1.11010 Comprehensive Stability

Comprehensive
Stability
First Edition
MT
ML
ML
MT
BL
BT
BL
BT
LONGITUDINAL
TRANSVERSE
VESSEL-SHAPED RIG
TRANSVERSE
LONGITUDINAL
SEMISUBMERSIBLE-SHAPED RIG
T h e U n i v e rs i t y of T e xas
C o n t i n u i n g E d uc a t i o n
Petroleum Extension Service
PETEX
Comprehensive Stability
published by
T H E U N I V E RS I T Y OF T E XAS
CON T I N U I NG E D U C AT ION
PETROLEUM EXTENSION SERVICE
2005
Library of Congress Cataloging-in-Publication Data

Comprehensive stability1st ed.
p.
cm.
ISBN 0-88698-214-6
1. Stability.
QA871.C66 2005

627'.98dc 22
2005015568
2005 by The University of Texas at Austin

All rights reserved.
First Edition 2005, 2nd impression 2007
Printed in the United States of America
This book or parts thereof may not be reproduced in any
form without permission of Petroleum Extension Service,
The University of Texas at Austin.
Brand names, company names, trademarks, or other
identifying symbols appearing in illustrations or text are
used for educational purposes only and do not constitute
an endorsement by the author or publisher.
The University of Texas at Austin is an equal opportunity
institution. No state tax funds were used to print or mail this
publication.
Catalog No. 1.11010
ISBN 0-88698-214-6
TABLE OF CONTENTS
Objectives and Contents........................................................................................................................................................................................................................................ vii
Introduction ...............................................................................................................................................................................................................................................................ix
Chapter 1.
BASIC UNITS AND DEFINITIONS....................................................................................................................................................................................1.1

THE METRIC AND CONVENTIONAL SYSTEM.............................................................................................1.1

1.1
Units........................................................................................................................................................................ 1.1

BASIC UNITS.................................................................................................................................................................. 1.2

1.2
Quantities and Measurements for Stability Calculations...............................................................................1.2

1.3
Definitions.............................................................................................................................................................. 1.3

Exercise 1........................................................................................................................................................................... 1.10

Exercise 2........................................................................................................................................................................... 1.23
Chapter 2.
THE CENTER OF GRAVITY,THE CENTER OF BUOYANCY, AND THE METACENTER......................................................................2.1

2.1
Introduction........................................................................................................................................................... 2.1

2.2
The Center of Gravity...........................................................................................................................................2.1

2.3
The Center of Buoyancy.......................................................................................................................................2.2

2.4
The Metacenter...................................................................................................................................................... 2.3

2.5
The Height of the Metacenter (KM)...................................................................................................................2.4

2.6
The Stability Couple............................................................................................................................................. 2.5

2.7
The Metacentric Height (GM).............................................................................................................................2.5

2.8
The Righting Arm................................................................................................................................................. 2.5

2.9
The Righting Moment..........................................................................................................................................2.5

2.10 Stable Equilibrium................................................................................................................................................2.6

2.11 Neutral Equilibrium.............................................................................................................................................2.6

2.12 Unstable Equilibrium...........................................................................................................................................2.7

2.13 Stiff and Tender..................................................................................................................................................... 2.8

2.14 Transverse Versus Longitudinal Stability.........................................................................................................2.8

2.15 Categories of Stability........................................................................................................................................... 2.9

2.16 Summary................................................................................................................................................................ 2.9

Exercise.............................................................................................................................................................................. 2.13
Chapter 3.
CHANGE OF DRAFT, HEEL, AND TRIM......................................................................................................................................................................3.1

3.1
Mean Draft (MD)................................................................................................................................................... 3.1

3.2
True Mean Draft (TMD).......................................................................................................................................3.1

3.3
Change of Draft (COD)........................................................................................................................................3.2

3.4
Change of Trim (COT)Change of Heel (COH).............................................................................................3.2

Exercise................................................................................................................................................................................ 3.5
Chapter 4.
THE CALCULATIONS FOR G, B, AND M...................................................................................................................................................................4.1

4.1
Introduction........................................................................................................................................................... 4.1

4.2
The Effect of Weight Shifts on the Center of Gravity (G)................................................................................ 4.1

4.3
Recapitulation of Shift of G.................................................................................................................................4.7

4.4
The Position of B and M in Relation to K..........................................................................................................4.7

4.5
The Calculation for KB......................................................................................................................................... 4.8

4.6
Inertia......................................................................................................................................................................4.8

4.7
Calculation for BM................................................................................................................................................ 4.9

4.8
Summary of Static Stability for Small Angles................................................................................................. 4.11

Exercise.............................................................................................................................................................................. 4.12
iii
iv
COMPREHENSIVE STABILITY
Chapter 5.
HYDROSTATIC PROPERTIES............................................................................................................................................................................................... 5.1

5.1
Introduction........................................................................................................................................................... 5.1

5.2
Hydrostatic Property Information......................................................................................................................5.1

5.3
Draft........................................................................................................................................................................5.1

5.4
Displacement......................................................................................................................................................... 5.4

5.5
KB or VCB.............................................................................................................................................................. 5.4

5.6
LCB and TCB.........................................................................................................................................................5.4

5.7
The Waterplane Area (WPA).............................................................................................................................. 5.4

5.8
Short Tons Per InchTonne per cm (TPITPC)............................................................................................... 5.5

5.9
Longitudinal and Transverse Center of Flotation............................................................................................ 5.7

5.10 The Height of the Longitudinal Metacenter and Transverse Metacenter. KM L and KMT. .......................5.7

5.11 Moment to Heel or Trim 1 (MH1MT1). Moment to Trim or Heel 1 cm (MCTMCH)........................5.7

5.12 Tank Capacity Tables and Curves..................................................................................................................... 5.12

Exercise.............................................................................................................................................................................. 5.15
Chapter 6.
FREE SURFACE EFFECT............................................................................................................................................................................................................6.1

6.1
The Free Surface Effect on Stability....................................................................................................................6.1

6.2
Calculation of the Loss of GM Caused by the Free Surface Effect.................................................................6.2

6.3
The Effect of Bulkheads in Tanks on the Free Surface..................................................................................... 6.3

6.4
Summary................................................................................................................................................................ 6.3

6.5
The Tank Tables with Free Surface Effect..........................................................................................................6.3

6.6
Wet and Dry GM...................................................................................................................................................6.7

Exercise.............................................................................................................................................................................. 6.10
Chapter 7.
THE INCLINING EXPERIMENT............................................................................................................................................................................................. 7.1

7.1
Introduction........................................................................................................................................................... 7.1

7.2
The Preparation of the Inclining Experiment...................................................................................................7.1

7.3
The Principle of the Inclining Experiment........................................................................................................7.2

7.4
The Inclining Experiment Calculation............................................................................................................... 7.3

Exercise................................................................................................................................................................................ 7.5
Chapter 8.
STABILITY AT LARGE ANGLESSTABILITY CURVES..........................................................................................................................................8.1

8.1
Introduction........................................................................................................................................................... 8.1

8.2
Intact Statical Stability Large Angles.................................................................................................................. 8.2

8.3
The Curve of Statical Stability.............................................................................................................................8.3

8.4
The Cross Curves of Stability.............................................................................................................................. 8.4

8.5
Summary of Use of Cross Curve of Stability....................................................................................................8.5

8.6
The Curve of Righting Moments........................................................................................................................ 8.8

8.7
Dynamic Stability..................................................................................................................................................8.8

8.8
Damage Stability................................................................................................................................................. 8.10

8.9
Basic Damage Control Procedures................................................................................................................... 8.10

8.10 The Down-Flooding Angle................................................................................................................................ 8.10

8.11 The Maximum Allowable VCG......................................................................................................................... 8.10

Exercise.............................................................................................................................................................................. 8.13
Chapter 9.
STABILITY CALCULATIONS ON BOARD................................................................................................................................................................... 9.1

9.1
Introduction........................................................................................................................................................... 9.1

9.2
Loading Conditions..............................................................................................................................................9.1

9.3
The Anchor System Correction...........................................................................................................................9.3

9.4
The Maximum Allowable Area Loading........................................................................................................... 9.7

9.5
The Stability Calculations on Daily Report Forms...........................................................................................9.8

Exercise.............................................................................................................................................................................. 9.15
Table of Contents
Chapter 10. DAMAGE STABILITY.............................................................................................................................................................................................................. 10.1

10.1 Definition of Damage Stability.......................................................................................................................... 10.1

10.2 Causes of Damage Stability...............................................................................................................................10.1

10.3 Consequences of Damage Stability..................................................................................................................10.1

10.4 Permeability......................................................................................................................................................... 10.1

10.5 Reserve Buoyancy and Damage Stability........................................................................................................10.2

10.6 Watertight Integrity............................................................................................................................................ 10.2

10.7 Calculation of Damage Stability.......................................................................................................................10.2

10.8 The Added Weight Method...............................................................................................................................10.3

10.9 The Lost Buoyancy Method...............................................................................................................................10.5

10.10 Comparison Between Added Weight and Lost Buoyancy Methods...........................................................10.6

10.11 The Stability Curve for Damage Stability........................................................................................................ 10.6

10.12 Damage Control Procedure............................................................................................................................... 10.6

10.13 Damage Stability Calculation on Board...........................................................................................................10.9

Exercise............................................................................................................................................................................ 10.11
Chapter 11.
DESIGN AND CONSTRUCTION.....................................................................................................................................................................................11.1

11.1 Introduction......................................................................................................................................................... 11.1

11.2 Forces Working on the Floating Unit............................................................................................................... 11.1

11.3 Stress, Strain, and Yield...................................................................................................................................... 11.1

11.4 Fatigue.................................................................................................................................................................. 11.2

11.5 Shear Stress.......................................................................................................................................................... 11.2

11.6 Sagging and Hogging......................................................................................................................................... 11.2

11.7 Design Loading Conditions...............................................................................................................................11.2

11.8 Steel Quality......................................................................................................................................................... 11.4

11.9 Member Loading and Stress..............................................................................................................................11.4

11.10 Fatigue in Members and Connections............................................................................................................. 11.4

11.11 Load Curves on Drilling Vessels.......................................................................................................................11.7

11.12 Preloading on a Jackup......................................................................................................................................11.8

11.13 The Strength of the Jackup Structure............................................................................................................... 11.8

11.14 The Forces on the Jackup................................................................................................................................... 11.9

11.15 Structural Elements of the Jackup....................................................................................................................11.9

Exercise............................................................................................................................................................................ 11.10
ANSWER Key .............................................................................................................................................................................................................................................................A.1

Chapter 1............................................................................................................................................................................A.1

Chapter 2............................................................................................................................................................................A.3

Chapter 3............................................................................................................................................................................A.5

Chapter 4............................................................................................................................................................................A.6

Chapter 5............................................................................................................................................................................A.7

Chapter 6..........................................................................................................................................................................A.10

Chapter 7..........................................................................................................................................................................A.11

Chapter 8..........................................................................................................................................................................A.12

Chapter 9..........................................................................................................................................................................A.13

Chapter 10........................................................................................................................................................................A.13

Chapter 11........................................................................................................................................................................A.17
OBJECTIVES AND CONTENTS

1.1
DESCRIPTION
STCW95Resolution A.891(21) specifies the knowledge, understanding, and proficiency for stability on offshore drilling units required for the function of offshore installation manager (OIM), barge supervisor (BS), and ballast control
operator (BCO) on board mobile offshore units (MOUs).
The aim is to cover the entire theory of stability up to and above the standard as required by the Resolution A.891(21).
1.2
CONTENT
Comprehensive Stability covers the fundamental stability theory in eleven chapters with individual exercises for each
chapter. The instruction, evaluation, and exercises covers the following subjects:

Basic units, quantities, and measurements for the Imperial and metric system
Definitions used for stability in the Imperial and metric systems
The center of gravity (G), center of buoyancy (B), and metacenter (M)
The principles of change of draft, heel and trim
Calculations for G, B, and M
Explanation of the hydrostatic property tables
The free surface effect
The inclining experiment
Stability at large angles and related international regulations
Stability curves
Stability calculations on board
Damage stability
Design and construction
1.3
OBJECTIVES
The reader should be able to:

Calculate with formulas as set out in the section with definitions on how to use the Imperial and metric
systems for forces, moments, and weight changes.
Understand and explain the various categories of stability.
Understand and explain the interrelation between the points G, B, and M.
Understand and calculate the change of draft, trim and heel caused by weight changes.
Understand and calculate the position of G, B, and M for various types of drilling units in vertical, transverse, and horizontal configuration.
Be able to use the Hydrostatic Property tables for multiple weight changes to find the positions of G, new
draft readings, and corresponding maximum allowed VCG value.
Understand the importance of free surface effect and perform calculations to show the reduced effect on the
stability.
vii
viii

Understand the purpose of the inclining test. Demonstrate with exercises how the inclining test is performed and calculated.
Demonstrate with examples and calculation the information obtained from the stability curves.
Understand and explain the difference between stability for small and large angles.
Understand the basics of damage stability and the primary counteraction to be followed.
Understand and explain the international regulations concerning stability for normal operations, survival,
and damaged stability conditions.
Understand and explain the difference of static and dynamic stability.
Understand and use of the maximum allowable VCG curve in conjunction with the GM value.
Understand and explain the daily stability calculations including the effect of the anchor mooring system.
As an all over result, the student should be able to demonstrate with exercises how to perform a stability
calculation with multiple load changes in the vertical, transverse, and horizontal configuration with the use
of all the information explained in the course.
Understand and explain the causes and consequences of damage stability.
Demonstrate with calculations the effect and countermeasures for damage stability conditions.
Understand and explain the principles of the ballast system.
Understand and explain the basic principles of design and structure of the offshore drilling rigs.
INTRODUCTION
he International Maritime Organization (IMO) adopted the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW) in 1978, with Amendments in 1995 and 1997, to set qualification
standards for masters, officers, and watch personnel on seagoing merchant marine vessels.
Because the STCW was developed for seagoing merchant marine vessels, the IMO adopted on 25 November 1999
Resolution A.891(21) to cover the training of personnel on mobile offshore units (MOUs). Resolution A.891(21) specifies
the minimum standards of competence for the functions of the offshore installation manager (OIM), the barge supervisor
(BS), ballast control operator (BCO), and the maintenance supervisor. These minimum standards of competence include
knowledge, understanding, and proficiency of stability.
Table 1.0 is a summary of the stability knowledge, understanding, and proficiency required in accordance with the
Resolution A.891(21) for the offshore installation manager, the barge supervisor, and the ballast control operator on
mobile offshore units versus the contents of the Comprehensive Stability.
ix
TABLE 1.0STCW REQUIREMENTS

Table with Indication of Training in Accordance with A.891(21)
Covered in Comprehensive Stability for offshore installation manager (OIM),
barge supervisor (BS), and ballast control operator (BCO)

Knowledge, Understanding, and

Proficiency as Required by A.891(21)

Knowledge of and ability to apply relevant

OIM
BS
BCO

international and national standards.

