Construction and Design

3. (a) 10580 lbs. (b) 42 loaded pallets.

4. (a) 23,500 lbs. into each container


(b) 4 loaded containers.

5. (a) 500 sacks.


(b) 62 sacks per pallet
(c) 7 loaded pallets
(d) 434 sacks.

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Stability 2 Damaged Stability

Section 7 Damaged Stability

Objective: To understand the results of damage on stability.

Subjects Covered:

• Types of Damage

• MODU Code requirements for Damaged Stability

• Damage Control Information

• Damaged Stability Calculations

• Stability at Large Angles

• Statical Stability Curves

Types of damage under consideration.

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Stability 2 Damaged Stability

There are two types of damage that require consideration when dealing with
semi-submersible units, impact damage on the exposed portions of the
structure and internal damage. Both will leading to flooding of compartments
and have a serious effect on the draft, trim and heel of the unit and also the
unit stability.

When considering impact damage we are concerned with the type of damage
that could be caused by low energy collisions with attendant vessels and only
occurring at either transit or operating drafts.

Vessels should not be allowed to approach the unit at intermediate drafts


except in an emergency.

Impact damage could also be caused by wave action on tubular members in


severe weather.

Internal flooding could be caused by leakage into compartments due to failure


of pipes containing liquids, accidental flooding of ballast tanks or pump
rooms, or leakage from the sea due to structural failure such as corrosion of
the hull or tubulars.

MODU Code Requirements

The code states that in assessing the damage stability of column stabilised
units, the following extent of damage should be assumed:

Only those columns, underwater hulls and braces on the periphery of the unit
should be assumed to be damaged and the damage should be assumed in
the exposed portions of the columns, underwater hulls and braces.

Columns and braces should be assumed to be flooded by damage having a


vertical extent of 3.0 m occurring at any level between 5.0 m above and 3.0 m
below the operating and transit drafts specified in the operating manual.

Where a watertight flat is located within this region, the damage should be
assumed to have occurred in both compartments above and below the
watertight flat in question. (Known as two compartment damage).

Lesser distances above or below the drafts may be applied to the satisfaction
of the Administration, taking into account the actual operating conditions.

However the required damage region should extend at least 1.5 m above and
below the draft specified in the operating manual. Horizontal penetration of
damage should be assumed to be 1.5 m.

All piping, ventilation systems, trunks etc., within the extent of damage,
should be assumed to be damaged. Positive means of closure should be

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Stability 2 Damaged Stability

provided at watertight boundaries to preclude progressive flooding of other


spaces, which are intended to be intact.

Protected Zone

Damage could occur anywhere within the vulnerable zone

Waterline

5m

3m

Vulnerable
Zones

Waterline

5m

3m

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Stability 2 Damaged Stability

Damage Penetration

1.5m

5m Waterline
Vulnerable
Zone 3m

3m

Penetration Zone positioned


anywhere vertically within the
vulnerable zone

1.5m

Waterline
5m

3m

3m
1.5m

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Stability 2 Damaged Stability

Damage Control Design.

The code also requires that:

The unit should have sufficient freeboard and be subdivided by means of


watertight decks and bulkheads to provide sufficient buoyancy and stability to
withstand a wind heeling moment induced by a wind velocity of 25.8 m/s
(50 knots) superimposed from any direction in any operating or transit
condition, taking the following considerations into account:

• The angle of inclination after the previously described damage should not
be greater than 17 degrees.

• Any opening below the final waterline should be made watertight, and
openings within 4.0 m above the final waterline should be made weather
tight.

The unit should provide sufficient buoyancy and stability in any operating or
transit condition to withstand the flooding of any watertight compartment
wholly or partially below the waterline in question, which is a pump room, a
room containing machinery with a salt water cooling system or a compartment
adjacent to the sea (ballast, drill water or fuel oil tank, thruster compartment
etc.), taking the following into account:

• The angle of inclination after flooding should not be greater than 25


degrees.

• Any opening below the final waterline should be made watertight.

• A range of positive stability should be provided, beyond the calculated


angle of inclination in these conditions, of at least 7 degrees.

Damage Control Information.

The Marine Operations Manual should contain information of how to deal with
flooding caused by damage, both external and internal, to the unit.

The purpose of the information is to provide operators with guidance on how


flooding can be contained, how its effects on the stability, draft, trim and heel
can be established by calculation, and what countermeasures can be
employed to safeguard the unit.

It is not intended that this guidance should cover all possible damage cases,
but a few examples of typical worst cases can be used to illustrate the
possible effects of damage and the effectiveness of countermeasures.

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Stability 2 Damaged Stability

The following information should be included:

1. Plans and particulars of watertight boundaries including any openings, their


closing appliances, and associated status indication and control.

2. Particulars of the inclinations, which would cause loss of, ballast pumping
functions, main and/or emergency power supply, and the inclinations at
which such functions or supplies could be restored.

3. Tables showing the following for a selection of typical damage cases,


including representative examples of those found to be the most critical
with regard to maximum KG (VCG). In each case the KG (VCG) of the unit
should be assumed to be the maximum allowable when the damage
occurs:

• Draft before damage.

• Definition of damage and resulting extent of flooding.

• Calm water damaged equilibrium conditions in terms of drafts at the


outboard sides of corner columns, angles of heel, trim and maximum
inclination.

• Closing appliances, which should be checked, and, if necessary closed.

• Estimated time to ballast or de-ballast to a safe draft, (which should be less


than 3 hours) including details of precautions to be taken during any such
operation to ensure maintenance of stability.

• Righting lever curves for the most critical heeling direction.

4. A worked example to illustrate the use of the available information in a


practical situation.

The methods required to enable KG (VCG), drafts and inclination of a


damaged unit to be calculated will be covered on the following pages.

The Techco 700 Marine Operations Manual will be used extensively during
the calculation; the layout of the unit with particular reference to unit
dimensions will be required.

Techco 7OO dimensions


All measurements in feet.

Distance between
column centres
195 ‘

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Stability 2 Damaged Stability

Draft Marks
Draft Marks

112.5 ‘ 75 ‘
18 ft. diameter
Column

Distance between Centre of


Draft Marks 225 ‘ Floatation

97.5’

30 ft. diameter
Column

112.5’

Draft Marks

Draft Marks

Distance between
Draft Marks 225 ‘

Note that the Centre of Floatation is at Mid Length

Calculation of Damaged Stability

There are two methods for calculation of damaged stability:

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Stability 2 Damaged Stability

• The Lost Buoyancy Method


• The Added Weight Method.

Both methods will give the same results.

The Lost Buoyancy method.

With this method the calculation is based on the assumption that the flooded
part of the damaged unit is open to the sea.

The buoyancy of the compartment is actually lost.

Due to the lost buoyancy the draft will increase until the additional immersed
portion equals the volume of the flooded compartments.

The increase in draft will cause an increase in the height of the centre of
buoyancy (KB increases).

But it is known that BM = i


V

V remains constant because the volume of the flooded compartment is


deducted and an equal volume of displacement is added, and (i) decreased
because we lose the waterplane area of the flooded compartment(s)

Therefore BM decreases - KM = KB + BM.

The amount of increase of KB and decrease of BM has to be calculated and


determines the final change of KM.

It is assumed that the centre of gravity of the unit does not change. If the final
stability is neutral or worse negative, the list/trim will increase and the unit will
probably capsize.

The Added Weight Method.

With the added weight method the calculation of damaged stability is based
on the assumption that weight has been added in the damaged compartment.

The added weight method is preferable for onboard calculation as the


information required to perform the calculation is readily available in the
Marine Operations Manual and the Stability Information Book (Hydrostatic
Tables or Curves).

It is therefore a normal stability calculation to define, new displacement,


KG (VCG), mean draft, and changes of draft due to changes of heel and trim.

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Stability 2 Damaged Stability

Whatever the damaged stability calculation method is used, the result is the
same:

• Draft will increase with a change in heel and trim.

• The Metacentre will move due to a change in the centre of buoyancy.

• The centre of gravity will move.

• The centre of buoyancy will move up due to the increase in the draft.

• If the compartment is not completely flooded then free surface effect will
cause additional reduction in stability.

• Anchor tensions will alter with a large change in the inclination of the unit.

• Weather conditions may cause additional inclination due to wind and wave
action. This will reduce the air gap and could endanger the unit.

The added weight method will be used in the following calculations.

Permeability

If a compartment which contains structure, machinery space, tank, void etc.,


is either internals flooded or opened to the sea, the compartment is not totally
filled with water as some of the space has already been occupied.

The term “permeability” of a compartment is taken to mean the ratio of the


volume which can be occupied by water to the total volume of the
compartment. Some times the permeability is expressed in per cent. (%)

Permeability = Volume occupied by water


Total volume of the compartment

The following values may be assumed:

Storage areas 0.95


Tanks and Void Spaces 0.95
Machinery Spaces including thruster compartments 0.85
Accommodation Spaces 0.95
Pump Rooms 0.85

In the first example the Techco 700 is anchored in drilling mode, draft 70 ft.,
with a 2400 s. ton deck load.
Internal flooding of the port aft 30 ft. column occurs between the 35 ft. and
65 ft. watertight flats.

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Stability 2 Damaged Stability

It is required to calculate the drafts at each corner column after the flooding
occurs.

The method of calculation.

The volume of salt water in the flooded space has to be calculated.

In this column there are 2 chain lockers and an elevator shaft each of 6 ft.
diameter, which remain undamaged.

With the volume of the space known the weight of salt water can be
calculated.

The new displacement and new mean draft are now calculated.

Due to the water in the flooded space the KG (VCG) will have altered, to
calculate the new KG, the vertical moment from the last stability calculation
can be used and the vertical moment due to the water can be added.

With the new vertical moment we can calculate the new KG

Or the KG can be obtained from the last stability calculation and by applying
the vertical shift of G due to the added water, calculate the new KG.

With the new mean draft and new KG the hydrostatic tables can be entered to
give the MT1°, and the MH1°.

The Change of Trim can now be calculated using the trimming moment
calculated and from this the Change of Draft due to the Change of Trim.

Also the Change of Heel can be calculated in a similar manner and the
Change of Draft due to the Change of Heel.

These changes to the drafts can now be applied to the new mean drafts at
the corner columns.

The calculation is shown on the following page.

