Professional Documents
Culture Documents
Stability 2
Contents
Section 1 Introduction
Day 3 Ballast Systems & Main Ballast & Bilge Systems. Secondary Ballast
Morning Control Systems. Ballast Control Room Operators Duties.
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.
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
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.
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)
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
Formulae
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 Displacement
Sine = Opposite
Hypotenuse
Cosine = Adjacent
Hypotenuse
Tangent = Opposite
Adjacent
TMD = Mean Draft Aft +/- (Trim x Dist. from Aft Draft Marks to CoF)
Length between draft marks
Or
Where
w = Weight moved in short tons
d = Distance weight moved in feet
∆ = Actual weight of unit at time of inclining
Definitions
Centre of Floatation or Point at which the unit balances along the longitudinal
‘CoF’ or ‘F’ axis, not always at mid length.
Operating Manuals
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 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:
• 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.
• 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.
The Marine Operations section of the manual should make specific reference to the
following:
• Guidance for the maintenance of adequate stability and the use of the provided
stability data.
• 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.
• 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.
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:
List of Figures
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.
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.
Table 2
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.
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°).
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.
The maximum free surface moment occurs at 10.5 ft. depth, which is exactly
half height of a hull tank (21 ft.).
Due to the shape of the hull tanks the curves for these tables are not linear
so use with caution.
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.
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).
This format is peculiar to Sedco and the calculations will be covered during
the course.
Again this format is peculiar to Sedco and will be explained during the
course.
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.
One point to note that the form does not include any Transverse moment
calculation, only Vertical and Longitudinal moments.
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.
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 maximum draft is 95 ft.; survival draft 60 ft. and transit draft 20 ft.
Distance between
column centres 195 ‘
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 ‘
Objective :
Subjects covered:
• Use of Hydrostatics
• The Metacentre
• Inclining Experiment
• Maintenance of Lightweight
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.
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.
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.
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.
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).
Interpolation for any draft or displacement can then be done by following the
above methods.
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
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.
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.
A similar calculation is done to obtain the exact value for the MT 1 ° for draft
70 ft. and VCG 53 ft.
Again the same fraction of the difference between the values for the two
VCG’s is used to calculate the correction.
Carry out the following calculations using the Techco 700 Hydrostatic tables
1.
(g) MT 1 °
2.
(a) MH 1 ° (b) MT 1 °
3.
Answers:
1.
2.
3.
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.
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.
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.
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.
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)
The Metacentre
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.
The Tables of Hydrostatic Properties define the Moment to Change the total
Trim of the Unit for the draft ranges 15 to 21 ft.
A weight has been shifted onboard which has changed the total trim of the
unit by 1 “(or 1/12th foot.)
1 G to G1 = wxd
∆
5 GML = wxd
12 L ∆
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)
length
½ length
th
1/24 ft
th
1/24 ft
Angle θ
ML
G G1
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:
Shift of G = wxd θ
( G to G1 ) ∆
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°
The theory for MH1 ° is similar but GMT is substituted for GML
Example Calculation.
If the KMT was 72.50 calculate the MH1° using the same displacement
and KG
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.
BM = i
V
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
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.
Curves showing these values for different drafts and displacements will be
provided in the stability information portion of the marine operations manual.
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 = 7.5 ft.
KB = 5.0 ft. (½ Draft)
KM = 12.5 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.
A barge has the following dimensions: Length 70 ft. Beam 35 ft. and Draft 12
ft.
aset 2005 Section 2 Page 16 03/06/2008
Stability 2 Hydrostatics
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.
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.
There will usually be a written procedure for the carrying out of the test and
the procedure will define the following: -
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.
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.
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.
The results from the inclining test will be used to verify the hydrostatic data
supplied by the designer.
aset 2005 Section 2 Page 19 03/06/2008
Stability 2 Hydrostatics
• 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.
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 °.
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.