Use of loading stability information from stability

and trim diagrams, Marine Operatons Manual, and/or

computerized loading/stability programs.

Understanding of fundamental principles-theories-

factors affecting trim and stability to preserve trim and

stability and measures to preserve trim and stability.

Static and dynamic stability criteria for MOUs, envi-

ronmental limits, and criteria for survival conditions.

Understanding of inclining experiment,

deadweight, and their use.

Use of daily loading calculations.

1) Trim and stability of MOUs in

event of damage and consequent

flooding and countermeasures.

2) Off-loading supplies and ballasting

Knowledge in order to keep the unit's stress
of the effect within the acceptable limits.
4) Preloading and leg stresses on JUs.
Knowledge
2) Countermeasures for damage
of stability.

3) Effectively communicate
stability-related information.
Chapter 1, 1.3,
Chapter 5, 5.15.12,
Chapter 6, 6.16.6,
Chapter 9, 9.19.5
Chapter 1, 1.11.3,
Chapter 2, 2.12.16,
Chapter 3, 3.13.4,
Chapter 5, 5.15.12,
Chapter 6, 6.16.6
Chapter 4, 4.14.8,
Chapter 8, 8.18.11
Chapter 1, 1.3,
Chapter 7, 7.17.5
Chapter 5, 5.15.12,
Chapter 8, 8.18.11
Chapter 8, 8.2, 8.98.11
Chapter 9, anchor system

correction only in 9.3
Chapter 11, 11.111.15

5) Loss of buoyancy.

1) The emergency response for

flooding due to damage, fire
fighting, loss of buoyancy, and

the effect on trim and stability.
Chapter 1, 1.11.3,
Chapter 8, 8.18.11
Chapter 9, 9.4
Chapter 11, 11.111.15

3) Mooring system and mooring line

failures.

Covered in Comprehensive Stability

ChapterSection
Chapter 10, 10.110.13
Basics only in Chapter 8,

8.98.10
Basics only in Chapter 8,

8.98.10
Chapter 9, 9.1
9.5
The effect of trim and stability of cargo and cargo

operations.

Chapter 1, 1.3,
Chapter 3, 3.13.4,
Chapter 5, 5.85.12,
Chapter 9, 9.19.5

CHAPTER 1
Basic Units and Definitions
THE METRIC AND CONVENTIONAL SYSTEM
1.1
UNITS
A unit is a standard measure of quantity such as length, mass, energy, etc. Compared to the SI (Systme International
dUnits), or metric system, the conventional system (also called Imperial or U.S. system) is more complicated because
several units are used for each quantity. For example, measurements of length can be expressed in miles, yards, feet, and
inches. In the SI or metric system only one unit is used for each basic quantity, like the metre is the basic unit of length and
the kilogram is the basic unit of weight. For stability calculations both systems are used in the offshore drilling industry
The basic units and derived quantities for each system are shown in Table 1.1.
TABLE 1.1

Fundamental
Conventional System
Quantities and
Derived Quantities
Unit

Symbol
Metric (SI) System

Unit
Symbol
Acceleration
feet per sec per sec
ft/sec2
metre per sec per sec
m/sec2
Area
square feet
ft2
square metre
m2
Density
pound per cubic ft
lb/ft3
kilogram per cubic m
kg/m3
Force
pound force
lbf
Newton
Frequency
hertz
Hz
hertz
Hz
Length
foot
ft
metre
Mass
pound
lb
kilogram
kg
Power

foot-pound per sec

horsepower
watt
ft-lb/sec
hp
W
joule per second

kilogram-metre per sec
watt
J/s
kg.m/sec
W
Pressure
pound per square inch
psi

pascal (N/m2 )
kilogram/square cm
Pa
kg/cm2
Temperature
degree Fahrenheit
degree Celsius
Tons
short tons (2,000 lb)
st
tonne (1,000 kg)
Velocity
foot per second
ft/sec
metre per second
m/s
Volume

cubic foot
gallon
barrel
cu.ft or ft3
gal
bbl
cubic metre
m3
joule
Newton-metre
J
N-m
Work
foot-pound
ft-lb

1.1
1.2
BASIC UNITS
1.2
QUANTITIY AND MEASUREMENTS FOR STABILITY CALCULATIONS
LENGTH
The basic unit of length is the metre or foot.
1 metre (m) = 10 decimetres (dm) = 100 centimetres (cm) = 1,000 millimetres
1 foot (ft) = 12 inches (in.)
1 metre = 3.281 ft = 39.37 in.
1 yard = 3 ft = 0.9144 m
1 ft = 0.305 m
AREA
For metric units in most cases the area is measured in m2.
For conventional units the area is measured in ft2 or in.2.
1 m2 = 10,000 cm2 = 10.76 ft2
1 yard2 = 9 ft2 = 0.836 m2
1 ft2 = 144 in.2 = 0.093 m2
VOLUME
Volume is measured in m3 or in ft3.
1 m3 =106 cm3
1 m3 = 35.31 ft3 = 264.12 gal = 6.29 bbl
1 litre = 1,000 cm3 = 0.264 gal
1 ft3 = 1,728 in.3 = 0.028 m3
1 gal (U.S.) = 0.0038 m3 = 0.134 ft3
1 barrel (bbl) = 0.159 m3 = 5.61 ft3 = 42 gal
WEIGHT
The basic units for weight are the kilogram (kg) and pound (lb).
1 kg = 1,000 grams
1 kg = 2.2046 lb
1 litre of fresh water weighs 1 kg
1 ft3 of fresh water = 62.5 lb versus 1 ft3 of seawater = 64 lb
1 lb = 16 ounces (oz) = 0.454 kg
1 metric tonne (t) = 1,000 kg
1 m3 fresh water = the weight of 1,000 kg
1 metric tonne = 2,204.6 lb = 1.1023 st
1 short ton (st) = 2,000 lb = 0.9072 t
1 long ton = 2,240 lb = 1,016 kg
FORCE AND MASS
1 Newton (N) = 1 kg.m/sec2 = 0.2248 pound-force (lbf )
1 pound-force (lbf ) = lbm *32.15 ft/s2 = 4.448 Newton
1 kg = 2.2046 pound-mass (lbm). 1 lbm = 0.454 kg
1.3
1.3
DEFINITIONS
GRAVITY, WEIGHT, AND MASS

Gravity is the force that tends to draw all bodies towards the center of the earth.
Mass is the physical quantity of matter in a body.
Weight is the vertical force experienced by a mass as a result of the gravity force. Weight can be considered to be
proportional to mass at the earth's surface.
FORCE
Force is the push or pull on a body. It is the cause of the motion of a body. By definition, force is the product of mass
and acceleration.
In the metric system, the unit of force is the Newton (N). One Newton is the force required to accelerate a mass of 1
kilogram at a metre per second squared (kg.m/s2).
The unit of force for the conventional system is the pound-force (lbf ); that is, the force required to accelerate a mass of 1
pound at 32.15 feet per second squared (32.15 ft/s2).
VECTOR
Vector is a variable quantity, such as force, that has
magnitude and direction. A vector may be graphically
represented by a straight-line arrow with a direction and
a length to indicate the magnitude (fig. 1.1).
TO CALCULATE A FORCE WE NEED TO KNOW:

1
THE POINT OF APPLICATION
THE DIRECTION
THE MAGNITUDE
2
3
1
3
RESULTANT FORCE
The combined effect of two or more forces acting on a body
is called the resultant force. To know the details of forces we
need to know the point of application, the direction, and
the magnitude. This is graphically displayed in Figure 1.2.
Figure 1.1
Forces
The various scenarios of two forces acting on a body are shown in Figure 1.2.
The resultant force of two forces acting in the same direction is the sum of the two forces.
The resultant force of two forces acting opposite each other, in a straight line, is the difference between the two forces.
The resultant force of two forces acting under an angle is worked out on a parallelogram of forces.
1.4
FORCE ONE
FORCE TWO
RESULTANT FORCE
Figure 1.2
Resultant force
EXAMPLES OF RESULTANT FORCE
5t
4t
3 lb
9 t RESULTANT FORCE IS 4 t.
8 lb
6 lb
14 lb RESULTANT FORCE IS 8.94 lb.
4 lb
7 lb
MOMENT OF FORCES
A force F applied to a body at a distance d from its axis or
point A results in a rotation about the axis.
Moment is the tendency to produce rotation by a force F
at a distance d about a point or axis.
ROTATION
d
A
The effect of the rotation depends on:
1. The magnitude of the force F.

2. The length d of the lever or arm (fig. 1.3).
M = Fd
or
Figure 1.3
M = Wd
Moment of forces
1.5
MOMENT = FORCE DISTANCE
M = F d. SUBSTITUTE F FOR WEIGHT (W)
M = W d
Moments can be applied about any imaginary point. This principle is important and is used as the basis for stability
calculations. Stability calculations do not use just one moment but a combination of many moments.
1. The resultant moment is the total effect of all the combined moments.
2. The rotation direction about the point or axis is clockwise or anticlockwise.
3. To find the resultant, all clockwise moments are added together and deducted from the sum of all

the anticlockwise moments.
4. To calculate the moment of force, any point can be used as a reference point to find the resultant

moment.
EXAMPLES OF MOMENTS OF FORCES
The seesaw is a good example to use to explain the calculation of the moments of forces.
For the purpose of stability calculations we use weight as the forces.
Example 1.
Find the unknown distance d in metres for the seesaw in equilibrium.

3 kg
2 kg
4m
d
FULCRUM
The system is in equilibrium; i.e., the anticlockwise moment = the clockwise moment or:
W d = W d
3 kg 4 m = 2 kg d
d =
d = 6 m
3 kg 4 m
2 kg
1.6
Example 2.
Find the unknown weight W in lb for seesaw in equilibrium.

W
15 lb
6 ft
12 ft
FULCRUM
Example 3.
W d = W d
W 6 ft = 15 lb 12 ft
15 lb 12 ft
6
W = 30 lb
W =
Find the position of the fulcrum.

120 kg
40 kg
REFERENCE
POINT
200 m
Ym
(200-Y) m
FULCRUM
In this case we cannot use the fulcrum as a reference point. As mentioned, it is possible to use any reference point as
long as the same point is used for all moments. Use the left end of the seesaw.
(w1 d1) + (w2 d2) = wtotal d

(120 kg 0 ft) + (40 kg 200 m) = 160 kg Y m
Y m =
8,000 kgm
160 kg

Y = 50 m
Distance on the left side of the fulcrum is 50 m.
Distance on the right side of the fulcrum is 150 m.
The calculation is correct because

120 kg 50 m = 40 kg 150 m
6,000 kgm = 6,000 kgm
Example 4.
equilibrium.
1.7
Find the resultant moment about the fulcrum and the weight required at 4 m to the left of the fulcrum to obtain
17 kg
15 kg
?
7m
13 kg
10 kg
2m
8m
9m
FULCRUM
Clockwise moments: (10 kg 8 m) + (17 kg 17 m) = 369 kgm
Anticlockwise moments: (15 kg 9 m) + (13 kg 2 m) = 161 kgm
Resultant moment about the fulcrum is 369 kgm 161 kgm = 208 kgm clockwise
How many kg are required at a distance of 4 m to the left of the fulcrum to obtain equilibrium?
m = w d
208 kgm = w 4 m
208 kgm
4m
w =
w = 52 kg
THE CENTER OF GRAVITY (G)

1.
2.
3.
4.
5.
The center of gravity (G) is the geometrical center of a homogeneous body.

The force of gravity acts through the center of gravity.
The force of gravity acts vertically downward.
The force of the gravity is equal to the weight of the body.
The center of gravity is the point about which a body will balance.
The position of G for various areas and shapes are shown in Figure 1.4.
Figure 1.4
Center of gravity of homogeneous body
G
G
1.8
The position of G can be expressed in the vertical, transverse, and longitudinal plane with respect to any reference
point or line.
Example 5.
Find the distance of the position of G from the left side of the body.
20 ft
5 ft
14 lb
d=?
25 lb
80 lb
12 ft
The same principle of the seesaw is used. Because G is the point about which the body will balance, G can be considered to
be the position of the fulcrum. Find the distance (d) of the center of gravity from the left side for a body with various weights.
Total moments clockwise: Mcw = (14 lb 5 ft) + (80 lb 12 ft) + (25 lb 20 ft) = 1,530 lb-ft
Total moments anticlockwise Maw = (14 lb + 80 lb + 25 lb) d = 119 d
Clockwise and anticlockwise moments are equal.

119 d = 1,530 lb ft
d = 12.86 ft
Example 6.
Find the position of G on a vessel with various weights.
Final KG?
6.1 m
400 t
5.5 m
2.3 m
3,500 t
120 t
K is the keel of the vessel. KG is the vertical distance from keel to G. KG is often referred to as the vertical center of
gravity (VCG).
1.9
A square-shaped barge has a weight of 3,500 t lightship displacement and a corresponding lightship KG of 5.5 m. A
load of 120 t is placed at 2.3 m above the keel and a second load of 400 t is loaded 6.1 m above the keel. Find the new
KG. The reference point to find the vertical distance is the keel.
KG =
KG =
KG =
Total Moment of all Weights in tm

The Total of all Weights in t
(3,500 t 5.5 m) + (400 t 6.1 m) + (120 t 2.3 m)
3,500 t + 400 t + 120 t
21,966 tm
4,020 t
KG = 5.46 m
COUPLE
A couple (fig. 1.5) is the combination of a pair of equal and opposite parallel forces acting on a body. A couple has the
tendency to produce rotation. The magnitude or moment of a couple is one of the forces multiplied times the distance
between the parallel forces.
F1
d
F
Couple moment = F.d tonne -m or .F.d ton-ft
Figure 1.5
Couple
1.10
EXERCISE 1
Chapter 1
1.
Define one Newton.
2.
Calculate the resultant force for the following examples.

30 mt
15 lb
20 mt
35 lb
80 kg
1.8 st
140 kg
260 kg
4.4 st
210 kg
3.
Moment = __________ ?
4.
15,000 mt = __________ lb? 250 st = __________ oz? 12 m = __________ in.?
5.
350 U.S. gal = __________ litre? 5.5m2 = __________ in.2 3,000 st = __________ mt?
FIND THE UNKNOWN WEIGHT OR DISTANCE FOR EQUILIBRIUM.

6.
6 lb
18 lb
12 lb
4 ft
8 ft
? ft
8 kg
7.
8 kg
7.5 kg
? kg
3m
8.

2m
2m
2m
8 lb
4 ft
? ft
4 lb
9.
72 kg
1.11
80 kg
61 kg
4 ft
3 ft
10.
30 m
12 kg
900 kg
600 kg
300 kg
20 m
? ft
2 ft
35 m
?m
SOLVE FOR THE MOMENT ABOUT THE FULCRUM.