Techco 700 is anchored in drilling mode, draft 70 ft. with a 2400 s. ton deck
load.
Internal flooding of the port aft 30 ft. column occurs between the 35 ft. and
65 ft. watertight flats calculate the drafts at each corner column after the
flooding occurs.

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Stability 2 Damaged Stability

In this column there are 2 chain lockers and an elevator shaft each of 6 ft.
diameter, which remain undamaged.

π x 15 x30
2
Total volume of damaged space = = 21205.8 cu/ft
π x 3 x 30 x3
2
- volume of undamaged spaces = =2544.7 cu/ft
Total volume of water in damaged space = 18661.1 cu/ft.

Weight of water in = 18661.1 x 64 = 597.2


damaged space 2000 s.tons.

New Displacement = 23736 + 597.2 = 24333.2 s.tons.


New Draft = 74.48 ft.

The vertical moment for the unit before damage is obtained from the last
stability report, which is printed on the following page.

KG after damage = 1451611 + (597.2 x 50) = 60.88 ft.


24333.2

At 74.48 ft. draft & KG 60.88 ft. MT1° = 5522.2 and MH1° = 4472.7

Change of Trim = 597.2 x 112.5 = 12.17° x stern


5522.2

Change of Draft (CoT) = 112.5 x Tan12.17 ° = 24.26 ft. - Fwd + Aft

Change of Heel = 597.2 x 97.5 = 13.02° to Port


4472.7

Change of Draft (CoH) = 112.5 x Tan 13.02° = 26.01 ft. + Port - Stb'd

Port Fwd Stb’d Fwd Port Aft Stb’d Aft


New Mean Drafts 74.48 ft 74.48 ft 74.48 ft 74.48 ft
CoD (CoT) - 24.26 ft - 24.26 ft +24.26 ft +24.26 ft
CoD (CoH) +26.01 ft -26.01 ft +26.01 ft -26.01 ft
Final Drafts 76.23 ft 24.21 ft 124.75 ft 72.73 ft

TECHCO 700 DAILY REPORT


RIG LOADING - FORM 1

Station Keeping 2400 s.tons Deck load 70 ft Draft Severe Seas

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Stability 2 Damaged Stability

FINAL SUMMATION
Item Tons VM LM
Total Deck Load 2400 322102 - 104503
Total Hull Load 8601 86813 + 93943
Lightship ( Mast Up ) Cross One 13585 1095465 + 7455
Lightship ( Mast Down ) Out ***********
Sub - Totals 24586 1504380 3105
Less Anchor System Subtraction - 850 - 52769 +2989
CALCULATED TOTALS 23736 1451611 - 116

REVIEW

1. Calculated VCG = VM = 1451611 = 61.2 Ft.


Tons 23736

Allowable VCG = 62.0 Ft.

2. Calculated LCG = LM = -116 = 0.0 Ft.


Tons 23736

3. Actual LCG = 0 for Trim Unit. (For Moment to Trim see Table 2)

Loading may be distributed so that LCG is between 0 and - 2 Ft.


If draft is less than 21 ft and trim aft is desired.

IF THIS IS THE CASE FOR TRANSIT RE-DISTRIBUTE HULL LOADS FOR LEVEL
TRIM BEFORE BALLASTING TO DEEP DRAFT.
(Failure to do so will cause trim to increase when hulls submerge)

4. Average Draft at Columns = 70.0 Ft.

Displacement from Table 2 = 23736 S.Tons


Displacement Calculated = 23736 S.Tons
Difference = 0 S.Tons

Calculated Total should equal displacement.


A calculated difference of more than 200 tons should be corrected.

In the next example the Techco 700 is in transit mode at a mean draft of 20 ft.
Flooding occurs accidentally to PB9 ballast tank.
It is required to calculate the drafts at the corner columns after flooding.

The method of calculation is somewhat different to the previous example.

Table 4 in the marine operations manual will give the capacity in short tons of
tank PB9. It will also give the trimming and heeling moments for PB9 tank
when full.

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Stability 2 Damaged Stability

The new displacement is now calculated and with this displacement the new
draft can be extracted from the hydrostatic tables.

Also from the tables the KMT and MT1” can be extracted for the new
displacement.

Due to the flooding the KG will have changed and the new KG can be
calculated using the vertical moment from the last completed stability
calculation, and adding the vertical moment of the flooded tank.

The new KG can also be calculated using the shift of G formula to find the
vertical change in the position of the centre of gravity..

Using the new KG and the KMT from the tables, the new GMT can now be
calculated.

The total change of trim can be calculated using the trimming moment from
table 4, and the change of draft due to the change of trim calculated.

To calculate the change of heel, the horizontal shift of G must be calculated


using the heeling moment from table 4.

The angle of heel produced by the shift of G has to be calculated before the
change of draft due to the change of heel can be calculated.

The changes in draft due to trim and heel can then be applied to the mean
draft after flooding to calculate the actual drafts at the corner columns.

The calculation is detailed on the following page.

Techco 700 in transit mode at a mean draft of 20 ft.


PB9 ballast tank is accidentally flooded.
Calculate the drafts at the corner columns after flooding.
From Table 4 - Marine Operations Manual

Weight of water in PB9 ballast tank = 601 s.tons

Transverse (Heeling) Moment = 65400 ft/tons


Longitudinal (Trimming ) Moment = 55500 ft/tons

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Stability 2 Damaged Stability

Displacement after flooding = 16315 +601 = 16916 s.tons

New Mean Draft = 20.86 ft. KMT = 340 ft. MT1” = 1118 ft/tons

The vertical moment for the unit before damage is obtained from the last
stability report, which is printed on the following page.
KG after flooding = 1280762 +(601 x 10.5) = 76.09 ft.
16916

GMT = KMT - KG = 340 - 76.09 = 263.91 ft.

Total Change of Trim = Trimming Moment =55500 = 49.64” or 4.14 ft.


MT1” 1118

Change of Draft (CoT) = 4.14 =2.07 ft - Fwd + Aft


2

Calculating Change of Heel

Horizontal Shift = Heeling Moment = 65400 = 3.87 ft. to port.


of G Displacement 16916

Tan Angle = Shift of G = 3.87 = 0.015 = 0.84 ° to Port


of Heel GMT 263.91 (Tan)

Change of Draft = 112.5 x Tan 0.84° = 1.65 ft + Port - Stb’d.


(CoH)

Port Fwd Stb’d Fwd Port Aft Stb’d Aft


New Mean Drafts 20.86 ft. 20.86 ft. 20.86 ft. 20.86 ft.
CoD (CoT) - 2.07 ft. - 2.07 ft. + 2.07 ft. +2.07 ft.
CoD (CoH) + 1.65 ft. - 1.65 ft. + 1.65 ft. - 1.65 ft.
Final Drafts 20.44 ft. 17.14 ft. 24 58 ft. 21.28 ft.

TECHCO 700 DAILY REPORT


RIG LOADING - FORM 1

In transit mode 1300 s.tons deck load 20 ft. mean draft


FINAL SUMMATION
Item Tons VM LM
Total Deck Load 1300 178391 - 32212
Total Hull Load 1526 10906 +24474
Lightship ( Mast Up ) Cross One 13585 1095465 + 7455
Lightship ( Mast Down ) Out ***********
Sub - Totals 16411 1280762 -283
Less Anchor System Subtraction *** **** ****

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Stability 2 Damaged Stability

CALCULATED TOTALS 16411 1280762 -283

REVIEW

1. Calculated VCG = VM = 1280762 = 78.00 Ft.


∆ 16411

Allowable VCG = 78.00 Ft.

2. Calculated LCG = LM = -116 = 0.01 Ft.


∆ 16411

3. Actual LCG = 0 for Trim Unit. (For Moment to Trim see Table 2)

Loading may be distributed so that LCG is between 0 and - 2 Ft.


If draft is less than 21 ft and trim aft is desired.

IF THIS IS THE CASE FOR TRANSIT RE-DISTRIBUTE HULL LOADS FOR LEVEL
TRIM BEFORE BALLASTING TO DEEP DRAFT.
( Failure to do so will cause trim to increase when hulls submerge )

4. Average Draft at Columns = 20.0 Ft.

Displacement from Table 2 = 16315 S.Tons


Displacement Calculated = 16411 S.Tons
Difference = 96 S.Tons

Calculated Total should equal displacement.


A calculated difference of more than 200 tons should be corrected.

Complete the following calculations

Problem 1.

Techco 700 is at 80 ft. mean draft with a VCG of 63 ft.

The starboard aft pump room is totally flooded, VCG 10.5 ft. TCG 86.2 ft.
LCG 92.3 ft. Pump room capacity 37600 cu/ft.

Calculate the final drafts at the corner columns.

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Stability 2 Damaged Stability

Problem 2.

Techco 700 is at a mean draft of 19.5 ft. Tank SB2 which was previously
empty, is accidentally flooded.
The vertical moment from the previous stability calculation was 1,227,484
ft/tons.
Calculate the final drafts at the corner columns.

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Stability 2 Damaged Stability

Problem 3.

Techco 700 is floating at 70 ft. mean draft with a VCG of 61.16 ft.
SB9 ballast tank, previously empty, becomes totally flooded.
Calculate the final drafts at the corner columns.

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Stability 2 Damaged Stability

Problem 4.

Techco 700 is floating at a draft of 70 ft. with a VCG of 61.16 ft.


Flooding occurs to the starboard forward 18 ft. diameter column between the
35 and 65 ft. watertight flats, there are no internal columns.
Calculate the final drafts at the corner columns.

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Stability 2 Damaged Stability

Answers to damage stability problems.

Problem 1.

Port Fwd Stb’d Fwd Port Aft Stb’d Aft


Final Drafts 12.42 ft. 94.50 ft. 83.50 ft. 165.58 ft.

Problem 2.

Port Fwd Stb’d Fwd Port Aft Stb’d Aft


Final Drafts 21.22ft. 23.30 ft. 17.44 ft. 19.52 ft.

Problem 3.

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Stability 2 Damaged Stability

Port Fwd Stb’d Fwd Port Aft Stbd Aft


Final Drafts 29.14 ft. 82.78 ft. 66.22 ft. 119.86 ft.

Problem 4.