Inclining Distance
Weight weight
MT moved
Angle θ
Angle θ
Length of
Pendulum
G G1
Deflection of B
Pendulum
K Waterline
Calculation example.
∆ = 17090 s.tons.
During the test the following weights in addition to the lightweight were
present.
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.
Method of calculation.
1. Calculation of GMT.
17,090 2.65
GMT = 0.316 x 32.075
GMT = 10.14ft. in the inclined condition.
The hydrostatic tables can now be entered with the displacement to define
the KMT.
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.
Student Calculation.
Answers:
Maintenance of Lightweight.
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.
Information to be recorded: -
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.
Deadweight Survey.
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.
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.
If the discrepancy cannot be reasonably resolved then the authority may call
for a re-incline - an expensive business.
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”.
The effects of free surface on the stability of the unit can be summarised as
follows: -
• 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.
• 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.
It is not possible to get rid of free surface effect altogether but there are ways
of reducing it.
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.
G to Gv = i x d1
V d2
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.
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.
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).
Using the formula for the calculation of the free surface moment
1.
L x B³ X 64
12 2000
40 x 25³ X 64
12 2000
2.
L x B³ X 64
12 2000
25 x 40³ X 64
12 2000
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.
Objective :
Subjects covered:
In this section the Hydrostatic tables for the Techco 700 will be used for the
calculations.
Distance between
column centres195 ‘
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 ‘
Shift of G = wxd
( G to G1) ∆
Trimming Moment = w x d
Example 1
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.
Example 2
aset 2005 Section 3 Page 4 03/06/2008
Stability 2 List & Trim
Method of calculation
∆ = 16315 s.tons
KMT = 430 ft.
GMT = KMt - KG
= 430 - 78
GMT = 352 ft.
Example 3
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
∆ = 16315
GMt = KMT - KG
= 430 - 78
GMt = 352 ft.
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.
Method of calculation.
∆ = 16315
KMT = 430 ft.
GMT = KMT - KG
= 430 - 78
GMT = 352 ft.
(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
(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.
Example 4
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
Example 5
Method of calculation
Change of Draft due change of trim = - 0.51 ft. Fwd + 0.51 ft. Aft
(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.
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 :
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.
Angle of Trim
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.
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.
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.
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.
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.
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.
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.
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.
Answers
2.
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.
Objective :
Subjects covered:
• Ballast systems
• Bilge systems
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 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.
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.
It should be provided with the following indicating and control systems where
applicable:
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.
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
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.
All ballast control and indicating systems should be operable in both normal
conditions and in the event of main power failure.
Watertight Integrity.
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.
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
2. A table which lists the following for items 1, (iv), (v) and (vi) above:
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.
Limit the number of tanks in operation to reduce free surface and enable
close control of the operation.
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.
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.
Ballasting Procedures
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.
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.
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.
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.
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.
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.
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
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.
The Ocean Ranger was lost due mainly to problems with the ballast control
system.
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.
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.
• Partial loss of buoyancy of one or more of the corner columns or total loss
of buoyancy of any single tank.
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.
Bilge Systems
The MODU Code states the following requirements regarding bilge pumping
systems:
Arrangements are to be made whereby water in the compartment may find its
way to the suction pipes.
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.
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.
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.
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.
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.
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.
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.
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.
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:
• 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.
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.
• 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
• 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.
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;
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 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.
Pollution Prevention
A check list should be employed when carrying out such operations. Points to
be considered are as follows:
• 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.
• Agree with the transfer vessel the maximum rate for the transfer and
the amount to be transferred.
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.
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.
Case Study
Ocean Ranger
NTSB – Mar – 83 – 2
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.
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.
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.
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.
Ballasting Requirements
ODECO stated that they had designed the Ocean Ranger to survive the
following damage scenario: -
Ballast tanks PT-2, PT-3, ST-2 and ST-3 were to be kept at least 42 % 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 :-
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.
Portlight C
Port light D
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.