11.
12 lb
10 lb
5.5 ft
4.5 ft
? Moment
12.
80 kg
70 kg
1.5 m
120 lb
75 lb
4 ft
1.8 m
2 ft
60 kg
? Moment
13.
12 lb
3 ft
6 ft
6 lb
4 ft
7 lb
? Moment
14. Find the distance LCG.

12.05 m
4.50 m
3.20 m
6.25 m
40 t
LCG = ? m
200 t
15 t
60 t
1.12
DENSITY
Density is mass or weight per unit volume.
Density =
Mass
Volume
or
Mass = Density Volume
RELATIVE DENSITY
Relative density (RD) is the ratio of the density of a substance to the density of a standard substance.
Relative Density =
Relative Density =
Density of a Substance
Density of Fresh Water
or
Weight of any Given Volume of Substance

Weight of an Equal Volume of Fresh Water
Depending on the unit system used on the rig, density and relative density are measured in:
kg/m3 or lb/ft3
For our purpose, the numbers used in stability calculations for density and relative density are:
For the SI system

The density of fresh water is 1,000 kg/m3 or 1.0 t/m3
The density of seawater is 1,025 kg/m3 or 1.025 t/m3
For the conventional system
The density of fresh water is 1,000 oz/ft3 or 62.5 lb/ft3
The density of seawater is 1,025 oz/ft3 or 64.0 lb/ft3
For both systems
The relative density of fresh water is 1.0
The relative density of seawater is 1.025
1.13
THE LAW OF ARCHIMEDES

The Law of Archimedes or Archimedes's Principle states that a body immersed in a fluid has an apparent loss of weight equal
to the weight of the displaced fluid. A body with a weight in air of 30 t and a volume of 20 m3 will have an apparent weight
of 10 t if immersed in fresh water because the amount of displaced fresh water of 20 m3 represents an upward force of 20 t.
FLOATING
Based on the Law of Archimedes, a vessel will float if the vessel displaces its own weight of liquid before it displaces
its own volume.
As an example, a box-shaped vessel with a volume of 500 m3 and a weight of 800 t will not float in fresh water. As
explained, 1m3 of fresh water weighs 1 t. The upward force of the amount of displaced water is 500 t, which is 300 t less
than the weight of the vessel of 800 t. To float, the volume of the vessel must be equal or more than 800 m3.
DISPLACEMENT
Displacement is the weight in tonnes or short tons of the volume of water displaced by a floating body (rig, vessel, barge).
Every floating body always displaces its own weight.
Summarizing Archimedes's Law, floating and displacement:

1.

2.

3.
A drilling rig will float as long as the weight of the drilling rig does not exceed the weight of the
displaced volume of water.
The weight of the displaced water is equal to the weight of the drilling rig.
The displacement (D) by the rig at a specific draft is the volume of water displaced by the drilling rig.
VOLUME OF DISPLACEMENT
Volume of displacement is the volume of liquid displaced by the rig in m3 or ft3. It is the underwater volume of the rig.
In every day use, this term is shortened to displacement.
LIGHTSHIP DISPLACEMENT
Lightship displacement (also called light weight, lightship weight, light displacement) is the weight of the steel structure
of the rig and all fixed equipment but without any ballast fuel, consumables, deck loads, bulk material, stores, drilling
tubulars, loose equipment, etc. The anchors and chain may be part of the lightship weight.
THE WATERPLANE AREA (WPA)

The waterplane area (WPA) is the area of a horizontal cross section of the rig at the waterline for any given draft.
For a vessel-shaped drilling rig, the waterplane areas gradually change with the draft.
1.14
The waterplane area of a semisubmersible changes drastically between the pontoon draft and column draft (fig. 1.6).
GRAY SECTION IS 1 cm OR 1 in. WATERPLANE AT COLUMN DRAFT

BLACK SECTION IS 1 cm OR 1 in. WATERPLANE AT PONTOON DRAFT
WATERPLANE
1 cm OR 1 in. THICK
WL2
WL1
WL2
WL1
WATERPLANE 1 cm OR 1 in.
Figure 1.6
Waterplanes
VOLUME VERSUS WEIGHT

From the previous explanation it is known that weight is equal to volume multiplied by density. In more details:
Volume (V) =
therefore
Volume of Displaced Water =
or
Underwater Volume =
Weight (W)
Density ()
Weight of Displaced Water
of Water
Weight of the body
of Water
For the metric system we use:
Volume in m3 =
Weight in t
in t/m3
Weight in t = Volume in m3 in t/m3
1.15
The formulas for the conventional system are more complicated:
For Fresh Water: V in ft3 =
For Seawater: V in ft3 =
W in st 2,000 lb 16 oz
1,000 oz/ft3
W in st 2,000 lb 16 oz
1,025 oz/ft3
= W in st 32 ft3
= W in st 31.2 ft3
The formulas for the conventional system are derived from the units:

1 lb = 16 oz
1 st = 2,000 lb
Density of Fresh Water = 1,000 oz/ft3
Density of Seawater = 1,025 oz/ft3
The formulas show that:

One (1) st of fresh water = 32 ft3 and one (1) st of seawater = 31.2 ft3
The following formulas are used to calculate the volume in ft3 occupied by a given weight in tonnes (metric) of fresh
water or seawater.
For Fresh Water: V in ft3 =
For Seawater: V in ft3 =
W in t 2,205 lb 16 oz
1,000 oz/ft3
W in t 2,205 lb 16 oz
1,025 oz/ft3
= W in t 35.3 ft3
= W in t 34.4 ft3
TONNES PER CENTIMETRE (TPC) IMMERSIONTONS PER INCH IMMERSION (TPI)

The tonnes per centimetre (TPC) immersion is the weight in tonnes which must be loaded/discharged to change the
average draft of the rig in seawater by one cm.
The ton per inch (TPI) immersion is the weight in short tonnes, which must be loaded/discharged to change the average
draft of the rig in seawater by one inch.
The value of TPC or TPI depends on the size of the waterplane area (WPA). The larger the WPA, the larger TPC or TPI
(see fig. 1.6).
Figure 1.6 shows one side of the pontoon and columns of a semisubmersible. The figure clearly shows that the volume
of the waterplane with a 1 cm or 1 in. thickness at pontoon draft is much larger than the waterplane with the same
thickness at a draft around the columns. To change from WL1 to WL2 on the pontoons required much more weight
than to change the same amount at column draft.
1.16
CALCULATION OF TPC OR TPI

Calculation for TPC for seawater.
If WPA is the waterplane area in m2, the volume (V) of the 1 cm layer is
WPA
m3.
100
To submerge the rig 1 cm it is necessary to add a weight on the rig

which is equal to the weight of the displaced water layer of one cm

Weight = V
Seawater = 1.025 t/m3
Substitute V (with 1 cm thickness) =

TPCsw =
TPCsw =
WPA
100
to find the weight of TPC
WPA
100
1.025 WPA
100
Calculation for TPI for seawater.
The calculation of TPI is based on the same principles as the calculation of TPC.

The Volume (V) for 1 in. sinkage in ft3 =
TPIsw =
TPIsw =
WPA (ft2)
12
WPA (ft2) 1,025
so
12 16 2,000
WPA
375
With a known design the naval architect can calculate what the waterplane area will be at any draft before the rig is
built. It is therefore possible to calculate the TPC and TPI for each cm or inch of change in draft. The results are printed
in the hydrostatic tables. See Table 1.2.
TPC and TPI are the same for drafts with the same waterplane. If the waterplane changes, TPC and TPI values change. This
is very obvious with the semisubmersible configuration when the pontoons and transverse tubulars start to submerge.
HYDROSTATIC PROPERTIES OR HYDROSTATIC TABLES

Hydrostatic properties or tables are tables (specific for each rig) with precalculated information. The naval architect
obtains this information during the design period of the rig. The information displays properties against a range of
draft readings such as displacement, waterplane area, ton per cm, and the positions of important points required for
1.17
the stability calculations. Table 1.2 is an example of the hydrostatic properties.
TABLE 1.2
Example of Rig Type 1 Hydrostatic Properties
1.18
CHANGE OF DRAFT GOING FROM SEAWATER TO FRESH WATER

When moving between fresh water and seawater the draft of the rig will change. The change in draft is caused by the
difference in density of the liquid in which the rig floats.
In salt water with a density of 1,025 kg/m3 or 1,025 oz/ft3 (64 lb/ft3) the draft will be less than when floating in fresh
water with a density of 1,000 kg/m3 or 1,000 oz/ft3 (62.5 lb/ft3).
When the water density changes, the volume of displaced water must also change. Higher density means less water
displacement and vice versa.
If there is no change in the waterplane area, the change in draft is proportional to the change in density.
For both systems: new volume new density = old volume old density
new volume
L B new draft
old volume
old
for a block-shaped vessel:
new draft
old draft

where

old density
new density
L B old draft
new
=
or
old
=
new
L = length
B = breadth
= displacement
For a semisubmersible, this formula can be used if the waterplane does not change like floating on the
pontoons or at column draft.
If we want to maintain the same draft moving between locations with a different , the volume of the water
displacement must remain the same or:

new displacement
old displacement
new
old
new displacement = old displacement
new
old
Use this formula to calculate the amount of cargo to be removed to maintain the same draft in water with
less density.
PERMEABILITY
Permeability in respect to stability is the percentage of water that can fill an enclosed room compared to the total volume
of the room. The permeability of a void space without any equipment is 100%. A storeroom filled with equipment and
stores may only have a permeability of 55%. In case of a flooded compartment, permeability is an important factor to
calculate the amount of possible water ingress
VARIABLE LOAD OR DEADWEIGHT (see fig. 1.9)
Variable load or deadweight is the difference between the lightship weight displacement and the displacement at a loaded
draft.
1.19
PAYLOAD (see fig. 1.9)

Payload is the weight of consumables that can be carried on a rig at any specific draft.
DRAFT
Draft (also spelled draught) is the vertical distance from the keel to the waterline. It is the depth at which the vessel
floats. The length of thrusters below the hull may or may not be included in the draft readings (fig. 1.7)you should
check for your rig.
FREEBOARD
WATERLINE
DRAFT
THRUSTERS
Figure 1.7
Draft
Draft marks are welded to the hull, columns, or pontoons. Draft marks are in feet or decimetres. The heights of the
welded draft marks in feet are 6 in. or 1 ft which leaves a space of 6 in. or 1 ft. The height of the draft marks in metres
can be 10 cm or 20 cm (fig. 1.8).
DRAFT READINGS (fig. 1.8)

Examples for the metric system.
Examples for the conventional system.
15.20
84

15.00
83

14.90 m

14.80
82

15.20 m

15.15 m
Figure 1.8
Draft marks readings
84' 03"
82' 09"
82' 00"
1.20
TRANSIT DRAFT
For a semisubmersible, this is the draft on the pontoons in a deballasted condition. For a vessel-shaped drilling rig,
the transit draft can be any draft.
OPERATIONAL DRAFT
This is the draft for a semisubmersible in the drilling mode with the best motion characteristics and maximum deck load.
SURVIVAL DRAFT
This is the draft for a semisubmersible in a standby mode with an adequate and safe air gap during storm conditions.
MEAN DRAFT
Mean draft is the average of the drafts readings forward and aft on a vessel-shaped rig or the average of the four column
draft readings.
TOTAL DISPLACEMENT (fig. 1.9)

Total displacement is the lightship displacement plus maximum allowed variable load. Figure 1.9 shows the breakdown
of the total displacement. In this case, the anchors and chains are part of the payload. This is different from rig to rig.
TOTAL DISPLACEMENT
LIGHTSHIP WEIGHT
THE STEEL STRUCTURE

ALL FIXED EQUIPMENT
PAYLOADS
BALLAST
VARIABLES AND CONSUMABLES
MISCELLANEOUS LOADS
Casing and Casing Equipment

Fuel, Water, Cement, Mud
Hook and Rotary Load

Riser Tension
Anchor Tension
Anchors, Anchor Equipment

Drill Pipe and Collars
BOP
Risers
Figure 1.9
VARIABLE LOAD
Total Displacement
1.21
FREEBOARD (see fig. 1.7)

Freeboard is the vertical distance in metres or feet between the waterline and the upper side of the main deck. The main
deck is the uppermost deck with watertight integrity.
TRIM
Trim is the longitudinal inclination of the rig. Trim is the difference between the forward and aft draft readings.
HEEL OR LIST
Heel or list is the transverse inclination of the rig. In a specific stability condition, heel or list is sometimes referred to
as the angle of loll.
A trim of 1'6" aft means that the draft aft is 1'6" deeper than the draft forward. Even keel means the same draft forward
and aft.
CHANGE OF TRIM (COT)

Change of trim (COT) is the difference of the initial and final trim caused by a load shift in the forward aft direction.
CENTER OF FLOTATION
Center of flotation (COF) is the tipping center of the vessel or rig. It is the point about which the rig heels or trims. It is
called the center of gravity of the waterplane. With an asymmetric waterline, the position of the COF does not coincide
with the center line of the rig.
LENGTH AND WIDTH OF A RIG

The length or length overall or length between perpendiculars (L or LBP) of a semisubmersible rig is, in most cases, the
distance between the most forward point of the pontoons until the most aft point of the pontoons. For a vessel-shaped
drilling rig, the length is from the most forward point of the hull bow to the most aftward point of the hull stern.
The length of a jackup is measured from the most forward part of the hull to the aft bulkhead of the hull.
The width or breadth of a semisubmersible is the greatest breadth between the outer edges of the pontoons.
For a vessel-shaped rig, the width is the greatest breadth from port to starboard of the hull.
On a jackup, the width is the greatest transverse distance of the hull.
KEEL (K)
Keel is the bottom of the pontoons or hull.
VERTICAL HEIGHTS
All vertical heights are measured from the bottom of the keel.
1.22
AMIDSHIPS
Amidships is the point at half-length of the overall length. On a vessel-shaped drilling rig, this point is marked with the
draft marks on each side of the hull. For a semisubmersible without port/starboard center columns, amidships is an
imaginary point used to calculate the mean draft.
BUOYANCY
According to Archimedes's Law, a body immersed in fluid
will have an apparent loss of weight equal to the weight
of the displaced fluid. This tendency to keep the rig afloat
is called buoyancy. Buoyancy is the vertical upward force
equal to the displacement of the rig (fig. 1.10).
RESERVE
BUOYANCY IN
m3 OR ft3
RESERVE BUOYANCY
Reserve buoyancy is the volume of the watertight enclosed
spaces above the waterline. Combined with the freeboard,
reserve buoyancy is the safety margin to ensure enough
buoyancy is available in case of large angles of heel or trim
caused by environmental forces or a damaged stability
condition (see fig. 1.10).
The DARK GRAY

section represents
the displaced
liquid with a
weight (W) in t or st
and a volume (V) in m3 or ft3
LOAD LINE OR PLIMSOLL MARK
Through the International Maritime Organization (IMO),

Reserve buoyancy
all registered and classed vessels have a maximum allowed Figure 1.10
loaded draft. The maximum allowed draft ensures that a
minimum amount of reserve buoyancy is available to give an adequate safety margin in operation and survival conditions.
The load line or Plimsoll mark (fig. 1.11) displays the maximum allowed draft at any time. The Plimsoll mark and draft
marks are welded on the hull or column.
A deck line welded on the hull indicates the uppermost watertight deck above the load line. The distance between the
deck line and Plimsoll mark is the minimum required freeboard.
DECK LINE
TF
MINIMUM
FREEBOARD
This part may not be

included. Mostly only
on vessel-shaped rigs.
F
T
S
Figure 1.11
The Load Line or Plimsoll mark
1.23
EXERCISE 2
Chapter 1
1.
A weight of 60 lb is placed 6 ft from the fulcrum of a seesaw. What is the distance to the fulcrum to place an 85
lb weight to balance the seesaw?
2.
A weight of 200 kg is placed 6 m from the fulcrum. What is the weight required to counterbalance the seesaw at
a distance of 4 m from the fulcrum?
3.
Give the definition of density.
4.
A wooden block is 8.2 m long, 1.5 m wide, and 0.6 m high. The weight is 1,800 kg. What is the density of the wood?
5.
A floating body displaces 30 ft3 in salt water. What is the weight of the body in lb?
6.
A ship displaces 4,000 m3 of water with a density of 1,025 kg/m3. Find the weight in metric tonnes.
7.
A drilling vessel displaces 14,000 st. What is the volume of displacement in ft3 in fresh water?
8.
The density of a body is 200 kg/m3. Calculate the relative density of the body.
9.
Define displacement.
10. What is the density of seawater in lb/ft3?