Port Fwd Stb’d Fwd Port Aft Stb’d Aft


Final Drafts 64.40 ft. 85.94 ft. 57.72 ft. 79.26 ft.

Stability at Large Angles

The Righting Moment diagram may be used to examine the effect of damage
on stability at large angles, that is angles of more than about 12 °.

The added weight method of determining the displacement and VCG of the
unit in the flooded condition can be used.
A righting moment curve may be drawn for the unit in this condition and on
this superimposed the upsetting moment due to weight added off the
centreline.

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Stability 2 Damaged Stability

Righting Moment Curve


using Displacement & KG
after damage

Heeling Moment
Moments “A” Curve due to weight
Ft/Tons added off centreline

Resultant
angle of list

Heel Angle in degrees


0

As area ‘A’ represents the residual righting moment, the curve may be re-
drawn measuring residual ordinates as shown below:

Righting Moment Curve


using Displacement & KG
after damage

“A”

Resultant
angle of list

Heel Angle in degrees


0

Alternatively the righting lever diagram may be used in a similar manner.

Intact Stability Requirement.

Heeling
Moment
ft./tons

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Stability 2 Damaged Stability

Righting Moment
Curve

Wind Heeling Moment


Curve 70 kts. Operational
draft, 100 kts. storm draft
Area “A”

Down Flooding
Area “C” Area “B”
Angle

0 Heel Angle in Degrees

To satisfy MODU code Rules

Area A + B ≥ 1.3 X Area B + C

This is known as the 1.3 stability Rule

Righting Energy ≥ 130% Heeling Energy.

Damage Stability Requirement

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Stability 2 Damaged Stability

Wind heeling moment


Righting Moment curve (50 kts,)
Curve

Heeling moment
curve due to weight
added off centreline

Down Flooding
Angle

Heel Angle due to


flooding only
Final Heel Angle due to
Flooding & Steady Wind

To satisfy MODU Code rules

Final Heel Angle < Down - flooding Angle

The MODU code states:

The curves of wind heeling moments should be drawn for wind forces
calculated by the following formula:

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Stability 2 Damaged Stability

F = 0.5Cs Ch P V² A

Where:

F = The wind force (in Newtons)

Cs = The shape coefficient depending on the shape of the structural


member exposed to the wind.
Ch = The height coefficient depending on the height above sea level
of the structural member exposed to the wind
P = The air mass density (1.222 kg/m³)

V = The wind velocity (metres per second)

A = The projected area of all exposed surfaces in either the upright


or the heeled condition (square metres)

Wind forces should be considered from any direction relative to the unit and
the value of the wind velocity should be as follows:

In general a minimum wind velocity of 36m/s (70 knots) for offshore service
should be used for normal operating conditions and a minimum wind velocity
of 51.5 m/s (100 knots) should be used for the severe storm conditions.

In calculating the projected areas to the vertical plane, the areas of surfaces
exposed to wind due heel or trim, such as under deck surfaces, etc., should
be included using the appropriate shape factor. Open truss work may be
approximated by taking 30% of the projected block area of both the front and
back section. I.e. 60% of the projected area of one side.

In calculating the wind heeling moments, the lever of the wind overturning
force should be taken vertically from the centre of resistance of all surfaces
exposed to the wind to the centre of lateral resistance of the underwater body
of the unit. The unit is to be assumed to be floating free of mooring restraint.

The wind heeling moment curve should be calculated for a sufficient number
of heel angles to define the curve.

Values of the coefficient Cs.

Shape Cs

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Stability 2 Damaged Stability

Spherical 0.4
Cylindrical 0.5
Large flat surface (hull, deckhouse, smooth under-deck areas) 1.0
Drilling derrick 1.25
Wires 1.2
Exposed beams and girders under deck 1.3
Small parts 1.4
Isolated shapes (crane, beam etc.) 1.5
Clustered deckhouses or similar structures 1.1

Values of coefficient Ch

Height above Sea Level (metres) Ch

0 – 15.3 1.00
15.3 – 30.5 1.10
30.5 – 46.0 1.20
46.0 – 61.0 1.30
61.0 – 76.0 1.37
76.0 – 91.5 1.43
91.5 – 106.5 1.48
106.5 – 122.0 1.52
122.0 – 137.0 1.56
137.0 – 152.5 1.60
152.5 – 167.5 1.63
167.5 – 183.0 1.67
183.0 – 198.0 1.70
198.0 – 213.5 1.72
213.5 – 228.5 1.75
228.5 – 244.0 1.77
244.0 – 256.0 1.79
above 256 1.80

Wind Heeling Forces

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Stability 2 Damaged Stability

Centre of Gravity of
windage area

Wind Force

Waterline
Wind
Heeling
Lever

Centre of Gravity of
underwater area

Line of centre of
lateral resistance

Wind Force = Wind Pressure x Windage Area

Wind Moment = Wind Force x Wind Heeling Lever

Stability at Large Angles

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Stability 2 Damaged Stability

Under normal operating conditions list and trim angles are small. The
Metacentre is considered a fixed point on the centreline for small angles up to
about 12 °, but will move off the centreline for angles larger than this due to
the considerable change of the underwater shape of the unit.

Because of M moving away from the centreline other methods have to be


used for stability calculations. For large angles the symbol M is changed to N.

The calculation of the position of the centre of buoyancy is complicated and


will be done by the naval architect. The corresponding position of N will then
be known and it will be possible to calculate the corresponding values of the
righting arm using cross curves of statical stability known as KN curves.

When drawing up KN curves the naval architect assumes that the value for
KG is zero. ( So KN is really GZ at a KG of zero)

By picking off these KN values at a particular displacement, and applying a


correction for the unit KG, righting lever curves can be drawn for any
particular condition of the unit.

Instead of using the value of GM as an indication of stability, we use the arm


of the stability couple to indicate how much stability remains at large angles of
inclination.

Calculating the value of GZ for various angles and plotting these values of GZ
on a vertical axis against the angles of heel on an horizontal axis the curve of
statical stability can be drawn.

The word statical is used because calculations are done for a floating unit in
calm water. The curve is only valid for a specific displacement and KG value.

From the curve we can obtain the following information:

• Maximum arm of stability.

• Range of positive stability.

Position of Metacentre at Large Angles of Heel

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Stability 2 Damaged Stability

M2
Heeled waterline,
large angle
M1 N2

N1
Upright M=N
waterline

B2

B1
B Position of “B” at large
angle of heel
B

Position of “B” at
small angle of heel

As the unit heels to some large angle the line vertically upwards from the
centre of buoyancy no longer crosses the unit vertical at “M”.

The new point at which the line crosses the vertical is designated “N”.

KN Diagram

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Stability 2 Damaged Stability

Value of GZ to
Plot

Waterline Z
G

θ
Correction for
KG
N

KN = Value
taken from KN
curves

KN Curve

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Stability 2 Damaged Stability

Students will be provided with an A3 copy of the KN Curves

Use of the KN Curves

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Stability 2 Damaged Stability

To use the KN curves we require the following information:

Displacement of the unit.

KG of the unit in the present condition.

Displacement = 24333.3 s.tons KG = 60.88 ft.

Method of use.

1.
On the curve draw a perpendicular line up from the bottom of the scale at a
displacement of 24333.3 s.tons.

2.
Make up a table as shown.

Heel Angle 5° 10° 15° 20° 25° 30° 35° 40° 45° 50°

KN
KG x Sin Angle
GZ (to plot)

3.
Where the perpendicular line cuts the curves for each angle of heel (5°, 10°
and so on) extract values of KN from the right hand scale and enter in the
appropriate boxes in the table.

4.
Multiply the unit KG by the sine of each angle of heel, KG sin 5° and so on.
Enter these values in the appropriate boxes in the table.

5.
Calculate the actual GZ by reducing the KN value by the KG sin Angle value.
Watch out for a negative result.

6.
Plot the curve on graph paper to produce a curve of statical stability for the
unit in the present condition.

Displacement = 24333.3 s.tons KG = 60.88 ft.

Heel Angle 5° 10° 15° 20° 25° 30° 35° 40° 45° 50°

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Stability 2 Damaged Stability

KN 6.0 12.5 19.0 25.5 32.5 37.5 39.5 40.0 40.7 41.0
KG x Sin Angle 5.3 10.6 15.8 20.8 25.7 30.4 34.9 39.1 43.0 46.6
GZ (to plot) 0.7 1.9 3.2 4.7 6.8 7.1 4.6 0.9 -2.3 -5.6

Righting Arm Curve Using Displacement and KG after Damage.

8 GZ Positive

6
5

1
0
5 10 15 20 25 30 35 40 45 50
1
2
3
4
5
GZ Negative

Carry out a similar exercise to produce a curve using the following


information.

Displacement = 16915 s.tons and KG = 76.09 ft after damage.

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Stability 2 Damaged Stability

Heel Angle 5° 10° 15° 20° 25° 30° 35° 40° 45° 50°

KN
KG Sin Angle
GZ (to plot)

Use the graph paper provided to draw the curve.

aset 2005 Section 7 Page 33 03/06/2008


Stability 2 Mooring Systems and Environmental Effects

Section 8 Mooring Systems and Environmental Effects

Objective:

To understand the effect of anchor systems and the environment on


semi-submersible units and their stability.

Subjects covered:

• MODU Code requirements for Anchor Systems.

• Purpose of the Mooring System.

• Anchor Systems

• Effect of Anchor Systems on Stability.

• Calculation of Vertical Pull Down of Anchor Tensions.

• Unit Motions in a Seaway.

• Environmental Effects.

MODU Code Requirements for Anchor Systems

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Stability 2 Mooring Systems and Environmental Effects

The Code states the following concerning anchoring systems and equipment:

Anchoring arrangements, where fitted as the sole means for position keeping,
should be provided with adequate factors of safety and be designed to
maintain the unit on station in all design conditions.

The arrangements should be such that a failure of any single component


should not cause progressive failure of the remaining anchoring
arrangements.

The anchors, chains, shackles and other associated connecting equipment


should be designed, manufactured and tested in accordance with a
recognised standard.

Evidence, to the satisfaction of the Administration, that the equipment has


been so tested and approved should be readily available. Provisions should
be made on board the unit for the recording of changes to and inspection of
the equipment.

Anchor cables may be of wire rope, chain or any combination thereof.