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.
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.
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.
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.
If electrical power to the control console was lost, the solenoid valves could be
controlled manually by inserting an actuating rod into each solenoid.
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.
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.
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.
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.
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 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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 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, 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.
Objective:
Subjects covered:
• Design Loads.
• Wind Loading.
• Structural Analysis.
• Materials.
• Construction Portfolio.
• Stress Calculation.
MODU Code.
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.
Limiting design data for each mode of operation should be stated in the
operating manual.
Wind Loading
Structural Analysis
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.
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.
Materials
Construction Portfolio
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.
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.
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.
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:
Any other equipment or fittings that do not form part of the lightweight.
In any condition of loading a unit must meet the required minimum stability
requirements laid down by the Certifying Authority and the MODU Code.
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.
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:
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 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 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.
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.
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.
The maximum weight per square foot on any part of the deck.
Example:
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.
Problem 1.
Problem 2
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)
(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)
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.
(1)
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.
Subjects Covered:
• Types of Damage
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.
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.
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
Protected Zone
Waterline
5m
3m
Vulnerable
Zones
Waterline
5m
3m
Damage Penetration
1.5m
5m Waterline
Vulnerable
Zone 3m
3m
1.5m
Waterline
5m
3m
3m
1.5m
• 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 Marine Operations Manual should contain information of how to deal with
flooding caused by damage, both external and internal, to 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.
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.
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.
Distance between
column centres
195 ‘
Draft Marks
Draft Marks
112.5 ‘ 75 ‘
18 ft. diameter
Column
97.5’
30 ft. diameter
Column
112.5’
Draft Marks
Draft Marks
Distance between
Draft Marks 225 ‘
With this method the calculation is based on the assumption that the flooded
part of the damaged unit is open to the sea.
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).
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.
With the added weight method the calculation of damaged stability is based
on the assumption that weight has been added in the damaged compartment.
Whatever the damaged stability calculation method is used, the result is the
same:
• 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.
Permeability
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.
It is required to calculate the drafts at each corner column after the flooding
occurs.
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.
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.
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.
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.
The vertical moment for the unit before damage is obtained from the last
stability report, which is printed on the following page.
At 74.48 ft. draft & KG 60.88 ft. MT1° = 5522.2 and MH1° = 4472.7
Change of Draft (CoH) = 112.5 x Tan 13.02° = 26.01 ft. + Port - Stb'd
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
3. Actual LCG = 0 for Trim Unit. (For Moment to Trim see Table 2)
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)
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.
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.
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.
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.
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
REVIEW
3. Actual LCG = 0 for Trim Unit. (For Moment to Trim see Table 2)
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 )
Problem 1.
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.
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.
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.
Problem 4.
Problem 1.
Problem 2.
Problem 3.
Problem 4.
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.
Heeling Moment
Moments “A” Curve due to weight
Ft/Tons added off centreline
Resultant
angle of list
As area ‘A’ represents the residual righting moment, the curve may be re-
drawn measuring residual ordinates as shown below:
“A”
Resultant
angle of list
Heeling
Moment
ft./tons
Righting Moment
Curve
Down Flooding
Area “C” Area “B”
Angle
Heeling moment
curve due to weight
added off centreline
Down Flooding
Angle
The curves of wind heeling moments should be drawn for wind forces
calculated by the following formula:
F = 0.5Cs Ch P V² A
Where:
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.
Shape Cs
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
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
Centre of Gravity of
windage area
Wind Force
Waterline
Wind
Heeling
Lever
Centre of Gravity of
underwater area
Line of centre of
lateral resistance
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.
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)
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.
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
Value of GZ to
Plot
Waterline Z
G
θ
Correction for
KG
N
KN = Value
taken from KN
curves
KN Curve
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.