11. What is the volume in ft3 in seawater of a rig with a weight of 23,000 metric tonnes.
12. Calculate the weight of a piece of wood with a length of 12 m, width of 0.75 m, a height of 0.6 m, and a relative
density of 0.8.
13. A semisubmersible floats in seawater and displaces 640,000 ft3. What is the displacement in short tons?
14. Find the weight in metric tonnes if a tank with dimensions of 3.0 m by 1.5 m by 2.5 m is filled to the top with a
liquid with a relative density of 1.1.
15. Give the definition of the Archimedes's Principle.
16. If the draft of a rig in salt water ( = 1,025 kg/m3) is 15 m, what will the draft be in water with a = 1,015 kg/m3?
17. A rectangular-shaped barge 250 ft long, 25 ft wide, and a height of 20 ft has a weight of 2,230 st. What is the draft
in water with a density of 64 lb/ft3?
18. A rectangular-shaped barge is 40 m long and 9 m wide. Calculate the draft in seawater if the weight is 550 mt.
19. A box-shaped barge is 300 ft long by 38 ft wide with a weight of 2,800 st. Find the change in mean draft on passing
from seawater into fresh water.
1.24
20. The displacement of a rig is 14,000 mt with a draft of 7.5 m in salt water. How much cargo must be removed to
maintain the same draft in water with a relative density of 1,002?
21. What is the TPC at a draft of 12.05 m from the hydrostatic property Table 1.2 on page 17?
22. What is the waterplane area of a box-shaped barge 250 m long, 35 m wide, and 15 m depth? What is the TPC for
this barge for salt water?
23. What is the TPI for salt water for a cylinder with a diameter of 50 ft?
24. What is the draft for the two examples?
FEET
45
44
25.

METRES
20.00
19.80
A box-shaped rig is 445 ft long, 70 ft wide, and the main deck is at 28 ft above keel. The lightship weight is 12,000 st.
a. What is the mean draft and freeboard in salt water for lightship?
b. After sea trial, 6,000 st are loaded. Calculate the new draft and freeboard.
c. What is the reserve buoyancy in ft3 in loaded condition?
d. What is the TPI for seawater?
e. What will the draft be in loaded condition in water with = 1,009 oz/ft3?
f. What is the displacement in ft3 in water with = 1,009 oz/ft3?
CHAPTER 2
The Center of Gravity, the Center of Buoyancy,
and the Metacenter
2.1
INTRODUCTION
Four important points to understand the basic principles of stability will be discussed in this chapter. These points are:

1.
2.
3.
4.
The center of gravity (G)

The center of buoyancy (B)
The metacenter (M)
The center of flotation (COF)
2.2
THE CENTER OF GRAVITY
The center of gravity (G) or vertical center of gravity (VCG) of a rig or vessel is the point through which the total weight of
the rig (W) is considered to act in a vertically downwards direction (fig. 2.1). Because the rig is not a homogeneous body,
the position of the center of gravity depends on the shape of the hull and the position of the weights stored on the rig.
As explained in Chapter 1, mass is the quantity of matter in a body and weight is the vertical force experienced by a
mass as a result of the gravity force.
The total weight of a vessel or rig is the resultant weight of the lightship weight plus all variable loads stored on the rig.
WATER LINE
Figure 2.1
The position of G
2.1
2.2
The naval architect determines with the inclining experiment the true position of G for lightship weight. Any additional
weight in the form of the variable load (including changes in anchor tensions, riser tensions, and hook load) will affect
the final actual position of G. Because the variable load is constantly changing, the position of G is moving all the time.
Regular stability calculations are required to monitor the position of G.
The position of G is calculated in the vertical, transverse, and longitudinal plane. The keel (K) is used as a reference point
to indicate the vertical postion of G, B, and M. The reference for the transverse and longitudinal position indication are
the respective horizontal transverse and longitudinal centerlines. Because in drilling operations the heel and trim are
maintained close to zero degrees, the postion of G is on or very close to the transverse and longitudinal centerlines (fig. 2.2).
TRANSVERSE CENTERLINE
AFT
SB
PORT
LCG
LONGITUDINAL CENTERLINE
FORWARD
TCG
KG or VCG
KEEL LINE
Figure 2.2
Orientation of G
KG is the vertical distance between the center of gravity of the rig and the keel. The keel is the baseline. To know the
exact position of G in a three-dimensional configuration, the location of G is indicated as follows (fig. 2.2):
1.
2.
3.
KG or VCG is the vertical distance of G above keel.

TCG is the transverse distance of G from the longitudinal centerline of the rig. TCG is negative (-) to starboard
and positive (+) to port.
LCG is the longitudinal distance of G from the transverse centerline of the rig. LCG is positive (+) forward
of the transverse centerline and negative (-) aft.
In Figure 2.2 TCG is negative (-) and LCG is positive (+).
2.3
THE CENTER OF BUOYANCY
The center of buoyancy (B) is the geometric center of the underwater shape of the rig (fig. 2.3).
Buoyancy is the resultant of the vertical upward force equal to the weight of the displaced water.
The buoyancy force acts through B.
Because the underwater shape is known before the rig is built, it is possible for the naval architect to calculate the
position of B in relation with K for a range of draft. The results are shown in the hydrostatic properties of the rig.
The Center of Gravity, the Center of Buoyancy, and the Metacenter
2.3
The position of B above the keel (KB) or (VCB) is

important for the stability of the rig. Like the position of
G, the position of B is also expressed in the vertical plane
(VCB), longitudinal plane (LCB), and transverse plane
(TCB). The example shows the position of VCB.
CENTERLINE
In the upright position (zero degree inclination), the location

of B will be on the centerline of the rig. Any heel or trim
moves B to one side and away from the centerline because
the shape of the underwater volume changes. The buoyancy
force through B remains vertical and upward (fig. 2.4).
2.4
THE METACENTER
In the inclined position the metacenter (M) is the intersection

of the vertical through B with the centerline of the rig (fig.
2.4). M is considered to be a fixed point for consecutive
small angles from 0 up to about 8. The vertical line
through each consecutive position of B intersects at the
same point M; i.e., M is a fixed point. For larger angles the
relation between B and M changes, M cannot be considered
anymore as a fixed point on the centerline.
B
K
Figure 2.3
The position of the transverse center of buoyancy
The positions of B and M are related to the draft of the

rig. Because the position of B is known, the distances BM and MK can be calculated.
CENTERLINE
Figure 2.4
Vertical position of B and M on an inclined rig
2.4
2.5
THE HEIGHT OF THE METACENTER (KM)
The height of the metacenter (KM) is the vertical distance between the keel and the metacenter. The naval architect calculates
this distance KM for a range of draft intervals for the transverse and longitudinal as KMT and KML. The results are
tabulated in the hydrostatic properties of the rig.
Figure 2.5 shows the transverse positions of M, G, B, and K on the centerline with the rig in upright position.
1.
2.
3.
4.
5.
KG or VCG is the vertical distance (m or ft) between K and G. The weight of the rig (W) acts through G vertical downward.
KB or VCB is the vertical distance (m or ft) between K and B. The buoyancy force (equal to W) acts upwards.
KM is the vertical distance (m or ft) between K and M. M is a fictitious point but is essential to validate the
amount of stability.
BM is the vertical distance (m or ft) between B and M.
GM is the vertical distance (m or ft) between G and M.
W
WATERLINE
FREEBOARD
DRAFT
Figure 2.5
Position of M, G, B, and K
This situation will change if outside forces like large waves

heel the rig. These forces will heel the rig backwards and
forwards as shown in Figure 2.6.

LARGE
WAVES
Figure 2.6
Rig movement by wave force
2.6
2.5
THE STABILITY COUPLE

M
The inclination caused by the overturning force of wind

or waves shown in Figure 2.7 has the following effect:
1. Because the underwater shape changed, the
center of buoyancy moves from B1 to B2. The
buoyancy force through B remains vertical at
all times.
2. G will remain in place because there is no
change in the weight distribution. The weight
force through G is vertical downwards.
3. A couple with the two equal and opposite
parallel forces with an arm GZ forms a
restoring force. Whenever the overturning
force is removed, the rig will return in this
case to the upright position
2.7
THE METACENTRIC HEIGHT (GM)
WAVE AND
WIND FORCES
W
B1
B2
Figure 2.7
The stability couple
The metacentric height (GM) is the distance between G and M (in m or ft) (see fig. 2.7). Metacentric height should not be
confused with earlier mentioned height of the metacenter which is the distance KM.
2.8
THE RIGHTING ARM
The righting arm (or lever) GZ of stability in Figures 2.7 and 2.8 is the horizontal line through G and the intersection with the
vertical through B. The arm of the stability couple GZ is a
deciding factor for stability response on any type of vessel.
GZ can be expressed as a function of GM in the triangle
MGZ. If is the angle, the formula for arm of stability
for small angles of inclination is:
GZ = GM sin
EXTERNAL
FORCE
2.9
THE RIGHTING MOMENT
The righting moment of the stability couple is the product

of the weight times the arm (figs. 2.7 and 2.8). If W is the
weight of the displacement of the rig and GZ the arm,
the formula for the righting moment is:
Righting Moment = W GZ
Substitute GZ
Righting Moment = W GM sin
Figure 2.8
Stable equilibriumpositive couple
2.6
The theory of the initial stability with the corresponding couple and moment for small angles is called the statical stability
and the moment of statical stability.
The formula indicates the importance of the value of the metacentric height (GM).
A rig with a large GM value has a large stability couple and is therefore more stable. The rig produces a large restoring
force if heeled by external forces. A rig with a small GM value produces only a small stability couple and is less stable
to counteract the heel caused by the external forces.
The interrelated positions of B and M at a specific draft are fixed. The position of G at the same specific draft depends
on the weight distribution. If most of the weight is stored near the bottom of the hull, the value KG will be relatively
low and the value of GM will be large. The rig will be very stable. If weights are moved up, the value of KG increases
and GM decreases. The result is a rig with less stability.
2.10
STABLE EQUILIBRIUM
Stable equilibrium (see fig. 2.8) is the tendency of a rig to return to its initial upright position after an external force that
heeled the rig to one side is removed. This is called, in general, stability because the restoring force of the stability
couple acts in a positive way.
GM = positive
The couple moment = positive
Stable equilibrium can only exist if GM is positive; i.e., the position of G on the centerline is below the position of M
on the centerline. A positive couple acts opposite the external forces that caused the heel.
The significance of the positive moment depends on:
1. The distance GM
2. The angle of inclination
3. The displacement
Imagine that weight on the rig from Figure 2.8 is moved upward until G rises to the position of M. This new situation
is called neutral equilibrium.
2.11
NEUTRAL EQUILIBRIUM
Neutral equilibrium (fig. 2.9) is the condition when the righting arm is zero and consequently the righting couple is zero.
Compared to Figure 2.8, G (still on the centerline) is now in a higher position and at the same level as M.
GM = zero
The couple moment = 0
The two opposite forces are now in line.