Means should be provided to enable the anchor cable to be released from the
unit, in an emergency, after the loss of main power to the windlass.

Fairleads and sheaves should be designed to prevent excessive bending and


wear of the anchor cable. The attachments to the hull or structure should be
so as to adequately withstand the stresses imposed when an anchor cable is
loaded to its breaking strength.

Suitable anchor stowage arrangements should be provided to prevent


movement of the anchors in a seaway whilst the unit is in transit between
locations.

Each windlass should be provided with two independent power operated


brakes. Each brake should be capable of holding against a static load in the
anchor cable of at least 50% of its breaking strength.
Where the Administration so allows, a manually operated brake may replace
one of the brakes.

The design of the windlass should provide for adequate dynamic braking
capacity to control normal combinations of loads from the anchor, anchor
cable and anchor-handling vessel during deployment of the anchors at the
maximum design payout speed of the windlass.

On loss of power to the windlasses, the power operated braking system


should be automatically applied and be capable of holding against 50% of the
total static braking capacity of the windlass.

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Stability 2 Mooring Systems and Environmental Effects

Each windlass should be capable of being controlled from a position, which


provides a good view of the operation.

Means should be provided at the windlass control position to monitor cable


tension, windlass power load and to indicate the amount of cable paid out.

A manned control station should be provided with means to indicate cable


tensions and speed and direction of wind.

Reliable means should be provided to communicate between locations critical


to the anchoring operation.

Special consideration should be given to arrangements where the anchoring


systems provided are used in conjunction with thrusters to maintain the unit
on station.

Dynamic positioning systems used as a sole means of position keeping


should provide a level of safety equivalent to that provided for anchoring
arrangements, to the satisfaction of the Administration.

Purpose of the Mooring System

The function of the mooring system on a semi-submersible unit is to position


the unit over the wellhead in order that operations may take place for as great
a percentage of time as possible.

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Stability 2 Mooring Systems and Environmental Effects

To do this the mooring system chosen must be flexible and able to absorb
some of the energy imparted to the unit by wind, waves and current that will
combine to move the unit away from the required position.

During severe weather, when tensions in the mooring system increase to a


point where failure of the system is threatened, anchor tensions will have to
be adjusted, the use of thruster systems, if available can assist in keeping the
anchor tensions within limits.

Whilst operating on station it may be necessary to alter the offset of the unit
from a position directly over the wellhead to enable operations to be carried
out, the mooring system will be required to effect these changes of position.

So the basic limits of any semi-submersible unit mooring system will depend
on:

• Safe anchor cable tensions


• Anchor holding power.
• Unit offset from the wellhead
• Availability of thruster systems.

Offset from the wellhead.

Drilling operations can usually continue until the marine riser at the lower ball
joint on the BOP makes an angle of about 3° from the vertical.

Riser studies indicate that for typical conditions of current, waves, riser
diameter and riser tension capability, this offset is about 5% of water depth.

To calculate the offset in specific water depths the tangent formula is used.

Offset = Tan Angle at ball joint x water depth.

If the water depth is 600 ft. then the maximum offset for an angle of 3 ° would
be: -

Offset = Tan 3° x 600 = 31 ft.

5% of water depth in 600 ft. water = 30 ft.

Cable Tensions

A tension of 350.000 lbs. represents 33% of chain breaking strength and


proof tensioning of anchors is usually carried out to this tension.

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Stability 2 Mooring Systems and Environmental Effects

Anchor proof tensioning should never be carried out beyond 500,000 lbs.,
which is 50% of chain breaking strength.

Anchor Holding Power

The ratio of anchor holding weight to its weight in air will depend upon ground
conditions. This can be estimated for different conditions and if necessary
anchors in tandem (piggy backing) may need to be used in order to increase
holding power and achieve test tension.

As long as there is some ground cable in the system the force at the anchor
will be less than the force at the windlass because of friction on the seabed
and the pull on the anchor will be horizontal.

When tension in the cable is such that all cable is lifted off the seabed, (i.e.
the tangent point is at the anchor shackle) the anchor holding power starts to
decrease.

It is generally conservative to assume that anchors cannot be proof loaded


beyond a tension that lifts all the cable off the sea bed; however the ability of
anchors to ‘hold’ in the sea bed is the most unpredictable factor in the
mooring system.

When test tensions are approached therefore it becomes necessary to


disconnect the marine rise to prevent possible damage due to drifting off
station.
Thus the 5% of water depth offset, attainment of test tension, or all cable
lifted off the sea bed condition will limit operating conditions. Optimum cable
tension will be for the 5% water depth offset and attainment of test tension to
coincide; ensuring that all cable is not lifted off the seabed at this time. I.e.
test tension at 5% offset and working back to obtain optimum tension at zero
offset.

The following table gives chain run out in various water depths to produce a
chain tension equal to 500,000 lbs. or 50% cable breaking strength when all
chain lifts off the sea bed.

Note: it is common practice to run out almost all cable, ensuring that sufficient
remains on board for cable adjustments.

Calculation of Test Tension for Techco 700

The Techco 700 Marine Operations Manual provides information to enable


the mooring system test tension to be calculated.

Figure 3 gives wind resistance versus draft.

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Stability 2 Mooring Systems and Environmental Effects

Figure 4 gives current resistance versus draft.

The formula and method of calculation is as follows:

Test Tension = 0.4(W + C) + D

W = wind resistance at the draft in question (figure 3)


C = current resistance at the draft in question (figure 4)
D = Tension at Windlass - Tension at the Anchor (table 3)

All values measured in Kips, (1,000lbs.)

The maximum test tension obtained from the above formula should not
exceed 500,000 lbs.

Using the figures and tables calculate the test tension for a location where the
water depth is 300 ft., Draft = 70 ft., Maximum wind speed = 60 knots and
Maximum current rate = 3 knots.

From Figure 3 W = 240,000 lbs. (240 Kips.)

From Figure 4 C = 270,000 lbs. (270 Kips.)

From Table 3D = 28,000 lbs. (28 Kips)

Test Tension = 0.4(W+C) + D


= 0.4(240 +270) + 28
= 0.4(510) + 28
= 204 + 28
Test Tension = 232 Kips.

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Stability 2 Mooring Systems and Environmental Effects

Wear on cables and stresses on the unit will be dependent upon movement
of the unit and cable working tension.

Cable working tension should therefore be kept to a minimum.

To minimise wear of sub-sea equipment during drilling operations movement


of unit and cable tensions should be controlled using thrusters if available.

The station keeping limit condition is difficult to assess, as neither the ultimate
strength of the cables nor the ultimate holding power of the anchors is fully
predictable.

Unit stability will not be in question however if at least minimum stability


standards are met and the unit is otherwise secure if standard safety
procedures are followed when operating limits are reached.

Note:

Increased cable tensions in severe weather give increased vertical forces at


fairleads and in fact increased stability due to the KG of the fairleads being
below the unit KG at operating draft.

So mooring system increases stability in adverse conditions but effect is not


taken into account, as the unit must still have adequate stability in the event
that an anchor cable breaks or tensions are reduced due to an anchor
dragging.

The allowable KG’s found in the marine operating manual assume that the
unit is floating free of any anchor restraint.

Mooring Systems

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Stability 2 Mooring Systems and Environmental Effects

The following information in reproduced by permission of VRYHOF anchors,


Netherlands, who are manufacturers of anchors and associated mooring
equipment.

When oil and gas exploration was conducted in shallow to deepwater, the
most common mooring line configuration was the catenary mooring line
consisting of chain or wire rope.

For exploration in deep to ultra deep water, the weight of mooring line starts
to become a limiting factor in the design of the floater.

To overcome these problem new solutions were developed consisting of


synthetic ropes in the mooring line (less weight) and/or a taut leg mooring
system.

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Stability 2 Mooring Systems and Environmental Effects

The major difference between a catenary mooring and a taut leg mooring is
that where the catenary mooring arrives at the seabed horizontally, the taut
leg mooring arrives at the seabed at an angle.

This means that in a taut leg mooring the anchor point has to be capable of
resisting both horizontal and vertical forces, while in a catenary mooring the
anchor point is only subjected to horizontal forces.

In a catenary mooring, most of the restoring forces are generated by the


weight of the mooring line. In a taut leg mooring, the restoring forces are
generated by the elasticity of the mooring line.

An advantage of a taut leg mooring over the catenary mooring is that the
footprint of the taut leg mooring is smaller than the footprint of the catenary
mooring, i.e. the mooring radius of the taut leg mooring will be smaller that the
mooring radius of a catenary mooring for a similar application.

A typical mooring system can be divided into three different components, the
mooring line, the connectors and the anchor point.

Mooring Line

Chain

The most common product used for mooring lines is chain, which is available
in different diameters and grades. Two different designs of chain are used
frequently, stud-link and stud-less.

The stud-link chain is most commonly used for moorings that have to be reset
numerous times during their lifetime, for instance semi-submersibles, while
stud-less link chain is often used for permanent moorings such as FPSO’s,
Buoys and FSUs).

Wire rope

When compared to chain, wire rope has a lower weight than chain, for the
same breaking load and has a higher elasticity. Common wire ropes used in
offshore mooring lines are six strand and spiral strand.

Generally wire rope is more prone to damage and corrosion than chain.

Synthetic Fibre Rope

A recent development is the use of synthetic fibre rope as mooring line.


Typical materials that can be used are polyester and high modulus
polyethylene (Dyneema). The major advantage of synthetic fibre is the light
weight of the material and the high elasticity.
Connectors

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Stability 2 Mooring Systems and Environmental Effects

Shackles

The shackle is a connector that is very common in the offshore industry. It


consists of a bow, which is closed by a pin. Many different types of shackles
are available, depending on the application. The shackle can be used both
temporary and permanent moorings.

Chain Connecting Link

The Kenter type connecting link is one of the most common links used for
connecting lengths of chain. Generally this type of link is not used in
permanent mooring systems as they have a shorter fatigue life than the chain.
They are frequently used on mobile semi-submersible mooring systems.

Swivels

A swivel is used in a mooring system, generally of a temporary type, to relieve


the twist and torque that builds up in the mooring line. The swivel is usually
placed a few links from the anchor point, although it may be used between a
section of chain and a section of wire rope in combination chain/wire rope
mooring lines.