Heel Angle 5° 10° 15° 20° 25° 30° 35° 40° 45° 50°
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
8 GZ Positive
6
5
1
0
5 10 15 20 25 30 35 40 45 50
1
2
3
4
5
GZ Negative
Heel Angle 5° 10° 15° 20° 25° 30° 35° 40° 45° 50°
KN
KG Sin Angle
GZ (to plot)
Objective:
Subjects covered:
• Anchor Systems
• 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.
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.
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.
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.
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:
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.
If the water depth is 600 ft. then the maximum offset for an angle of 3 ° would
be: -
Cable Tensions
Anchor proof tensioning should never be carried out beyond 500,000 lbs.,
which is 50% of chain breaking strength.
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.
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.
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.
Wear on cables and stresses on the unit will be dependent upon movement
of the unit and cable working tension.
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.
Note:
The allowable KG’s found in the marine operating manual assume that the
unit is floating free of any anchor restraint.
Mooring Systems
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.
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.
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.
Shackles
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
Anchoring Point
Deadweight Anchor
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 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.
Design, testing and the types of soils, which the anchor will be expected to
perform in, determine anchor efficiency.
A number of anchor types and their particular qualities are presented on the
following pages.
Class A
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
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.
Class C
Anchors with open crown hinge near the centre of gravity and relatively short
shank and stabilisers or built in stabilisers.
Class D
Anchors with hinge and stabilisers at the rear and relatively long shanks and
stabilisers.
Offdrill
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,
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.
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.
Windlass
Fairlead
Catenary of
cable
Tangent
Point
Sea Bed Anchor
Operating
Draft
Unit KG
Mooring
System KG
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]
It contains much useful formula for both wire and chain mooring systems.
Horizontal
Component
of Mooring
Line tension
Cable
Tension
Measured at
Windlass
Vertical
Component
of Mooring
Line Tension
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.
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.
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.
• Water depth
The anchor system subtraction forms part of the daily stability calculation and
must be completed when the unit is set up on each location.
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.
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:
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.
[(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.
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.
2. Chain Subtraction
( Tons Deployed - Value from Table 3 )
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
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.
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
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:
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.
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).
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.
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.
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.
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.
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.
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:
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.
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.
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.
• 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.
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 :
A = Area of waterplane
It can be seen from the above equation that ‘T’ will be large when:
• Displacement is large
Large displacement and large added mass require a large unit that again is
expensive to build.
These are almost always large for a semi-submersible and so are unlikely to
cause concern.
Objective:
Subjects covered:
• Weight Control
• Calculation errors
• 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.
• 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 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 manual calculation sheets must also be amended to reflect any changes
to the unit lightweight.
Accuracy of Information.
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.
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.
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.
When the stability calculation has been carried out the following information
will be available:
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 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 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
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.
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.
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.
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.
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.
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.
Most unit owners require that a manual stability calculation is carried out at
least once per month.
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 KG (VCG)
• Allowable KG (VCG)
• 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.
The following exercise involves the calculation of stability using the Techco
700 daily stability report for a particular condition.
6. Calculate unit VCG and LCG (note that TCG is not required).
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.
Unit Condition.
Liquid Consumables
Dry Bulk Storage
Sack Storage
Note.
Drill
Pipe
Stb’d
Drill
Rack Collars
Totals
Totals
Totals
Sack Sack
Storage No. of Sacks Tons Storage No. of Sacks Tons
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
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
Item Tons VM LM
Pipe Racks
Engine House
TOTAL CALCULATED
DECK LOAD
Totals
Totals
Note: If Port and Starboard Pontoon loads differ by more than 400 tons poor deckload
distribution is indicated. This should be corrected.
2. Chain Subtraction
( Tons Deployed - Value from Table 3 )
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
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.
2.
3.
Average Draft at Columns = Ft.
Note:-
Reduction not to be applied to VCG if total FSM is less than 33,000 ft.tons.
(Obtain MT1° from Hydrostatic tables at calculated mean draft with the
calculated KG and apply trim to calculate mean draft.)