Once the forces that caused the heel to cease to exist, the rig lingers around a small angle.
2.7
G is at M
EXTERNAL
FORCE
W
W
B
K
Figure 2.9
2.12
Neutral equilibriumno couple
UNSTABLE EQUILIBRIUM
If more weight is shifted symmetrically upward from the neutral equilibrium condition, G will rise above M.
Although G is still on the centerline, the couple and moment are now working in the same direction as the external
force. There is no restoring force. The rig may capsize.
GM = negative
The couple moment = negative
Unstable equilibrium (fig 2.10) is the condition where

the rig continues to incline after an external force
caused an initial small angle. In reality the rig may
not capsize because the increase in the waterplane
moves B until the situation exists as explained for
neutral equilibrium.
G
W
M
EXTERNAL
FORCE
B
K
Figure 2.10
Unstable equilibriumnegative couple
2.8
2.13
STIFF AND TENDER
A rig with a large stability couple will have quick and unpleasant movements. The acceleration is fast and short. This
is called a stiff rig or vessel. A rig with a small stability couple will move lazy and slow. This is called a tender rig or
vessel. The motions are much more pleasant. It is not a problem as long as the GM value is large enough for a safe
operation under all weather conditions.
2.14
TRANSVERSE VERSUS LONGITUDINAL STABILITY
The center of buoyancy for a cube-shaped vessel in upright position is on the intersection of the centerlines for the
longitudinal and transverse planes.
Most rigs are built symmetrically along the transverse or longitudinal line. However, the length and width are not the
same. For a vessel-shaped drilling rig this is even more obvious.
The resistance to rotate along the shorter transverse waterplane is less than the resistance along the longer longitudinal
waterplane. This phenomenon will be explained in more detail later on. Figure 2.11 shows the transverse and longitudinal
cross sections of a drilling vessel and a semisubmersible.
ML
MT
MT
ML
W1
*W1
W1
BL
BT
BT
BL
LONGITUDINAL
TRANSVERSE
LONGITUDINAL
TRANSVERSE
VESSEL-SHAPED RIG
SEMISUBMERSIBLE-SHAPED RIG
*W1 is the waterline
Figure 2.11
Transverse and longitudinal position of M
The distance BM for longitudinal and transverse stability

is not the same for a vessel that is not built symmetrically
along the two axes. On the drilling vessels, semisubmeribles
and jackups, the transverse center of buoyancy (BT ) and
the transverse metacenter (MT ) are linked to each other;
the same counts for the longitudinal center of buoyancy
(BL) and the longitudinal metacenter (ML).
WL2
If the waterplane is asymmetric, the positions of each

discussed point may not be on the rig centerlines any more.
The center of flotation (COF) for a cube-shaped vessel
is positioned at the intersection of the transverse and
longitudinal centerlines of the waterplane area (fig. 2.12).
COF
UPRIGHT
WATERLINE
WL1
B
Figure 2.12
M, COF, and B on centerline

The center of flotation (COF) is the center of gravity of the
rig's waterplane and the point about which the rig heels
or trims. The COF on a rig with an asymmetric waterplane
area will therefore not coincide with the centerlines of the
rig. For example, in Figure 2.13, the top view of a jackup
shows that the COF lies on the longitudinal centerline but
aft of the transverse centerline of the rig.
2.15
2.9
COF
CATEGORIES OF STABILITY
RIG CENTER
Stability categories in addition to and including the ones

that have been discussed in previous chapters are:
1. Intact stability. The explanation of stability until
here considered intact stability.
Top view of waterplane area of a jackup

Figure 2.13
Asymmetric waterplane COF
2. Damaged stability, which will be explained in

more detail further on.
3. Initial stability for small angles. The theory and principles explained in this chapter for longitudinal and
transverse stability, including the conditions of:

a) Stable equilibrium

b) Neutral equilibrium

c) Unstable equilibrium
4. Stability for large angles, to be discussed further on, for two conditions:

a) Static stability

b) Dynamic stability
2.16
SUMMARY
1. The stability theory and calculation for transverse and longitudinal is the same.
2. The positions of G, B, and COF are not necessarily on the centerlines of the rig.
3. The positions of B and M depend on the longitudinal or transverse configuration of the rig.
4. The position of M is considered to be a fixed point for small angles only up to max 8.
5. The value of GM is an indication of the amount of stability. GM can be positive, zero, or negative.
Figures 2.14, 2.15, and 2.16 are typical examples with the graphic displays of the various points and definitions as
discussed in this chapter.
DEFINITIONS AND SYMBOLS

(HULL AND COLUMNS)
LEGEND:

K =

B =

G =

MT =

ML =

KB =

KG =

KMT =

KML =
GMT =
GML =
MCH 1cm =
MCT 1cm =

TPC =
Figure 2.14
Base line (bottom of hulls)

Center of buoyancy of the submerged portion of the rig
Center of gravity of the rig
Transverse metacenter
Longitudinal metacenter
(VCB) vertical center of buoyancy
(VCG) vertical center of gravity
Distance of transverse metacenter above base line
Distance of longitudinal metacenter above base line
Transverse metacentric height = KMT KG
Longitudinal metacentric height = KML KG
Moment to heel (list) the rig one centimetre port or starboard
Moment to trim the rig one centimetre forward or aft
Tonnes per centimetre (weight to change draft one centimetre)
Example of definitions and symbols

(PLAN)
LEGEND:

LCG = Longitudinal distance of a LOAD from midships (the transverse centerline of
the rig).
The LCG is positive (+ve) forward of midships and negative (-ve) aft.
TCG = Transverse distance of a LOAD from the longitudinal centerline of the rig.
The TCG is positive (+ve) to starboard and negative (-ve) to port.

LM = Longitudinal moment of a LOAD = load weight LCG of the LOAD.
This moment can be either positive or negative.

TM = Transverse moment of a LOAD = load weight TCG of the LOAD.This
moment can be either positive or negative.
Figure 2.15
Example of definitions and symbols

(ELEVATION)
LEGEND:

K
B
G
M
KM
=
=
=
=
=
VCG (LOAD) =

VM =

VCG (rig) =
Figure 2.16
Base line (keel)

Center of buoyancy
Center of gravity of the rig
Metacenter
Distance of metacenter above base line. KMT for transverse metacenter and
KML for longitudinal metacenter above keel.
Vertical distance of the center of gravity of the load above the base line of the
rig.
Vertical moment of the load = LOAD weight x VCG of LOAD.
This moment is always positive.
Vertical center of gravity of the rig = total Vms/rig' displacement. (The total
vertical moments of all weights onboard [deck loads, tank liquids, stores, drilling
loads, etc.] added to the vertical moment of the rigs lightship and divided by the
rigs lightship plus the total of all weights onboard).
This moment is always positive and MUST always be less than the VCG
limits given in Table 1.1 and Figure 17.
Example of definitions and symbols Rig Type 1
EXERCISE
Chapter 2
1.
Define the center of gravity of a rig.
2.
What is the height of the center of buoyancy above keel in table 1.2 in chapter 1 at the draft of 13.10 m?
3.
In the same table from question 2, the TCB is 0.00 m. What does this tell you?
4.
From the same table from previous question, what is the LCB at a draft of 2.10 m.
5.
From previous question, explain what the distance LCB represents.
6.
What affects the position of the center of buoyancy?
7.
Explain the difference between the height of the metacenter and the metacentric height.
8.
Give the description of the metacenter.
9.
What is the value of GM if KM = 15 m and KG 10.56 m?
10. What will happen if the G and B are not on the same line?
11. Explain why KM is not considered to be a fixed distance under all circumstances?
12. What affects the position of the center of gravity?
13. Explain why GM is a factor to indicate the amount of stability.
14. What does KMT stand for?
15. Explain why KMT and KML normally do not have the same value.
16. Under what condition will KMT and KML have the same value?
17. What is the value of KB if KM = 35 ft, GM = 3.5 ft, and GB = 9 ft?
18. Define the stability couple.
19. Which factors determine the amount of the righting moment?
20. Give a summary of the categories of stability.
21. The center of mass of a drilling vessel is also known as the _________

a.
b.
c.
d.
center of buoyancy.
center of gravity.
metacenter.
center of flotation.
2.13
2.14
22. Define the center of flotation.

23. The position of the center of flotation depends on?
24. What is the stability condition for a KG = 20 ft, KB = 5 ft, and BM = 14 ft?
25. On which side of the centerline is the position of TGG in Figure 2.15 if the value of TGG = -1.5 m?
26. The position of M is considered to be a fixed point up to ______ degrees.
27. Explain the difference between a stiff and tender rig.
28. What will happen to G and B when a vessel is inclined due to some external forces?
29.

Explain the conditions :

a. Stable equilibrium
b. Neutral equilibrium
c. Unstable equilibrium
30. The value of GM = 0.95 m on a vessel with a displacement of 4,100 mt. The vessel is heeled to 8. Find the moment
of stability.
31. The displacement of a vessel is 6,500 st. GM =4.5 ft. Weights are shifted to cause G to rise 1.3 ft. The heel is 5.
Calculate the loss of righting moment.
32. A drilling vessel displaces 11,000 mt. Find the moment of stability if the righting level is 0.40 m.
33. The displacement of a semisubmersible is 12,000 st. KG = 18.5 ft. A previous calculation with KG = 15.9 ft showed
an arm of stability GZ = 1.2 ft at 5. Find the righting lever and moment for 5 and KG = 18.5 ft. Assume M is at
the same position.
CHAPTER 3
Change of Draft, Heel, and Trim
3.1
MEAN DRAFT (MD)
Mean draft (MD) is the draft amidships at the intersection of the transverse and longitudinal centerlines.
Mean Draft Drilling Vessel =
Mean Draft Semisubmersible =
3.2
Draft Reading Forward + Draft Reading Aft

2
The Sum of the Draft Reading of Four Columns
4
TRUE MEAN DRAFT (TMD)
C
L
The true mean draft (TMD) is the draft at the center

of flotation (F). The position of F depends on the
waterplane area. If the position F is not amidships,
the TMD and MD are different.
The position of F in Figure 3.1 shows the situation
where longitudinal center of flotation (LCF) does not
coincide with amidships because of an asymmetric
waterplane area. The TMD in this case is less than
the MD. The correction is the distance C-C'. There
are two ways to find the TMD.
NOTE: The vertical line through the draft marks
is called the aft perpendicular (AP) and for forward
perpendicular (FP).
WL1
WL2
COF
DRAFT
AFT
DRAFT
FWD
TRUE MEAN DRAFT
Figure 3.1
MEAN DRAFT
Mean draft and true mean draft
= inclination
T
tan =
but also
L
a
tan =
so
X
a = T
L
X
X
a = T
L
TMD = Draft Forward + T
Distance between forward draft marks and center of flotation

L
For trim by the head the sign will be minus (). Another way is with the formula
Correction for TMD = T

Distance between COF and

L
3.1
C'
L = X + Y (L is the distance between forward and aft draft marks)
Total trim (T) = a + b
X+Y=L
3.2
Example 1.
The mean draft of a drilling vessel is 36 ft. The center of flotation (F) is amidships.
The trim is 6 ft aft. What is the draft fwd and aft?
6 = 33 ft
Draft forward = 36
2
6
Draft aft = 36 + = 39 ft
2
3.3
CHANGE OF DRAFT (COD)
Change of draft (COD) is any change in draft readings. Change of draft can be caused by:
1. A weight shift in longitudinal or transverse direction. The change of draft will be a change of trim (COT) or
a change of heel (COH). The TMD will remain the same. The forward and aft draft readings will change.
2. Weight is loaded or discharged. This will cause a change in TMD and a change in the forward and aft drafts.
A weight change away from the centerlines around F will cause, in addition, a COT and/or COH. The final
result can be a combined COD/COT and COD/COH.
3.4
CHANGE OF TRIM (COT)CHANGE OF HEEL (COH)
When a weight is shifted (without adding weight) forwards, the draft forward will increase and the draft aft will decrease.
Change of trim (COT) is the sum of the change of trim forward plus the change of trim aft. The COT is caused by a
longitudinal weight change.
Change of heel (COH) is the result of the total change of heel by a weight shift in the transverse direction.
On a four-column semisubmersible or on a drilling vessel, the combination of COT and COH is common for any weight
changes. The resultant heel and trim are corrected with ballast tanks.
If the initial trim and final trim are in the same direction, subtract the two figures to find the COT/COD. If the initial
trim and final trim are in the opposite direction, add the two figures to find the COT/COD.
The same principle counts for heel.
Example 2.

Initial trim = 0.2 m aft, final trim = 0.4 m aft.
COT/COD = 0.2 m
COT/COD = 7'8"
Initial trim is 3'6" fwd. Final trim is 4'2" aft.
3.3
If the centerline and LCF coincide, the COT increase

and decrease of the draft on each side will be exactly
the same. With the LCF off centerline, the COT on
each side will be proportional to the offset of the
LCF. This is the same principle as explained for the
mean draft and true mean draft (fig. 3.2).
L=X+Y
X
WL1
WL2
If in Figure 3.2 the rig initial trim was zero

COT = a + b and Length (L) = X + Y

a+b
a
also tan =
so
X
L
a
a + b
=
X
L
X
Y
a = T
and b = T
L
L
Distance FP to LCF
COT fwd = T
L
Distance AP to LCF
COT aft = T
L
tan =
Example 3.
DRAFT
FWD
FP
DRAFT
AFT
LCF
AP
Figure 3.2
COT versus LCF
Find the new draft and TMD.
A drilling rig has length of 60 m. The LCF is 1.5 m aft of amidships. The draft forwards is 18.35 m and aft 18.25 m. Find
the new draft if a shift of weight causes a COT of 28 cm aft.
The position of LCF is 31.5 m from FP and 28.5 from AP.

31.5 m
60 m
COT Fwd = 28 cm
COT Fwd = 14.7 cm (rounded off to 15 cm)

28.5 m
60 m
COT Aft = 28 cm
COT Aft = 13.3 cm (rounded off to 13 cm)
Inital drafts
Fwd 18.35 m
Aft 18.25 m
COT
0.15 m
+ 0.13 m
Final draft
Fwd 18.20 m
Aft 18.38 m
Final TMD = Draft aft 0.18 m
MD 18.30 m
MD 18.29 m
Final trim 0.18 m aft.
Distance LCF AP
L
28.5
Final TMD = 18.38 0.18 m
= 18.38 m 0.0855 m (rounded off to 0.09 m)
60
Final TMD = 18.29 m
3.4
Example 4. Find the new draft and true mean draft.

Vessel L = 330 ft. LCF = 15 ft aft of centerline.
Draft = 12 ft at even keel. COT = 22 in. by the stern because cargo is moved to aft.
Calculate final MD, TMD, and final drafts forward/aft.
180' (Fwd of LCF)

330 ft
COT Fwd = 22"
COT Fwd = 12" or 1'
COT Aft = 22"
COT Aft = 10"
150' (Aft of LCF)

330 ft
Initial draft
Fwd 12'00"
Aft 12'00"
COT
1'
+ 10"
Final draft
11'00"
12'10"
MD 12'00"
MD 11'11"
Distance Aft of LCF

L
150'
Final TMD = 12'10" 22"
330'
Final TMD = Draft aft T
Final TMD = 12'10" 10"
Final TMD = 12'00"
NOTE: If weights are shifted only then TMD does not change!
TMD 12'00"
3.5
EXERCISE
Chapter 3
1.
The initial draft of a drilling vessel is 9 ft forward and 13 ft aft. After loading and discharging, the draft is 10 ft
forward and 12 ft aft. Find the change of average draft and the change of trim (COT).
2.
The initial draft of a rig is 8.56 m forward and 8.96 aft. The COF is amidships. Weights are shifted aft to cause a
change of trim of .32 m. Find the new draft.
3.
A drilling vessel has an initial draft of 19'00" forward and 21'6" aft. After loading and discharging, the final draft
is 19'3" and 21'3". The COF is amidships. Find:
a.
b.
4.
A drilling vessel is 155 m long. The draft on even keel is 5.74 m. Weights are shifted to change the trim 0.65 m by
the stern. The COF is 4.70 m aft of amidships. Find the new drafts forward and aft and the new true mean draft.
5.
A semisubmersible with a length of 420 ft and a COF 230 ft from aft, floats with a draft of 20'08" forward and 24'4"
aft. Weights are shifted aft to cause a COT of 30 in. Find:
a.
b.
c.
d.
e.
f.
g.
h.
6.
The length of a semisubmersible is 106 m. The LCF is 1.9 m forward of midships. The draft is 16.75 m forward
and 17.00 m aft. A shift of weight causes a COT of 0.40 m by the bow. Find:
a.
b.
c.
d.
e.
f.
g.
h.
7.
A semisubmersible with a length of 330 ft and LCF is 148.5 ft forward of the aft end, floats at a draft of 60'4"
forward and 61'09" aft. If the trim changes 20 in. by the stern, calculate:
a.
b.
c.
d.
e.
f.
The COT
The change of mean draft
The initial trim

The initial mean draft
The initial true mean draft
The final draft forward and aft
The COT
The final trim
The final mean draft
The final true mean draft
The initial trim

The COT
The final trim
The initial trim

The COT
The final trim
3.6
g.
h.