Anchoring Point

Deadweight Anchor

The deadweight is probably the oldest anchor in existence. The holding


capacity is generated by the weight of the material used and partly by the
friction between the deadweight and the seabed. Common materials used
today for deadweight’s are steel and concrete.

Drag Embedment Anchor.

What is a drag embedment anchor?

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Stability 2 Mooring Systems and Environmental Effects

This is the most popular type of anchoring point available today. The drag
embedment anchor has been designed to penetrate into the seabed either
partly or fully. The resistance of the soil in front of the anchor generates the
holding capacity of the drag embedment anchor. The drag embedment
anchor very well suited for resisting large horizontal loads but not for large
vertical loads although there are some drag embedment anchors available on
the market today that can resist significant vertical loads.

History of drag embedment anchors.

History traces the use of anchors to China as far back as 2,000 BC, though it
is quite probable that they were used prior to this time. At that time the
general tendency was to use large stones, baskets of stones, bags of sand or
even logs of wood weighted with lead which were then fastened to lines. It
was this weight as well as a certain degree of friction on the seabed, which
secured a vessel in position.

With the introduction of iron into the construction of anchors, teeth or flukes
were built on the anchor, allowing penetration into the seabed, thus offering
additional stability. Yet these primitive anchors were of poor construction and
often broke under pressure. Curved arms were introduced in 1813, and from
1852, the so-called ‘Admiralty Anchor’ was used for ships of the royal Navy.

Another refinement in the 19th century was the introduction of the stock, the
crosspiece at the top of the anchor, which ensured that the positioning of the
anchor would allow the flukes to penetrate the seabed.

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Stability 2 Mooring Systems and Environmental Effects

A stockless anchor was invented in 1821 and became popular primarily as a


result of the ease of handing and stowing, qualities still valued today.

A large number of anchor types have been designed and commercialised


over the years. Some have prospered, others not. The most recent designs
are the result of vast experience and extensive testing, and are far more
efficient than their historical predecessors.

General notes concerning anchors

The size of an anchor is generally referred to by its weight in air.

Anchor holding power is determined by the anchors efficiency multiplied by


the weight of the anchor.

Design, testing and the types of soils, which the anchor will be expected to
perform in, determine anchor efficiency.

The efficiency of an anchor decreases as the size of the anchor is increased.

A concrete sinker (deadweight anchor) has an efficiency of approximately


0.5:1 whereas modern specialist anchors can have efficiencies of up to 100:1
depending on soil conditions.

Seabed General Holding Power Characteristics

Sand Very good anchoring material unless the sand


becomes cemented.

Clay Good anchoring medium

Soft Clay/Mud Generally poor holding power but can be


improved on by the use of mud type anchors

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Stability 2 Mooring Systems and Environmental Effects

Coral Mainly poor anchoring medium

Rock Very poor anchoring medium

Considerations when selecting an anchor

• Shear strength of the anchoring soils

• Shank to fluke angles

• The length of time the anchor is to be used on location

• Structural strength of the anchor

• The installation facilities available on site.

Types of Anchors in General Use

A number of anchor types and their particular qualities are presented on the
following pages.

Based on certain characteristics such as fluke angle, shank, and stabilisers it


is possible to classify the various anchor types.

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Stability 2 Mooring Systems and Environmental Effects

Class A

Very high efficiency, slender profile anchors with ultra penetration

The Stevpris anchor is a deep penetrating anchor with a plough shaped


shank.

The Stevshark is a specially reinforced stevpris anchor, equipped with a


serrated shank and cutter teeth for better penetration in hard soils such as
coral types or sandstone. The fluke points are specially reinforced to
withstand high point loads.

These anchors are used in specialised mooring applications and would not
form part of a rigs normal anchor outfit.

Anchor handling vessels must take care when handling these anchors due to
their size and special method of deployment.

Class B

Anchors with ‘elbowed’ shank, allowing for improved penetration.

High efficiency rating.

BRUCE SINGLE SHANK BRUCE TWIN SHANK

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Stability 2 Mooring Systems and Environmental Effects

Again these anchors are for specialised mooring applications and are not
normally part of the standard anchor equipment.

Bruce Single Shank (BSS) is very often used when piggy backing of primary
anchors is required.

Need special handling when being deployed by anchor handling vessels.

Class C

Anchors with open crown hinge near the centre of gravity and relatively short
shank and stabilisers or built in stabilisers.

Good efficiency rating.

Stevin Delta Flipper

Will often be found as part of a unit’s normal mooring system.

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Stability 2 Mooring Systems and Environmental Effects

No special problems for deployment by anchor handling vessels care to be


taken by the rig when securing these anchors on the anchor racks.

Class D

Anchors with hinge and stabilisers at the rear and relatively long shanks and
stabilisers.

Danforth Lightweight (LWT)

Offdrill

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Stability 2 Mooring Systems and Environmental Effects

These anchors are very often found fitted as part of the original mooring
outfit.
And can be looked upon as a standard rig anchor if there is such a thing.

The fluke angle can be altered to suit a variety of soils, a good all-round
anchor fitted to many rigs.

Very easy to handle for both rig and anchor handling vessel.

Pile Moorings

The pile is a hollow steel pipe that is installed into the seabed by means of a
piling hammer or vibrator. The friction of the soil alongside the pile and lateral
soil resistance generates the holding capacity of the pile.
Generally the pile has to be installed at great depth to obtain the required
holding capacity. The pile is capable of resisting both horizontal and vertical
loads.
Only used for units that to remain on station for lengthy periods of time such
as FPSO’s and not normally employed for mobile units. Expensive to install
and remove.

Suction Anchor

Like the pile, the suction anchor is a hollow steel pipe, although the diameter
of the pipe is much larger than that of the pile. The suction anchor is forced
into the seabed by means of a pump connected to the top of the pipe,

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Stability 2 Mooring Systems and Environmental Effects

creating a pressure difference. When the pressure inside the pipe is lower
than outside, the pipe is sucked into the seabed. After installation the pump is
removed. The friction of the soil along the suction anchor and lateral soil
resistance generates the holding capacity of the suction anchor. The suction
anchor is capable of withstanding both horizontal and vertical loads.

Again only used for units that are to remain on station for long periods,
expensive to install and remove.

Vertical Load Anchor

A new development is the vertical load anchor (VLA). The vertical load anchor
is installed like a conventional drag embedment anchor, but penetrates much
deeper.

When the anchor mode is changed from the installation mode to the vertical
(normal) mode, the anchor can with stand both horizontal and vertical loads.

Mainly used in deep water where taut leg mooring systems are being
deployed.

The Stevmanta is such a vertical load anchor based on an industry demand


for an anchor that could withstand vertical loads.

The tradition anchor shank has been replaced by a system of wires


connected to a plate.

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Stability 2 Mooring Systems and Environmental Effects

Section through one leg of a mooring system.

Windlass

Fairlead

Catenary of
cable

Tangent
Point
Sea Bed Anchor

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Stability 2 Mooring Systems and Environmental Effects

Position of Unit KG and Mooring System KG at Operating Draft

Operating
Draft

Unit KG

Mooring
System KG

Calculation of Vertical Pull Down of Anchor Tensions

In the Marine Operations Manuals of most units there will be tables for the
calculation of the vertical component of mooring line tension, all that is usually
required for the calculation is the depth of water below the lower fairlead and
the tension measured at the windlass.

If such tables are not available then a simple formula can be used:

V = √ [2 Fdw - (dw)²]

V= Vertical Component of mooring line tension


d= Water depth below the lower fairlead in feet.
F= Tension at the windlass in pounds.
W= weight in lbs. /ft. of the ½ catenary.

Catenary calculations can be found in ‘The Oil Rig Moorings Handbook’


written by Captain J. Vendrell, this book should be available on all semi-
submersible units.

It contains much useful formula for both wire and chain mooring systems.

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Stability 2 Mooring Systems and Environmental Effects

Horizontal
Component
of Mooring
Line tension

Cable
Tension
Measured at
Windlass

Vertical
Component
of Mooring
Line Tension

Example of a table for the calculation of the vertical component of


anchor cable tension.

Vertical component of cable tension in tonnes

Chain Water Depth in Metres


tension
in tonnes 50 100 150 200 250 300 350 400
40 21 28 33 36 39 - - -
60 26 36 42 48 52 55 57 50
80 30 42 50 57 62 66 70 73
100 34 47 57 64 71 76 81 85
120 37 52 63 71 79 85 90 95
140 40 56 68 78 86 93 99 104
160 43 60 73 83 92 100 107 113
180 45 64 78 89 98 107 114 121
200 48 67 82 94 104 113 121 129
220 50 71 86 99 110 119 128 136
240 53 74 90 103 115 125 134 142
260 55 77 94 108 120 130 140 149
280 57 80 98 112 125 136 146 155
300 59 83 101 116 129 141 151 161

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Stability 2 Mooring Systems and Environmental Effects

For a chain tension of 60 tonnes in water depth of 250 metres the vertical
tension would be 52 tonnes.
This value would then be used in the calculation of stability.

Note: the vertical tension has to be calculated for each anchor leg.

Effect of Line Failures.

Should a mooring line fail for any reason (breakage – loss of all tension) this
will have an effect on the stability of the unit and also on the heel and trim.

The loss of anchor tension will have the same effect as losing a weight from
that particular area of the unit.

Tensions on the remaining moorings must be adjusted and the unit will
require ballast changes to stabilise the attitude of the rig.

Techco 700 Anchor Subtraction System.

The method for calculation of the vertical moment of the deployed mooring
system on the Techco 700 relies on the use of certain tables prepared by the
naval architect and contained in the Techco 700 Marine Operations manual.

The tables used are:

Table 3 and Form 3.

The information required in order to use these forms is:

• Water depth

• Amount of anchors and chain deployed

• Chain length in use

• Tension at the windlass

The anchor system subtraction forms part of the daily stability calculation and
must be completed when the unit is set up on each location.

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Stability 2 Mooring Systems and Environmental Effects

Once completed the calculation should not need to be repeated whilst the unit
is at that location unless there are large changes to the deployment of the
mooring system.

As the amount of chain and anchors deployed represents a weight


discharged from the chain locker, this weight obtained should be deducted
from the stability calculation. The unit Lightweight included the weight of
anchors and chains fitted to the unit.

To calculate the tons of chain deployed.

Chain deployed (s.tons) = average run out x 8 x Wt in lbs.


2000
Chain deployed (s.tons) = average run out x 8 x 89 lbs./ft.
2000

Chain deployed (s.tons) = average run out x 0.36

The change in the centre of gravity per foot of chain deployed has been
calculated by the naval architect and the figure is 0.0079.

The value of H, which represents the original centre of gravity of the chain in
the chain locker, has been listed for three conditions, 4000, 4500 and 5000
feet of chain fitted to the unit. (See Form 3, Techco 700 Marine Operations
Manual)

The first part of the vertical moment calculation can now be completed:

[(H - {0.0079 x av. run out}) x tons deployed]

The second part, the vertical component, is actually adding weight and
moment and this moment should be deducted from the value of the first part.

Table 3 gives the total vertical component for the anchor tension in s.tons. If
this figure is multiplied by the height of the fairlead above the keel, the total
moment to be deducted from the first part is obtained.

The height of the fairlead above the keel for the Techco 700 is 48 ft.

48 x Value from Table 3.

The final calculation now becomes:

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Stability 2 Mooring Systems and Environmental Effects

[(H - {0.0079 x av. run out}) x tons deployed] - (48 x Value from Table 3.)

The total weight corresponding to the moment obtained from the above
calculation is the difference between the tons deployed and the tons
suspended from the unit obtained from table 3.

It must be realised that because the total figure for tons deployed is larger
than the value from Table 3, the final figures calculated for weight and vertical
moment should be deducted from the final summation of the stability report.

In fact the unit VCG has been reduced and the stability has been improved
due to the deployment of anchors and chain.

An example of the calculations required to complete the anchor chain


subtraction system is detailed on the following page.

In the example the water depth is 650 ft. and 4000 feet of chain is fitted to all
8 anchors. Chain run-out and anchor tensions are as listed in the example.

Anchor System Subtraction


( Complete this for every set up on a new site )

Water Depth 650 feet Rig Heading 315°°

Anchor Chain Out Tension Compass


Number ( feet ) (Thousand lbs.) Direction
( Degrees )
1 3280 198 337
2 3300 200 022
3 3320 200 067
4 3310 202 112
5 3300 202 157
6 3300 198 202
7 3280 198 247
8 3310 202 292
Totals 26400 1600
Average 3300 200

1. Chain Tons Deployed


0.36 X ( Av. run out )

= 0.36 X .....3300...... = .....1188.... Tons ( enter below )

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Stability 2 Mooring Systems and Environmental Effects

2. Chain Subtraction
( Tons Deployed - Value from Table 3 )

= ( 1188 ) - ( 506 ) = ........682......Tons ( enter below )

3. Chain Subtraction Vertical Moment ( VM ) ( see Form 3 )

[ ( H - { 0.0079 X Av. run out } ) X Tons Deployed ] - ( 48 X Value from Table 3 )

= [ ( 85 - { 0.0079 X 3300 } ) X 1188 ] - ( 48 X 506 )

= [ ( 85 - { 26.07 } ) X ( 1188) ] - ( 24288)

= [ 58.93 X 1188 ] - 24288


= 45721 s.ton / ft. ( enter below )

Item Tons VM LM
Chain Subtraction ( 2 & 3 Above ) 682 45721 0
Buoys/Pendants/Crown Chain 43 3923 -2989
Anchors and Swivels ( Form 3 ) 125 3125 0

TOTAL ANCHOR SYSTEM SUBTRACTION + 850 + 52769 - 2989

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Stability 2 Mooring Systems and Environmental Effects

The total anchor system subtraction must be carried forward to the final
summation page.

It must be remembered that the totals for weight (s.tons) and vertical moment
although they are positive must be subtracted from the totals in the final
summation, for the reasons explained previously.

The longitudinal moment will in fact be added.

See the example below:

TECHCO 700 DAILY REPORT


RIG LOADING - FORM 1

FINAL SUMMATION
Item Tons VM LM
Total Deck Load 3000 409488 - 128916
Total Hull Load 9308 96988 +120444
Lightship ( Mast Up ) Cross One 13585 1095465 +7455
Lightship ( Mast Down ) Out ***********
Sub - Totals 25893 1601941 - 1017
Less Anchor System Subtraction - 850 - 52769 +2989

CALCULATED TOTALS 25043 1549172 +1972

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Stability 2 Mooring Systems and Environmental Effects

Unit Motions in a Seaway

The motion of a unit in a seaway can for convenience be considered as:


Movement Along (translation) or Movement Around (rotation)

Any of the principle axes through the Centre of Gravity of the unit.

Yaw

Pitch
Roll

Surge
Sway

Heave

Thus a unit has six modes of motion or ‘degrees of freedom’, these are:

1. Surging 2. Swaying 3. Heaving

These motions being translations along an axis.

4. Rolling 5. Pitching 6. Yawing

These motions being rotations around an axis.

All six of these motions are probably taking place at the same time although
for a semi-submersible unit rolling, pitching and heaving will tend to
predominate.

With a stable unit at rest on a calm sea these movements can be caused only
by the application of external forces such as wind and waves.

Operations can take place from a floating unit when motion is kept within
certain limits and great care is taken to design units to keep motion to a
minimum so as to ensure maximum operational time.

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Stability 2 Mooring Systems and Environmental Effects

Periodic Motion

Periodic motion is motion, which takes place at regular time intervals such as
the motion of a pendulum.

The time to travel from one extreme position to the opposite one and back
(or one cycle) is called the natural period (T), and the number of complete
cycles per second is called the frequency (f).

f= 1 where f = number of cycles per second


T and T = period in seconds

The maximum deflection from the rest position is called the amplitude.

Naturally if the pendulum is allowed to run down with no further energy input,
the amplitude will decrease due to air resistance and friction at the
suspension point until it comes to rest.

This is known as damping and naturally damping in water will be more


pronounced than damping in air due to the difference in density.

If on the other hand energy is fed into the pendulum in time with the natural
period then the amplitude will become larger and larger.

This condition of unlimited increase in amplitude is called resonance and the


frequency at which it occurs is called the critical or resonance frequency.

For a floating unit a certain amount of water will tend to move with the unit.
This amount of water, which will depend on the shape of the submerged part
of the unit, is called the added mass, and may be as much as 50% of the
mass of the unit for some of the motions of a unit in a seaway.

Synchronous Motion

The energy to produce motion in a floating unit comes largely from waves. If
the wave frequency or period were to co-incide with the unit’s natural
frequency or period for any of the possible motions then resonance and thus
extremes of motion would tend to occur.

This is known as synchronous motion.

When the period of the wave is different from that of the unit and is regular,
the waves will tend to impose their own period on the unit and this is known
as forced rolling for motions about a longitudinal axis.

Normally the period of waves is not constant and a unit will tend to revert to its
own natural period.

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Stability 2 Mooring Systems and Environmental Effects

The aim of the designer of a semi-submersible unit is to produce a unit that


will minimise motion and give maximum operational time.

The period of a wave is the time between successive wave crests passing a
fixed point.

The period of waves likely to affect a unit operating offshore varies for
different areas, longer wave periods being experienced where the fetch is
greatest, but periods will probably lie in the range 6 to 15 seconds at the
most.

The designer must therefore try to ensure that the unit’s natural periods of
motion are outwith this range.

Fetch is the distance the wind can travel over the sea between a land mass
and the unit, in the areas to the west of Shetland this distance is enormous,
winds from the west travel over large expanse of water and generate long
wave/swell periods.

In the North Sea periods are much less due to the proximity of land, the
longest wave/swell periods being generated when the wind is in a northerly
direction.

Roll and Pitch Periods.

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Stability 2 Mooring Systems and Environmental Effects

It can be shown that the natural period for roll and pitch, ignoring the effects
of damping, is given by an equation of the form:

T= constant x k
√GM

where:

T = natural period of roll or pitch in seconds


k = radius of gyration ( or polar radius) about the appropriate axis
GM = metacentric height

The radius of gyration -k - varies with the weight and the distribution of weight
within the unit.

The constant takes account of gravity, angular acceleration and added mass.

For a body rotating about an axis the moment of inertia (i), of the body is
given by the sum of the elements of mass making up the body, multiplied by
the square of their distances from the axis of rotation.
2
Thus ‘i‘ has dimensions of mass x (length) .

If i is divided by the mass of the body then the resulting value is of dimensions
(length )2.

This is denoted by ‘ k2 ‘ and ‘ k ‘ is the radius of gyration of the body about the
given axis.

Thus i = m k2

i.e. if the mass of the body were concentrated at distance k from the axis, the
resulting ‘ i ‘ would be the same.

Therefore if most of the mass were concentrated at the axis of rotation in a


unit, the smaller ‘ k ‘ would be and vice versa.

From the equation for period of roll and pitch it can be seen that ‘T’ will be
large for a large radius of gyration ‘k’, or for small GM.

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Stability 2 Mooring Systems and Environmental Effects

A large ‘k’ requires a large unit, that is expensive to build, but a small GM is
readily obtained for a semi-submersible at operating draft. However GM must
be large enough to meet stability requirements, so a compromise is
necessary and the designer aims for this.

There are several approximate equations for the derivation of roll and pitch,
the most usual one being:

T= 0.44 B
√ GM

The influence of the operator on the motion is limited but should note that:

• Motion will be most severe when wave period coincides with unit’s natural
period.

• Unit’s natural period depends to some extent on distribution of deadweight


and GM

• At transit draft GM will be large so roll and pitch periods will be short giving
rapid motions and the unit may suffer damage (racking stresses) to
structure at column tops, bracing and tubular nodes. Ballasting to deep
draft is advisable to reduce motions.

Heave Periods.

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Stability 2 Mooring Systems and Environmental Effects

It can be shown that the natural period of heave for a unit is given by an
equation of the form:

T= constant x
√ ∆
A

Where :

T = Natural period of heave.

∆ = Displacement of unit with allowance for added mass.

A = Area of waterplane

It can be seen from the above equation that ‘T’ will be large when:

• Displacement is large

• Added mass is large

• Waterplane area is small

Large displacement and large added mass require a large unit that again is
expensive to build.

However for a semi-submersible, when at operating draft, the waterplane area


is relatively small but it must be large enough to give adequate stability and
adequate TPI values to avoid excessive change of draft for change of load.