8.
A drilling vessel is 390 ft long and floats at a draft of 23'00" even keel. A change of weight aft causes a trim of 12
in. Find the new draft if LCF is 180 ft forward of the aft perpendicular.
CHAPTER 4
The Calculations for G, B, and M
4.1
INTRODUCTION
From the explanation of the stability theory in previous chapters it is known that:
1. The position of G lightship is determined by the naval architect. Without any changes to the rig construction,
G lightship is a fixed point.
2. The actual position of G in operations depends on the weight distribution of the variable load added to the
lightship weight configuration in addition to the lightship weight configuration.
3. The position of B above K depends on the draft. The naval architect calculates the position for a range of
drafts. The results are tabulated in the hydrostatic properties.
4. The position of M is a fixed point for small angles. The range BM is computed and tabulated in the hydrostatic
properties.
5. The positions of G, B, and M are expressed in the vertical longitudinal and vertical planes.
In this chapter the principles to determine the positions of G, B, and M and their relations with the stability calculations
will be further explained.
4.2
THE EFFECT OF WEIGHT SHIFTS ON THE CENTER OF GRAVITY (G)
It is known that the position G depends on the distribution of the total weight of the rig construction and the added
variable load. The effect of the shift of G depends on
1. the direction of the weight change.
2. the distance of the weight change in respect of the initial G.
3. the amount of weight change.
Two types of calculations may be used to find the new
position of G after a change in weight distribution.
1. Calculation for each weight shift with a
weight shift formula
2. Calculations with the principles of
moments
If a weight w is moved over a distance d, the center

of gravity will move from G to G' (fig. 4.1). Because
of the moment wd, the rig will heel in this case to
the right. The rig stabiles under an angle with a new
position of G'. The stabilizing angle is the position
when the moment
wd = WGG'
The movement of G to G' is always parallel to the
movement of the weight w. In this case the move is
horizontal.
Figure 4.1
4.1
Shift of G to G'
G'
4.2
W GG' = w d or
GG' =
wd
W
W is the weight of the rig

d is the distance of the weight move
w is the weight of the load
The heel or trim moment is

w d or W GG'
After the weight move, the rig stabilizes with an angle . The points B, G', and M are on a vertical line (fig 4.2). The opposite
forces through B and G' are in line, i.e., there is no couple. GM is positive. The angle is calculated as shown below.
The angle is:

GG'
GM
tan =
Figure 4.2
Shift of B and G
G'
B'
4.3
Example 1. Seesaw in balance

A seesaw with a weight distribution as indicated below is in balance because the clockwise moments are equal to the
anti-clockwise moments.
Assume the balance is a homogeneous body with its own G on the centerline. Use K on the left side as reference point
to calculate the moments.
30 m
40 m
40 m
K
G
300 kg
300 kg
Clockwise Moments = Anticlockwise Moments

300 kg 30 m + 300 kg 110 m = 600 kg 70 m
42,000 kgm = 42,000 kgm
What will be the new position of the fulcrum if we change the weight on the right side to 400 kg? Use two methods.
30 m
40 m
40 m
K
300 kg
G'
400 kg
1) Clockwise Moments = Anti-clockwise Moments

300 kg 30 m + 400 kg 110 m = 700 kg KG'
KG' = 75.71 m
GG' = 5.71 m
wd
2) With GG' =
W
W = Initial weight + 100 kg = 700 kg
100 kg 40 m
700
GG' =
GG' = 5.71 m
4.4
A weight change will affect the position of G in various ways:

1. Discharging a weight results in a new position of G directly away from the removed weight (fig. 4.3).
2. Loading a weight results in a new position of G directly towards the added weight (see fig. 4.3).
3. Shifting a weight results in a new position of G parallel to the weight shift.
WEIGHT
ADDED
WEIGHT
REMOVED
G'
G MOVES
TOWARD
WEIGHT
G MOVES
AWAY FROM
REMOVED
WEIGHT
G'
Figure 4.3
Shift of G to G'
Example 2. Single weight movement

Rig displacement is 12,000 tonnes. KG = 14 m. A weight of 60 t is lowered 30 m. Find the new position of G with the
weight shift formula and moment formula:
GG' = w d
W
60
t 30 m
GG' =
12,000 t
GG' = 0.15 m
G' is lower
New KG = 14 m 0.15 m = 13.85 m
With moments:
Initial weights and moments:
12,000 t 14 m = 168,000 tm
Change 60 t 30 m = -1,800 tm
New KG Moment = 166,200 tm

166,200
New KG =
= 13.85 m
12,000
4.5
Example 3. Single weight loaded

A drilling vessel with a displacement of 18,000 st loads 1,400 st in the ballast tanks 8 ft below the G of the vessel.
Calculate the new position of G.
GG' = 0.58 ft
wd
GG' = W + w
1,400 st 8 ft
GG' =
18,000 st + 1,400 st
G' is lower

Consider as if the load of 1,400 st is placed in G.

Then move 1,400 st to a position 8 ft below G.
Example 4. Single weight discharged

A rig with a displacement of 15,000 tonnes and KG of 18 m discharges a weight of 900 tonnes with a KG of 20 m.
Calculate the shift of G.
GG' = w d
Ww
900 t (20 m 18 m)
GG' =
15,000 t 900 t
GG' = 0.13 ft
New KG = 18 m 0.13 m = 17.87 m

Using the moment calculation:

15,000 t 18 m = 270,000 tm
-900 t 20 m = -18,000 tm
14,100 t KG' = 252,000 tm

KG' = 17.87 m
A weight removed above G results in a lower final KG'.

A weight removed below G results in a higher final KG'.
Example 5. Multiple weight changes

A rig of 12,000 st with a KG of 18 ft loads 150 st 14 ft above keel, discharges 1,200 st 10 ft above keel, and 150 st is shifted
from 10 ft above keel to 16.8 ft above keel.

Item
Weight
KG (VCG)
Vertical Moment
Rig
12,000 st
18 ft
216,000 stft
Load
+150 st
14 ft
+2,100 stft
Discharge
-1200 st
10 ft
-12,000 stft
Shift
150 st
6.8 ft
+1,020 stft
Totals
10,950 st
New KG
207,120 stft
The new KG value = 207,120 st-ft 10,950 st = 18.91 ft
4.6
It is more convenient to use the calculations with tabulated moments instead of the single weight shift formula. The
daily stability calculations on the rig are done with the tabulated moments as shown in Example 5.
Example 6. Lift of weight. Transverse movement G-G"
d horizontal
d vertical
G'
G"
The height of the boom is 60 m above K. The weight of the lift is 35 t. The horizontal distance between the centerline
and the lift is 40 m.The displacement is 16,500 t and KG is 14.50 m. Initial KM = 17 m. Calculate the shift of G to G" and
the inclination.
Vertical move GG' = w d

W+w
35 t (60 m 14.5 m)
GG' =
16,500 t + 35 t
GG' = 0.10 m
New KG = Initial KG + GG'

New KG = 14.5 m + 0.10 m = 14.60 m
GM final = KM KG
GM final = 17 m 14.60 m = 2.40 m
35 40
Horizontal move =
16,500 + 35
G'G" = 0.09 m
tan =
G'G"
GM
0.09 m
2.40 m
= 2.15 degrees
As shown, the calculation is easy to do if done in two steps followed by the calculation of the angle.
4.3
4.7
RECAPITULATION OF SHIFT OF G
1. A change in weight on the rig moves the initial center of gravity G to a new position, whereby:
GG' =
wd
W
GG' moves parallel with the weight shift.
2. For a diagonal move, the calculation is done in steps. First find the vertical component GG' and then the
horizontal component G'G".
3. For loading a weight the shift of G will be:
GG' =
wd
W+w
The direction of GG' is directly towards the load added.
4. For discharging a weight the shift of G will be:
GG' =
wd
Ww
The direction of GG' is directly away from the load moved.
5. For multiple load changes it is more practical to find the new position of G with the total moment versus total
weight method.
KG final =
Initial Moment Loaded/Discharged/Shifted Moments of Weights about a Point

Total Final Weight
6. The keel is used as a reference point to indicate the position of G in the vertical plane. The abbreviation can
be KG or VCG (vertical center of gravity).
7. A higher KG is less GM is less the stability. A lower KG is more GM is more stability.
4.4
THE POSITION OF B AND M IN RELATION TO K
Because of the interrelation between K, B, and M, the calculation of B and M is split in two sections:
KM = KB + BM
KB and BM are calculated separately.
4.8
4.5
THE CALCULATION FOR KB
For noncomplex underwater shapes (fig. 4.4) the calculation to find the distance KB is easy. Most rigs have more
complicated shapes. Because we want to know the position of B between light draft and loaded draft, an extensive
amount of calculations is required.
WL
!/2
@/3
!/2
K
For a rectangle underwater shape

KB = !/2 draft
Figure 4.4
!/3
For a triangle underwater shape

KB = @/3 draft
Position of B for noncomplex shapes
To find the position of B for a range of drafts, the first step is to obtain the volume of the shape of the rig. Theoretically
the rig shape is divided in small vertical and horizontal sections. The volume of the shape of each minute section is
calculated and put together to find the position of B in relation to K. The final result is the position of B in the vertical
(VCB), longitudinal (LCB), and transverse (TCB) plane over a range of drafts.
4.6
INERTIA
To discuss the methods used to find the distance BM , we first need to explain the phenomenon inertia.
Inertia is the resistance of a body to move or when moving to resist any change in speed or direction if external forces
are acting on the body.
A heavy body will have more inertia than a light body. More mass (weight) is more resistance.
If there is rotation involved, the inertia does not only depend on the mass but on the moment of inertia too. The shape
of a body is an important factor of the amount of moment of inertia. A large waterplane has a greater resistance to
rotation and a greater moment of inertia than a small waterplane. The moment of inertia in the longitudinal direction
of a vessel-shaped rig is much larger than the moment of inertia in the transverse direction.
4.7
4.9
CALCULATION FOR BM
M
For small angles, M remains in a fixed position while B

moves to the low side of the vessel.
W1
W2
W3
W4
B4
B1
B2
K
Figure 4.5
Shift of B versus M
The value of BM for small angles can be found from the formula:
BM =
I
V
I = the moment of inertia about the transverse or longitudinal axis

V = the displaced volume of water in m3 or ft3
For a rectangular-shaped vessel the moment of inertia about the centerline is:
L b3
12
I is the inertia about the longitudinal axis
I =
L = the length of the vessel
b = the breadth of the vessel
BM for a rectangular vessel is:
For a rectangular-shaped vessel:
V = Volume
I

BM =
V

L b3

BM =
12V

For nonrectangular-shaped vessels:
L b3

BM =
12V

= a coefficient for different shapes of waterplanes

B3
4.10
The formula tells that the moment of inertia depends largely on the width of a vessel. This explains why the modification
of rigs often includes additional blisters around the columns on semisubmersibles or along the hull of drilling vessels.
The additional breadth gives each unit more buoyancy, more load capacity, and the wider waterplane increased the
moment of inertia considerably. Also the increase of the inertia (I) results in a larger BM and a larger GM . More GM
means more stability.
The example on this page shows the effect of the position of M for a change in breadth.
Example 7. The effect of a change in breadth
M
KM = 32.8 ft
KM = 28.6 ft
KB = 15 ft
!/2
DRAFT
80 ft
70 ft
Barge 1
Barge 2
l = 470 ft
l = 470 ft
b = 70 ft
draft = 30 ft
BM = I =
V
470 (70)3
BM =
12 470 70 30
I b3
12V
BM = 13.6 ft
I
B is at
V
KB = 15.0 ft
draft = 30 ft
BM =
470 (80)3
12 470 80 30
BM = 17.8 ft
draft for both the same
KB = 15.0 ft
KM = KB + BM
b = 80 ft
KM = 28.6 ft
KM = 32.8 ft
4.11
The difference in KM is 4.2 ft or an increase of GM of 4.2 ft. If this barge would have stability problems, a modification
of the hull with blisters of 5 ft on each side could solve the problem.
4.8
SUMMARY OF STATIC STABILITY FOR SMALL ANGLES

1. During the design and building period, the naval architect calculates the values of KB and BM for a range of
drafts.
2. The value of KM is found by adding KB and BM .
3. The values for KM are tabulated for KML longitudinal and KMT transverse.
4. G is the final position of the center of gravity of the rig. The actual KG or VCG is calculated on board. The
starting point is KG lightship and moment. Additional loads and load changes are calculated by subtracting
or adding the weights and corresponding moments. The final KG is the total of all moments divided by the
total of all weights.
5. GM is used as an indicator of the amount of initial stability.
GM = KB + BM - KG.
6. The hydrostatic properties are tabulated information for the draft range between lightship and loaded
condition. Information concerns the draft and corresponding positions of M, B, center of flotation, all in the
longitudinal and transverse planes, waterplane areas, ton per cm or inch, and the moments to change the
trim one cm or one inch. This information is to assist the person in charge of stability calculations to monitor
the stability condition under all circumstances.
4.12
EXERCISE
Chapter 4
1.
The draft of a box-shaped barge is 23 ft and KM = 21 ft. What is the value of BM ?
2.
A vessel with a displacement of 4,000 st and a KG = 18.5 ft, loads 400 st with a KG = 24 ft. Find the new KG.
3.
The displacement of a rig is 18,350 mt. A total load of 290 mt is loaded 24 m above the KG of the vessel. KG vessel
before loading is 15 m. Find the new KG.
4.
A supply vessel with a displacement of 2,205 st and a KG =15 ft consumes 165 st of fuel with KG = 5 ft during a
voyage. KM at the arrival is 18 ft. Find the new value of GM .
5.
A drilling vessel with a displacement of 8,000 st and a VCG of 22 ft; discharge 200 st with KG = 26 ft; and 400 st
with KG = 20 ft, loads 300 st with KG = 16 ft and 100 st with KG = 28 ft. Find the final KG.
6.
Which direction will G move if a weight is loaded?
7.
A crane with a boom height of 59 m above the keel and a reach of 43 m to starboard from the centerline lifts a
weight of 23 mt.The displacement is 18,340 mt. KG =16.00 m. Calculate the shift of G. Find the angle to starboard
if KM = 20 m
8.
Find the height of KM transverse for a box-shaped barge with a beam of 20 m, a length of 140 m, and a draft of 7.3
m.
9.
Find the effect of adding a weight of 60 mt 25 m above G on a vessel with a displacement of 8,955 mt.
10. A vessel with a displacement of 8,000 st and LCG 12 ft forward of amidships loads 1,200 st at 45 ft forward of
amidships and 2,000 st at 25 ft aft of amidships. Find the new LCG.
11. A full rectangular bottom ballast tank with a height of 6 m contains 330 mt of water. The displacement of the rig
is 12,000 mt and the VCG = 14.6m. Find the new VCG if the tank is emptied.
12. The displacement of a barge is 3,527 st. Find the shift of G if 220 st is loaded at a distance 6 ft above G. Find the
amount and direction of the shift of G.
13. A drilling vessel with a displacement of 14,230 mt with KG = 22.5 m discharges 1,050 mt with a KG = 25 m. Find
the amount and the direction of the shift of G.
14. A rig with a displacement of 24,000 st shifts 260 st over a distance of 35 ft from port to starboard. Calculate the
horizontal shift of G.
15. A rig floats with a displacement of 13,225 mt. KG = 12.34 m. To prepare the drilling operations, the following
cargo is loaded and discharged:
Loaded:

a.
b.
c.
d.
e.
350 mt with KG = 14.5 m.

1,250 mt with KG = 5 m.
30 mt with KG = 25 m.
950 mt with KG = 15.5 m.
150 mt with KG = 12.1 m.

Discharged: a.

b.

c.

d.
4.13
560 mt with KG = 13.25 m.

330 mt with KG = 6.01 m.
520 mt with KG = 16.90 m.
150 mt with KG = 11.12 m.
Find the new KG.

16. The moment of inertia of a vessel is 39,234 m4. Calculate the value of BM in metres if the displacement is 5,320
mt in seawater.
17. A barge 75 m long and 12 m wide floats at a draft of 3.5 m. Calculate the increase of KM transverse if the beam
of the barge in increased by 1.8 m.
CHAPTER 5
Hydrostatic Properties
5.1
INTRODUCTION
An important part of the responsibility of the naval architect assigned to the new building project of a rig is to analyze
all data concerning the stability of the rig. During the design stage he prepares all the information through computer
programmed calculations. The final results must be in accordance with the international regulations and classification
society specifications.
The details of the information are tabulated in the hydrostatic properties and on curves. The tabulated information is
more common and more accurate. In addition, curves of stability are analyzed to confirm that the stability criteria are
in accordance with the International Maritime Organization (IMO) standards.
Separate information not part of the hydrostatic properties may be:
1.
2.
3.
4.
5.
5.2
Tank capacity curves or tables.

Capacity, weight, and moment of flooded compartments.
Free surface effect of hull and ballast tanks.
The lightship information and history.
The allowable VCG values.
HYDROSTATIC PROPERTY INFORMATION
Table 5.1 and Table 5.2. are examples of hydrostatic tables of two semisubmersibles. The information in Imperial or
metric system includes:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
5.3
Draft in ft or m.
Displacement in st or tonnes (Displ).
Vertical center of buoyancy in ft or m. (VCB or KB).
Longitudinal center of buoyancy in ft or m (LCB).
Transverse center of buoyancy in ft or m (TCB).
Waterplane area in square ft or square m (WPA).
Short tons per inch (TPI) or tonnes per cm (TPC).
Longitudinal center of flotation in ft or m (LCF).
Transverse center of flotation in ft or m (LCF).
The height of the longitudinal metacenter in ft or m (KML).
The height of the transverse metacenter in ft or m (KMT).
The moment to change the trim one degree of one cm (MT1deg or MCT).
The moment to change the heel one degree or one cm (MH1deg or MCH).
DRAFT
The draft is calculated at intervals of feet and metres or parts thereof. For example, for the draft on the pontoons the
interval can be tens of feet while drafts around the columns is in one-foot intervals. In the example of the metric system,
ten centimetre intervals are used from light draft to deep draft.
5.1
TABLE 5.1
Example Rig Type 2A Hydrostatic properties
Imperial System
RIG TYPE 2A
HYDROSTATIC PROPERTIES
(Page 3 of 4)
TABLE 5.2
Hydrostatic Properties Rig Type 1
Metric System
Metric (Sheet 6 of 8)
5.4
5.4
DISPLACEMENT
As explained in Chapter 1, displacement is the weight in tonnes or short tonnes of the volume of displaced water. The
draft and displacement are interrelated. One draft level always yields the same displacement.
The lightship displacement and corresponding VCG, vertical moment, LCG, longitudinal moment, TCG, and transverse
moment are specified on a separate page in the rig's marine operations manual (MOM). Records of any changes to the
rig structure are officially recorded on this page.
The draft and displacement figures are based on salt water with a density of 1.025 t/m3. A draft or displacement correction
is required for a different density.
Example 1. Change in density

A rig with a draft of 10.5 m in salt water moves into port with a water density of 1,016. What is the draft in port?

New Draft
=

Old Draft
Old Density
New Density
New Draft = Old Draft
New Draft = 10.5
New Draft = 10.59
5.5
Old Density
New Density
1,025
1,016
KB OR VCB
The values for the distance between the keel and the vertical center of buoyancy are calculated by the naval architect
for each interval of the draft. The value KB gradually increases with the draft.
5.6
LCB AND TCB
The coordination of B in respect of the longitudinal and transverse direction is expressed in the horizontal plane as LCB
and TCB. The reference lines can be the centerlines of the rig or the forward or aft perpendicular. In the example of the Rig
Type 1, LCB is measured from frame #0 and TCB is measured from the rig forward-aft centerline (port is positive, starboard
negative). The coordinates are different from rig to rig. Not all rigs have LCB and TCB in the hydrostatic properties table.
5.7
THE WATERPLANE AREA (WPA)
The waterplane area WPA is important for the stability behavior of the rig and the TPI and TPC calculations. Not all
rigs have the WPA displayed in the hydrostatic properties table.
Drastic changes in the waterplane area are noticeable when the pontoons or tubulars pass through the waterplane. As
indicated in Table 5.3 in the gray-shaded section, the waterplane changes from pontoon to column size on Rig Type 1.
5.5
TABLE 5.3
Change in waterplane, TPC, KM, MCT, and MCH

Draft
Displ
VCB
LCB
TCB
WPA
TPC
LCF
TCF
KML
KMT
MCT
MCH
NOTE: Pontoons submerge @ draft = 10 metres.

Some calculations for waterplane areas common to the drilling rigs are shown in Figure 5.1.
L
D
SQUARE
AREA = L B
Figure 5.1
CIRCLE
AREA =
D2
4
TRIANGLE
ELLIPSE
TRAPEZOID
AREA =
LH
2
AREA =
LH
4
AREA = H
L+D
2
Waterplane areas
Example 2. Waterplane area

What is the waterplane area of a four-column semisubmersible at column draft? The columns are circles with a diameter
of 40 ft.
5.8
D2
Four columns each area =
=
4
3.14 402
4
ft = 1,256 ft2
Total waterplane area = 4 1,256 ft2 = 5,024 ft2
SHORT TONS PER INCHTONNE PER CM (TPITPC)
The calculation for the short ton per inch (TPI) or ton per cm (TPC) is explained in Chapter 1. Table 5.3 shows the effect
of the change in waterplane area going from pontoon draft to column draft.
5.6
Example 3. TPI
What is the TPI for the waterplane in Example 2?
From Chapter 1 we learned:

Waterplane area ft2
TPI =
TPI = 13.40 st/in.
375
5,024
375
Example 4. COD-TPC
The displacement is 34,376 t (table 5.2). The ballast tanks are filled with 250 tonnes. What is the new draft?
First interpolate for the draft.

Draft 19.80 m Displacement = 34,330 t
Draft 19.90 m Displacement = 34,400 t
Difference in Displacement = 70 t
Proportional
46 t
70 t
10 cm = 7 cm (rounded off)

Draft at 34,376 t = 19.80 m + 0.07 m = 19.87 m
New Displacement 34,376 t + 250 m = 34,626 t
TPC = 7.04 TPC
250
7.04
= 0.36 m (rounded off)
New Draft is 19.87 m + 0.36 m = 20.23 m
Example 5. TPI
The draft of the rig in Table 5.1 is 75.3 ft. The draft needs to increase 4.7 ft. Decide how many short tons are to be
loaded.

Increase in draft is 4.7 ft
To convert to ft and in. 0.7 ft = 0.7 12" = 8.4"
4'8.4" = 56.4"
TPI = 11.14
Increase in draft = 11.14 TPI 56.4" = 628.3 st

0.3
Old displacement interpolated = 26,635 st +
(26,705 st 26,635 st) = 26,677 st
0.5

New displacement = 26,677 st + 628.3 st = 27,305.3 st

New draft = 75.3 + 4.7 = 80 ft
5.9
5.7
LONGITUDINAL AND TRANSVERSE CENTER OF FLOTATION
Not every rig will have the coordinates of the longitudinal center of flotation (LCF) and transverse center of flotation
(TCF) in the hydrostatic properties. The reference lines are the same as for LCB and LCT. For symmetrical waterplanes,
LCF and TCF are on the centerlines of the rig.
5.10
THE HEIGHT OF THE LONGITUDINAL METACENTER AND TRANSVERSE METACENTER. KML AND KMT.
As explained in the previous chapter, the distance between K and M is derived from KM = KB + BM. The
longitudinal and vertical values for KM are different because of the effect of the waterplane area and moment
of inertia. On a semisubmersible the difference between KML and KMT is less obvious as on a vessel-shaped
drilling rig. KMT on a drilling vessel is much smaller in value than the KML. Interpolation may be required for
intermediate drafts.
Example 6.
Use Table 5.1. The draft is 62'03". What is the value of KML?
5.11
3
(69.38 ft 69.34 ft)
12
KML for 62'03" draft = 69.38 ft

KML = 69.37 ft
MOMENT TO HEEL OR TRIM 1 (MH1-MT1)MOMENT TO TRIM OR HEEL 1 CM (MCT-MCH)
During the day-to-day operations, loads are shifted,

discharged, and/or loaded continuously. Each load
change will not only affect the position of G but also
the draft, trim, and heel. The COD/COT has been
discussed. The responsibility of the barge control
operator is to maintain the heel and trim at 0. In order
to maintain the rig at even keel, ballast is used with a set
of forward and aft tanks to counteract the load changes.
The hydrostatic properties give the values for the
moments to heel or trim the rig 1 or 1 cm. This enables
one to find a quick answer on the effect of load changes
on the heel and trim and the required counteraction.
MH1, MT1, MCT, and MCH are values at regular
draft intervals for a specific value of VCG.
The calculations for heel and trim for angle or cm are
similar. The example and calculation based on Figure
5.2 are for the longitudinal condition. The choice to
use angles or cm is up to the person in charge of the
stability calculations. Both systems are correct. In
general, the calculation for angles is more often used.
= 1
LCG
0.5 trim
A
Figure 5.2
LCB'
LCB
Calculation of MT1 and MCT
WL2
LCB'
WL1
5.8
For other values of GM, the values for MH1, MT1, MCT, and MCH need to be interpolated. The hydrostatic properties
of Rig Type 1 are based on a VGC of 0.00 m. This means that the value of GM = MK. The real value of the MCT or MCH
is proportional to the actual value of GM to the value of KM.
wd
or
W GG'
w = weight of load change
d = distance of load change
W = displacement
GG' = distance between LCG and LCG'
GG' =
wd
GG'
also tan =
GG' = GM tan
W
GM
The value for 1 GG' = GM tan 1

Substitute GG'
wd
= GM tan 1
W
w d = W GM tan 1
w d is specific moment for 1 trim or heel.
MT1 = W GM tan 1
This is the value in hydrostatic properties based on GM value.
To find the value for 1 cm trim or heel refer back to Chapter 3:
COT
COT = L tan . The trim of 1 cm =
L
1
1
To trim 1 cm the formula is:
m = L tan tan =
100
100 L
We know tan =
w d = W GM tan
Substitute tan and if w d is the specific moment to trim 1 cm then:
MCT1 cm =
W GMl
100 L
To change 1" trim the formula is

MT1" =
W GMl
12 L
This is the value in hydrostatic properties based on one GM value.
m
100
5.9
For asymmetric waterplanes, LCF and TCF are not positioned on the centerlines of the rig. In that case, the two parts
of the trim need to be divided proportional to the offset of the center of flotation with relation to the total length. With
LCF amidships, change of trim forward and aft are equal. Important to remember is that the trimming moment is the
weight times distance which is (see also fig. 5.2):
The MCT and MCH of the Rig Type 1 in Table 5.3 changes considerably when the waterplane changes from pontoon
to columns.
Example 7. MT1"
Like for MCT it is possible that the hydrostatic properties are based on MT1". The calculation is the same as for MCT/MCH.
It is easy to change the angle of trim or heel in degrees into trim or heel in inches or cm (see fig. 5.2).
AB
0.5 L
AB = 0.5 trim
tan =
L = the length or breadth of the rig
AB = 0.5 L tan
A weight of 165 tons is loaded and placed 10 ft in front of the COF. The initial draft is 69 ft forward and 71 ft aft. MT1"
is 410 stft/in. TPI is 15 st/in. Calculate the new draft and trim.

Draft Fwd
Initial Draft
69'00"
Change of mean draft
165 st
15 st/in.
Aft

71'00"
+ 11
+ 11
69'11"
71'11"
+ 2"
2"
70'01"
71'09"
Initial trim 2' aft

165 st
COT is
410 stft/in.
10 ft = 4" =
New draft
New trim = 1'08" aft
Example 8. Find the angle.

Rig displacement = 15,000 tonnes. 105 tonnes is shifted 43 m aft. KML = 118 m. KG = 19 m. Find the angle of inclination.
105 t 43 m
= 0.30 m
15,000 t
W
GMl = KML KG = 118 m 19 m = 99 m
GG" =
tan =
wxd
GG'
0.30 m
=
= 0.00303
GMl
99 m
Angle of trim aft = 0.17
5.10
Example 9. Find new draft and trim

A semisubmersible has a draft of 80 ft even keel. MT1 = 6,095 ft-st. TPI = 11.25.
Displacement = 25,070 st. VCG = 60 ft. Length = 295 ft.
75 st is loaded 82 ft aft of COF. The rig center and COF coincide.
Fwd
Initial draft
80'00"
75 st
Draft increase
11.25 st/in.

New average draft
Correction for trim as calculated below
Final draft
Aft

80'00"
+ 6.6
+ 6.6
80'06.6"
80'06.6"
2'07"
+ 2'07"
77'11.6"
83'01.6"
Trim moment w d = 75 st 82 ft
wd
75 st 82 ft
Trim =
=
= 1.01
6,095
MT1

0.5 trim
To convert degrees to ft tan 1.01 =
or
0.5 L
Trim total = 2 tan 1.01 147.5
Trim = 5.2 ft
Half trim = 2.6 ft = 2'07"
The calculations for heel are similar but, of course, the moments used are for MH1.
5.11
Example 10. Multiple load/discharge. Find the new drafts.

A drilling rig length is 110 m. The draft is 20 m forward and 21.1 m aft. TPC = 6.75 t/cm. MCT = 75 tm/cm. The COF
is 2 m aft of amidships.

130 tonnes is loaded 70 m forward of COF.