A large modern semi-submersible unit can be designed to have a heave


period of about 18 seconds and roll and pitch periods of 27 seconds or more
and still meet all other stability requirements.

Surge, Sway and Yaw Periods.

These are almost always large for a semi-submersible and so are unlikely to
cause concern.

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Stability 2 Daily Stability Reports

Section 9 Daily Stability Reports

Objective:

To familiarise operators with the daily stability calculations.

Subjects covered:

• Computerised stability programmes

• Manual stability programmes

• Weight Control

• Information from remote sensors

• Calculation errors

• Use of Marine Operations Manual

• Daily Stability Calculations

Daily Calculation of Stability.

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Stability 2 Daily Stability Reports

The purpose of the daily calculation is to:

• Ensure that the unit is being operated within the stability limits laid down by
the designer and regulation.

• Ensure that the unit can accept the loads that are required for the
operation.

• Enable planning for adverse weather conditions

• Enable action planning for damage control

• Verify to senior personnel both offshore and onshore that the unit is being
operated in a safe and efficient manner.

Methods of calculation

There are two methods of carrying out the daily stability calculation, by use of
a computer programme or by hand calculations.

The computer programme is the most common method of calculation being


much quicker than the manual calculation but both methods rely on the input
of the operator for accuracy of results.

The information required for the calculation by either method is similar, the
current unit lightweight and the weights and centres of gravity of all items
onboard, (deckload or hull loads), mooring system details and operational
loads.

The computer programme is required to be approved for use by the certifying


authority and the integrity of the programme must be maintained. There
should be at least two copies of the programme stored in a secure place, one
onshore and one offshore, additionally there will be a working copy for use by
the operator.

Alterations to the programme are only to be carried out by an authorised


person and such alterations need to be advised to the certifying authority.

As previously mentioned any modifications to the unit must be entered into


the stability programme, major modifications may require the programme to
be re-written.

The manual calculation sheets must also be amended to reflect any changes
to the unit lightweight.

Accuracy of Information.

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Stability 2 Daily Stability Reports

It is obvious that the information that is entered into the stability calculation is
as accurate as possible if accurate results are to be obtained.

It is important that the methods employed to obtain this information are


reliable. Quite a large proportion of the information that is entered into the
computer programme is obtained from remote sensing systems. These
systems, for instance, calculate liquid contents weights, centres of gravity and
free surface moments for the hull tanks, it is extremely important therefore
that these systems are calibrated on a regular basis.

Draft readings supplied to the programme are also provided by sensors, these
sensors will also require calibration to ensure accuracy.

A regular check on the hull tank sensors should be carried out by hand
sounding all tanks on a regular basis.

Mooring line tensions, line out and riser tension information is obtained from
measuring devices, these devices should also be checked and calibrated at
regular intervals.

Deck load forms a major part of the total load of a drilling unit and it can
present problems when estimating weights and centres of gravity. It is
common practice to have deck- loading plans made up so that the location of
weights and their transverse and longitudinal centres of gravity can be easily
defined.

When estimating the weights of equipment on board, a record of items


received on board from supply vessels should be kept, during loading of
cargo the weights of equipment stated on the vessel manifest should be
checked against the weight registered on the crane weigh-load system.

Listings of standard items such as drill pipe, casing, riser etc., should be kept
on board for future reference. For contractors equipment if the weight is not
readily available a call to the contractor’s office will usually produce the
required result.

The weight and centres of gravity of items that are offloaded from the unit is
also essential for accurate stability calculations to be carried out.

The calculation, regardless of what method it used, will only be as accurate as


the input information.

Results of the Stability Calculation.

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Stability 2 Daily Stability Reports

When the stability calculation has been carried out the following information
will be available:

• Calculated Draft of the unit at the 4 corner columns.

• Variable Deck Load of the unit.

• Calculated KG (VCG) of the unit.

• Displacement of the unit.

• Trim and Heel of the unit.

The actual draft of the unit, obtained by observation, will define the actual
displacement of the unit as defined in the unit Hydrostatic Tables.

The difference between this displacement and the calculated displacement is


known as ‘Deadweight Difference’. It is usual for the observed displacement
to be greater than the calculated displacement; there are a number of
reasons why this should be:

• Underestimation of weights onboard.

• Incorrect observation of draft, (it is difficult to obtain an accurate reading of


the drafts, even in calm weather, from the deck of a unit, the standby
vessel can often obtain a more accurate reading being closer to the
waterline).

• Incorrect readings from remote sensors.

• Mud and water trapped in chain lockers.

• Marine growth on the hull.

The deadweight difference should not exceed 200 s.tons for the Techco 700;
the marine operations manuals for the particular unit should be consulted for
what is an acceptable figure.

If the figure is excessive then investigations should be carried out to


determine the cause, it may be due to a mathematical error.

A rise in the difference figure, either gradual or sudden, should also be


investigated; it could be caused by leakage into a column void space or
tubular space.

If the cause of the deadweight difference cannot be accounted for, then some
allowance for the weight discrepancy must be made, it is usual to apply the

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Stability 2 Daily Stability Reports

weight difference at a KG slightly higher than the calculated KG, this will result
in an increase in the KG of the unit and a reduction in the KG margin.

This will ensure the unit stability in a safe condition.

After all there is some weight unaccounted for and it will affect the unit
stability.

The total variable deck load will give an indication of how much more
deckload can be accommodated, be very careful though because the effect
on the KG of the unit has to be taken into consideration.

Every ton of weight loaded on deck will increase the unit KG, and to maintain
the operational draft, a ton of ballast will have to be discharged; this will cause
a further increase in the unit KG.

The calculated KG of the unit can be compared with the allowable KG for the
unit in the present mode of operation and the KG margin calculated.

If the calculated trim and heel do not agree with the actual trim and heel.
Then this is not so much of a problem but will be a direct result of the
deadweight difference.

Unless required otherwise (for operational reasons), the unit should be kept in
an upright and even keel condition.

Benefits of Computerised Stability Calculations.

The main benefit of computerised stability calculations is the speed in which


they can be carried out.

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Stability 2 Daily Stability Reports

Once the weights (and centres of gravity in some cases) have been input for
those parts of the calculation which do not have remote sensor input, the
computer will complete the calculation.

There are no complicated calculations to be carried out by the operator.

Most computer programmes will calculate the free surface moments for
liquids in tanks, often applying the maximum moment regardless of the
sounding in the tank.

The programme is also a very useful planning tool, allowing forthcoming


cargo operations or unit drilling operations to be assessed as to the effect
they will have on unit stability.

Damage control cases and the recovery plans can be quickly assessed.

Planning the drafts and stability of the unit during the stages of major
ballasting operations can also be quickly achieved.

Benefits of Manual Stability Calculations.

The most significant benefit of stability calculation using the manual system is
a cross check against the computerised programme.

In order to obtain the maximum value from this method, as much information
as possible needs to be obtained by manual means, hand dipping of pontoon
tanks is one method of verification that remote sensors are in fact giving
accurate readings.

To complete the calculation manually is very time consuming and


mathematical errors can easily be introduced, if the results from the computer
programme do not reasonably agree with the manual calculation, checks
should be carried out to determine where the differences lie.

Most unit owners require that a manual stability calculation is carried out at
least once per month.

Copies of both computer and manual stability calculations should be stored


on board for a period of at least one year, shore offices may require copies to
be forwarded to their marine department on a regular basis.

Certain information from the stability report will be included on the operational
report forwarded to the shore office each day, this will include the following:

• Actual Variable Deck Load

• Actual KG (VCG)

• Allowable KG (VCG)

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Stability 2 Daily Stability Reports

• Actual Displacement

• Mean Draft

Stability calculations should always be carried out before the onset of severe
weather to ensure the safety of the unit and define deckload limits for storm
drafts.

Techco 700 Stability Report

The following exercise involves the calculation of stability using the Techco
700 daily stability report for a particular condition.

The Techco 700 Marine Operations Manual will be used extensively


throughout the calculation.

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Stability 2 Daily Stability Reports

The unit is loaded as detailed on the following page.

The method of calculation is as follows:

1. Complete the individual sections for deck loads

2. Calculate the total deck loads.

3. Calculate the total hull loads.

4. Calculate the anchor system subtraction. (see note on following page)

5. Complete the final summation.

6. Calculate unit VCG and LCG (note that TCG is not required).

7. Calculate Mean Draft using Calculated Displacement.

8. Calculate Deadweight Difference.

9. Calculate Free Surface Correction, (for transverse stability).

10.Calculate the final drafts Forward and Aft.

Note:

If the total free surface moment calculated at step 9 is less than 33,000
ft/tons, then there is no need to adjust the VCG, the Techco 700 naval
architects have already allowed for this amount in the calculation of allowable
VCG.

If a total moment of more than this figure is obtained, then 33,000 must be
deducted and the resulting value allowed for.

A full explanation of the Techco 700 free surface calculation is given in


section 10.

Unit Condition.

Drafts at columns PF 80.25’ SF 80.25’


PA 79.75’ SA 79.75’

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Stability 2 Daily Stability Reports

Water Depth 650 ft. Chain in Use 4000ft.

Complete the following area loading sections

Pipe Racks and Mud House Loads


Engine House Loads
Miscellaneous Deck Loads
Miscellaneous Mud House Loads
Drilling Area Loads
Setback Loads
Total Deck Loads

The following area loading sections have been completed

Liquid Consumables
Dry Bulk Storage
Sack Storage

Complete the Hull Loads section given the following information

Tank Number Sounding Note


B1 17.2 ft. Port and Starboard Hull tanks are
B2 Empty loaded identically
B3 Full
B4 * Full * includes column tank – 35’ level
B5 Full
B6 Empty
B7 * Full * includes column tank – 35’ level
B8 Full
B9 Empty
B10 15.0 ft.
DW1 18.5 ft.
B/DW2 Empty
FO 11.5 ft.

Note.

The anchor system subtraction calculation has been completed.

Pipe Racks and Mud House Loads ( Short Tons )

Pipe Racks OD No Jts. lbs/Jt. Tons VCG VM LCG LM

aset 2005 Section 9 Page 9 03/06/2008


Stability 2 Daily Stability Reports

Drill 5" None 150 -75


Pipe " "
" "
Roof Drill 9 1/2" 6 7040 150 -75
Collars 8" 9 4800 150 -75
Rack 6 3/8" " "
Casing " "
" "
Misc. " "
Tools " "

Drill 134 -75


Pipe " "
Port " "
Drill " "
Rack Collars " "
" "
30" 8 12000 134 -75
Casing 20" 25 3760 134 -75

Drill
Pipe
Stb’d
Drill
Rack Collars

13 3/8 140 2440 134 -75


Casing 10 3/4 170 2040 134 -75

21" 8 9435 37.7 135 5090 -75 -2828


Marine Riser 21" 10 Varies 22.3 135 3010 -75 -1672
21" 1 Uni- 8.3 135 1121 -75 -623
Flex

Slip Joint 21" 1 32000 133 -75

Totals

aset 2005 Section 9 Page 10 03/06/2008


Stability 2 Daily Stability Reports

Engine House Loads ( Short Tons )

Item Tons VCG VM LCG LM

Potable Water Tank ( PW1 ) 100 80.6 +116


Potable Water Tank ( PW2) 100 79.5 +109
Boiler Fuel Tank ( BFO ) 8 137 +109
Clean Fuel Tank ( FO1 ) 9 135 +92
Fuel Settling Tank ( FO2 ) 5 142 +92
Lube Oil Tank ( LO ) 8 135 +92
Engine Parts 5 133 +72
Diving Spares 2 133 +52
Electrical Spares 10 144 +47
Helicopter Equipment nil 157 +90
Lube Oil and Grease Storage 2 133 +20

Totals

Miscellaneous Deck Loads ( Short Tons )

Item Tons VCG VM LCG LM

Misc. Small Day Tanks 20 135 -16


Crew Gear 10 140 +75
Quarters Gear 5 140 +75
Quarters Food 10 144 +75
Helicopter Fuel 4 133 +56
Steel Plate and Pipe
Added Rig Construction
Buoys
Pendant Lines
Containers
Warehouse ( Below Deck ) 30 124 -4

Totals

aset 2005 Section 9 Page 11 03/06/2008


Stability 2 Daily Stability Reports

Liquid lbs. / Height Tons VCG VM LCG LM


Consumables Gall’n Feet

Reserve Mud Tank 1 16 7.0 148 134 19832 -47 -6956


Active Mud Tank 2A 14 7.0 65 " 8710 -51 -3315
Active Mud Tank 2B 14 7.0 39 " 5226 -70 -2730
Slugging Tank 2C MT " -70
Active Mud Tank 3 14 7.0 129 " 17286 -84 -10836
Reserve Mud Tank 4 16 7.0 148 " 19832 -103 -15244
Desander/Desilter Pit 14 6.5 27 " 3618 -50 -1350
Degasser / Desilter Pit 14 6.5 27 " 3618 -54 -1458
D'wks Cooling Water 8 141 1128 -40 -320
Drill water Day Tank 7 " 987 -53 -371
BOP Mix Tank 2 " 282 -100 -200
Anti-Freeze 2 " 282 -102 -204

Totals 602 80,801 - 42,984

Dry Bulk Storage lbs. / Height Tons VCG VM LCG LM


ft3 Feet
Tank 1 Cement 94 22 80 139 11120 -53 -4240
Tank 2 Cement 94 22 80 " 11120 -66 -5280
Tank 3 Cement 94 22 80 " 11120 -80 -6400
Tank 4 Barite 135 22 115 " 15985 -93 -10695
Tank 5 Barite 135 22 115 " 15985 -55 -6325
Tank 6 Cement 94 22 80 " 11120 -68 -5440
Tank 7 Cement 94 17 60 " 8340 -82 -4920
Tank 8 Barite 135 22 115 " 15985 -95 -10925
Cement Surge Tank 138 -85
Mud Surge Tank 1 140 -74
Mud Surge Tank 2 140 -78

Totals 725 100,775 -54,225

Sack Sack
Storage No. of Sacks Tons Storage No. of Sacks Tons

Barite 2000 100.0 CMC Reg. 520 13.0


Gel 1000 50.0 Mica 550 15.0
Caustic 1000 25.0 Soda Ash 440 11.0
Lime 520 13.0 Walnut 205 5.1

Totals Tons VCG VM LCG LM


232.1 136 31,566 -75 -17,408

aset 2005 Section 9 Page 12 03/06/2008


Stability 2 Daily Stability Reports

Miscellaneous
Mud House Loads Tons VCG VM LCG LM
Geologist Supplies 1.1 143 -47
Subsea Spares Room 2.0 134 -46
Drilling Tools Room 2.0 140 -46
Paint Locker 1.7 141 -46
Welding Shop 1.0 134 -46
Pump Parts Store 1.0 134 -75

Totals

Drilling Area Loads ( Short Tons )


Equipment Tons VCG VM LCG LM
S.BOP on Spider Beams ( 192 st ) 138
Top Half on Deck ( 65 st ) 137
Bottom Half on Deck ( 127 st ) 140
Test Equipment 20 133 0
P.BOP on Spider Beams ( 192 st ) 138
Top Half on Deck ( 65 st ) 65 137 -21
Bottom Half on Deck ( 127 st ) 127 140 +21
Test Equipment 133
Riser Tension ( Average ) 150 185 0
Hook Load ( Average ) 110 169 0
Guide Structures 133
BOP Tools 5 132 0
Derrick Floor Tools 15 172 -5
Possum Belly Tank 8 140 -30

Totals

Setback Loads
( Short Tons )
OD No. lbs./Jt Tons VCG VM LCG LM
Jts
Drill 5" 100 600 +215 -11
Pipe
Drill 63/8" 6 2784 +215 -11
Collars
Casing

Marine
Riser

Totals

aset 2005 Section 9 Page 13 03/06/2008


Stability 2 Daily Stability Reports

Total Deck Load


( Short Tons )

Item Tons VM LM

Pipe Racks

Mud House Area -


Liquid Consumables
Dry Bulk Storage
Sack Storage
Miscellaneous

Engine House

Miscellaneous Deck Loads

Drilling Area Loads -


Equipment
Setback

TOTAL CALCULATED
DECK LOAD

aset 2005 Section 9 Page 14 03/06/2008


Stability 2 Daily Stability Reports

Hull Loads ( Short Tons )

Tank Port Pontoon Tons VCG VM LCG LM


PB5 +55
PB8 -55
PB4 +52
PB7 -52
PB1 +127
PB10 -127
PB2 +92
PB3 +92
PB9 -92
PB6 +17
PDW2 ( one -20
PB only ) -20
PDW1 -20
PFO +17

Totals

Tanks Stb’d Pontoon Tons VCG VM LCG LM


SB5 +55
SB8 -55
SB4 +52
SB7 -52
SB1 +127
SB10 -127
SB2 +92
SB3 +92
SB9 -92
SB6 +17
SDW2 ( one -20
SB only ) -20
SDW1 -20
SFO +17

Totals

Total Port Pontoon

Total Both Pontoons

Note: If Port and Starboard Pontoon loads differ by more than 400 tons poor deckload
distribution is indicated. This should be corrected.

aset 2005 Section 9 Page 15 03/06/2008


Stability 2 Daily Stability Reports

Anchor System Subtraction


( Complete this for every set up on a new site )

Water Depth 650 feet Rig Heading 315 °

Anchor Chain Out Tension Compass


Number ( feet ) ( Thousand lbs. ) Direction
( Degrees )
1 3280 198
2 3300 200
3 3320 200
4 3310 202
5 3300 202
6 3300 198
7 3280 198
8 3310 202
Totals 26400 1600
Average 3300 200

1. Chain Tons Deployed


0.36 X ( Av. run out )

= 0.36 X .....3300...... = .....1188.... Tons ( enter below )

2. Chain Subtraction
( Tons Deployed - Value from Table 3 )

= ( 1188 ) - ( 506 ) = ........682......Tons ( enter below )

3. Chain Subtraction Vertical Moment ( VM ) ( see Form 3 )

[ ( H - { 0.0079 X Av. run out } ) X Tons Deployed ] - ( 48 X Value from Table 3 )

= [ ( 85 - { 0.0079 X 3300 } ) X 1188 ] - ( 48 X 506 )

= [ ( 85 - { 26.07 } ) X ( 1188) ] - ( 24288)

= [ 58.93 X 1188 ] - 24288


= 45721 s.tons / Ft ( enter below )

Item Tons VM LM
Chain Subtraction ( 2 & 3 Above ) 682 45721 0
Buoys/Pendants/Crown Chain 43 3923 -2989
Anchors and Swivels ( Form 3 ) 125 3125 0

TOTAL ANCHOR SYSTEM SUBTRACTION + 850 + 52769 - 2989

aset 2005 Section 9 Page 16 03/06/2008


Stability 2 Daily Stability Reports

TECHCO 700 DAILY REPORT


RIG LOADING - FORM 1

FINAL SUMMATION
Item Tons VM LM
Total Deck Load
Total Hull Load
Lightship ( Mast Up ) Cross One Out 13585 1095465 +7455
Lightship ( Mast Down ) ***********
Sub - Totals
Less Anchor System Subtraction - 850 - 52769 +2989

CALCULATED TOTALS

REVIEW
1.

Calculated VCG = VM = Ft.


Allowable VCG = Ft. (from Table 1 adjusted for FSE if applicable)


Calculated VCG = Ft.
VCG Margin Ft.

2.

Calculated LCG = LM = Ft.


∆ (+ Fwd. - Aft.)

3.
Average Draft at Columns = Ft.

Displacement (from Table 2) = s.tons


Calculated Displacement = s.tons
Deadweight Difference = s.tons

Calculated displacement should equal displacement obtained from draft


readings.

A difference of more than 200 tons should be investigated and if possible


corrected.

aset 2005 Section 9 Page 17 03/06/2008


Stability 2 Daily Stability Reports

Calculation of Reduction of VCG

Tank Number Sounding FSM Port FSM Stb’d Total FSM

Total FSM all tanks

Total FSM = Reduction of VCG =


Calculated ∆

Note:-
Reduction not to be applied to VCG if total FSM is less than 33,000 ft.tons.

Calculation of final drafts Forward and Aft.

(Obtain MT1° from Hydrostatic tables at calculated mean draft with the
calculated KG and apply trim to calculate mean draft.)

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