65 tonnes is loaded 18 m aft of COF.

79 tonnes is discharged 31 m forward of COF.

Find the new draft and trim.

Find the final mean draft and true mean draft.
First find the moments

Initial DraftWeight

165 st
130 tonnes
Change of mean+ draft

+ 65 tonnes

Initial trim
792'tonnes
aft

Draft Fwd
Distance from
COF
69'00"
=
Aft
Moment
71'00"
70 m+fwd
11
9,100 +tm
11 fwd
18 m aft
69'11"
31 m fwd
1,170 tm aft
71'11"
2,449 tm aft
+ 116 tonnes
COT is
= 10 ft 4"
=
+ 2"
weight change in tonnes

Increase in average draft =
TPC
New draft
70'01"
Total
change
of
moment

New trim
= 1'08"

COT
= Aft
MCT

57 m

COD for COT Fwd =
73 cm
110 m

53 m

COD for COT Aft =
73 cm
110 m
165 st
5,481 tm fwd
2"
116
=

= 17 cm rounded off
6.75
71'09"
5,481 tm
=
= 73 cm
75 tm/cm
=
38 cm
35 cm
Fwd
Initial draft
20.00 m
21.10 m
Increase in draft
+ 0.17 m
+ 0.17 m
20.17 m
21.27 m
COD for COT
+ 0.38 m
0.35 m
Final drafts
20.55 m
20.92 m
Aft

Trim aft =
20.92 m 20.55 m

Final mean draft =
20.55 m + 20.92 m
2

T
True mean draft = draft fwd +
distance between fwd and COF
L

0.37 m
TMD = 20.55 m +
57 m = 20.55 + 0.19 = 20.74
110 m
= 0.37 cm aft
= 20.73 m rounded off
5.12
5.12
TANK CAPACITY TABLES AND CURVES
Tank capacity tables in Figure 5.3, Table 5.4, and Table 5.5 are examples of tank and compartment capacities. These curves
and tables are very helpful for quick load shift calculations. The tables and curves provide all necessary information
for the tanks and compartments such as capacity versus permeability, weight, the G for vertical, longitudinal, and
transverse planes with the corresponding moments.
The figures are supplied too as information for damage stability conditions in case of any uncontrolled flooding of
compartments or tanks.
CAPACITY CURVES
SALTWATER BALLAST TANKS
PB3 & SB3
Figure 5.3
Example of a tank table curve from Rig Type 1
TABLE 5.4
Example of capacity table of Rig Type 1
WEIGHT AND MOMENT EFFECT OF FLOODED COMPARTMENTS

(Metric)
TABLE 5.5
Example from Rig Type 2C of Tank Capacity Table
CAPACITITIES OF BALLAST WATER TANKS
5.15
EXERCISE
Chapter 5
1.
What is the effect on the draft if a weight of 260 st is placed directly over the LCF? The TPI = 62.
2.
A vessel floats at a draft of 24'09" fwd and 26'00" aft. MT1" = 7,425 ft-st. LCF is amidships. A weight of 440 st is
shifted forward over a distance of 270 ft. Find the COT and the new drafts.
3.
A rig with a displacement of 18,500 mt and an even keel draft of 20.1 m loads 350 mt. TPC = 34.5 t. Find the new
draft.
4.
A drilling vessel is floating at a draft of 20'00" fwd and 22'00" aft. LCF is amidships. MT1" = 2,600 ft-st. TPI = 39
t/in. The following cargo is loaded.
a.
b.
c.
d.
Find the new draft forward and aft.
5.
A drilling vessel floats at 8.20 m fwd and 8.60 m aft. The length is 112 m. TPC = 17. MCT1 cm = 114 tm/cm. The
LCF is 1.8 m aft of amidships. Find the new drafts after the following weights have been loaded or discharged.
a.
b.
c.
6.
A drilling vessel with a length of 145 m and an LCF 3.5 m aft of the centerline floats at a draft of 7 m fwd by 8.2
m aft. MCT1 cm = 175 tm/cm. Find the COT and new drafts if 290 mt is shifted forward over a distance of 65 m.
7.
A box-shaped barge measures 180 m long The displacement is 8,700 mt. Find the moment to change the trim 1
cm if KG = 7.00 m and KM = 198 m.
8.
A vessel is 495 ft long and the LCF is 225 ft forward of the aft perpendicular. The initial draft is 21'08" forward
and 22'00" aft. Find the COT and new drafts if a weight of 416 st is shifted aft over a distance of 328 ft. The MT1" =
12,400 fttn/in.
9.
A rig floats with an even keel draft MTC = 110. A total of 450 mt must be loaded. At two locations. One location is
at 25 m aft of the centerline; the other location is at 55 m forward of the centerline. LCF is at the centerline. How
much weight must be loaded each location to trim the rig 0.60 m by the stern.
22 st at 100 ft fwd of amidships

51 st at 80 ft fwd of amidships
67 st at 50 ft aft of amidships
34 st at 10 ft aft of amidships
Loaded 59 mt at 13.8 fwd of the LCF.

Loaded 220 mt at 34.4 aft of LCF.
Discharged 60 mt at 15.0 m aft of LCF.
10. A drilling vessel with a length of 470 ft floats and an LCF 24 ft aft of the centerline departs with a draft of 23'04"
forward and 24'02". TPI = 83 t/in. and MT1" = 2,700 fttn. During the voyage of 12 days the average fuel consumption
was 34 st/day from a fuel tank 240 ft forward of the aft perpendicular (AP). In addition, a total of 39 st of stores
were used 430 ft from AP and the potable water consumption was 69 st at 249 ft from AP. To counter-ballast, 295
st was loaded at 245 ft from AP. Find the COT and the drafts at arrival.
11. A rig with a displacement of 16,500 mt shifts a weight of 185 mt over 2.00 m upwards and 7.00 m to starboard. If
the initial GM = 1.2 m, find the angle after the shift.
5.16
Use Table 5.2 to answer the following questions.

12. Find the increase in displacement if the draft changes from 19.12 m to 20.04 m.
13. How many tonnes need to be discharged to change the draft from 20.53 m to 19.01 m?
14. At a displacement of 34,723 t, a weight of 834 t is discharged. What is the average new draft?
15. At a draft of 19.93 m what is:

a.
b.
c.
d.
e.
f.
g.
h.
i.
k.
l.
m.
Displacement
VCB
LCB
TCB
WPA
TPC
LCF
TCF
KMl
KMt
MCT
MCH
16. What is the moment MH1 and the MT1 for a VCG of 58 ft at a draft of 63 ft?
CHAPTER 6
Free Surface Effect
6.1
THE FREE SURFACE EFFECT ON STABILITY
A drilling rig has many tanks, which may contain fluid in the form of seawater, fuel, drilling water, or a mixture of
mud and water. Any of these tanks may be full, empty, or partly filled.
If a tank is completely full (with fluid up into the sounding pipe) the fluid acts as a solid weight. The fluid does not
have freedom to move. A change of heel or trim will not have any effect on the stability of the rig.
The situation changes if a tank is partially filled. This is called a slack tank. The fluid in the tank has the freedom to
move from one side to another side. If the rig moves by external forces, the fluid will move backwards and forwards
in the same cycle as the movement of the rig. This movement produces an effect of inertia. An inclination caused by a
weight shift or external force will move the fluid in the same direction as the inclination.
The transverse section of a semisubmersible in Figure 6.1 shows that there is no change in the stability condition if an
external force heels the rig and the bottom tanks are completely filled. The only difference is the change of the position
of B. The value of GM remains the same. As explained, the value of GM indicates the amount of stability.
Figure 6.1
B'
Full tanks and heel
Now have a look at what happens if there are slack tanks. From the moment the rig inclines, the fluid in the tank moves
and forms a new surface as shown in Figure 6.2. The center of gravity of the fluid in each tank shifts from g to g'. The
movement of the free surface has the effect of a weight shift. The effect is as if the weight of the water is suspended
from a higher point M and can swing free like a pendulum.
6.1
6.2
It appears as if G shifts to G' parallel to g-g'. The result is

that the initial arm of stability GZ is now reduced to Gv Zv.
Instead of a righting arm GZ = GM sin the real value is
only Gv Zv = GvM sin . The value of GM reduced to GvM.
Gv
THE EFFECT OF FREE SURFACE IS A VIRTUAL

REDUCTION OF GM
For a rig with a small GM value, the effect of free surface

can be substantial. It is therefore important to minimize
the free surface effect by reducing the amount of slack
tanks to a minimum.
Zv
The effect in the longitudinal direction is the same as in

the transverse direction. The effect depends on the size of
the tank and free surface moment.
g'
B'
K
g
6.2
CALCULATION OF THE LOSS OF GM CAUSED
BY THE FREE SURFACE EFFECT
Figure 6.2
Free surface effect
g'
The apparent shift of G to Gv can be calculated. The moment

of inertia as explained for the waterplane of a vessel has
the same effect as the waterplane of the fluid in the slack tanks. The distance BM for the rig's waterplane is now gm for
the waterplane in each tank (fig. 6.2).
The calculation for GGv is valid for the metric and Imperial system.
If W = the displacement of the vessel, w = the weight of the fluid, and

d = the distance gm, then:
GGv =
w d
W
d is in fact the distance gm that causes the upward movement of G to Gv.

If v = volume of fluid in the tank, 1 = density of fluid in the tank

V = volume of displacement, = density of water:
i tank
v
Also W = V and w = v 1 substitute all this:
gm =
v 1 i
V v
i
GGv =
1
V
L x b3
For a rectangular-shaped tank, i =
12
L x b3
For transverse free surface effect and a rectangular tank, GGv =

1
12V
b x L3
1
For longitudinal free surface effect and a rectangular tank, GGv =
12V
GGv =
Free Surface Effect
6.3
6.3
THE EFFECT OF BULKHEADS IN TANKS ON THE FREE SURFACE
Because of the third power to the width, the free surface can be reduced by a quarter if a bulkhead through the centerline
divides a tank in two. The proof is as follows:
If a tank is divided in two, the free surface is only half the original size.
This means that the width of the tank is now
For one tank, GGv =
1
b
2
12 V
1
b.
2
or GGv =
L
b3
12 V
8
For two tanks with the same overall width as the initial one tank: GGv = 2
GGv =
1
lb3
4
12 V
12 V
b3
8
Dividing a tank in three reduces the free surface effect by one-ninth and, if divided in four, the reduction is one-sixteenth.
This explains one of the reasons why the pontoons or the double bottom of a drilling rig are divided in many tanks.
6.4
SUMMARY
1. Any free surface will reduce the stability of the rig.
2. The third power to the width of the fluid is a major factor for the value of GGv. Width in this respect is the
breadth of the tanks for transverse stability and the length of the tank for longitudinal stability.
3. The amount of weight of the fluid is not a deciding factor. The free surface takes effect immediately upon the
moment when any water can move freely within the tank. An almost empty tank already has a considerable
amount of free surface moment.
4. The density of the fluid affects the free surface effect. Heavy weight mud will produce more free surface effect
than salt water.
5. Subdivision by bulkheads in the tanks reduces the free surface effect considerably.
6. Only a tank filled up into the sounding pipe or a stripped tank will have no free surface effect.
7. The location of the tank has no influence on the free surface effect.
8. The total free surface effect is the sum of the free surface effects of each tank.
6.5
THE TANK TABLES WITH FREE SURFACE EFFECT
The stability calculations should include the free surface effect. To simplify calculations, tank tables with free surface
effect are provided by the naval architect. For each tank the free surface moment is calculated for a range of soundings.
The free surface moment is added to the total moment. A larger moment increases the value of KG and reduces the
value of GM. Tables 6.1, 6.2, and 6.3 display examples of tank tables with free surface moment.
Notice:
1. The difference between transverse and longitudinal condition.
2. On Rig Type 2A, the free surface effect is already considerable with only one foot of water and reaches the
peak with the tank half full.
3. On Rig Type 1 for the majority of tanks, the maximum free surface effect takes place when the tanks are only
20% full.
TABLE 6.1
Example Rig Type 2A free surface effect of tanks
Rig Type 2A
FREE SURFACE EFFECT OF HULL TANK LIQUIDS
TABLE 6.2
Example Rig Type 1 Free Surface Effect of Hull Tanks
for Transverse Condition

(CORRECTIONS FOR GMT)
TABLE 6.3
Example Rig Type 1 Free Surface Effect of Hull Tanks
for Longitudinal Conditions

(CORRECTIONS FOR GML)
Free Surface Effect
6.6
6.7
WET AND DRY GM
To distinguish the difference of the VCG without and the VCG including free surface effect, the terms wet and dry are added.
Depending on the way the stability calculations are performed on the rig on preprinted sheets, the terms GM wet, GM dry,
wet VCG, or dry VCG are used. Dry is the condition without the free surface effect, wet the condition with free surface effect.
Example 1. Find the GM including free surface effect.
The displacement of a drilling vessel floating in water with a density of 1.023 t/m3 is 12,000 tonnes. The dry GM = 1.02
m. A hull tank is partly filled with water with a density of 1.004 t/m3 and the moment if inertia is 1,420. What is the
GM including the free surface effect?
V =
W
12,000 t
=
1.023 t/m3
= 11,730 m3
1
V
1,420
1.004 t/m3
GGv =
x
11,730
1.023 t/m3
GGv (Loss of GM) =
GGv = 0.12 m
GM wet = 1.02 m .12 m = 0.90 m
Example 2. Find GM wet for low and higher fluid levels.

A rig floating in seawater with a displacement of 12,000 st has a rectangular tank L = 75 ft and b = 50. The tank is filled
with one foot of seawater. KG = 70 ft. KM = 82 ft. Calculate the loss of transverse stability and the GM corrected for free
surface. Calculate too the GM wet if the level of the tank is filled up to 4 ft.
Because the tanks are rectangular the formula to use is:

L b3
1 We know from Chapter 1 for seawater V (ft3) = W (st) 31.2 ft3

12 V
d

75
ft
50 ft3
1.025
GGv =
12 12,000 st 31.2
1.025
GGv =
GGv = 2.1 ft
KG wet = 70 ft + 2.1 ft = 72.1 ft
GM dry = KM KG = 82 ft 70 ft = 12 ft
GM wet = KM KG wet = 82 ft 72.1 ft = 9.9 ft

For a level of 4 ft the calculation is:
3 ft 75 ft 50 ft
= 360 st
31.2
75 503

GGv =
12 (12,000 t + 360 t) 31.2

GGv = 2.0 ft the difference is only 0.1 ft
The increase of displacement =
6.8
Example 3. Find the VCG including free surface correction.

The stability calculation final result is:
VCG dry = 47 ft. Displacement 18,950 st. Total free surface effect 9,045 ftst. What is the VCG wet value?
VCG
18,950 st
47 ft
18,950 st
VCG wet =
Moment
890,650 ftst
Free surface effect

9,045 ftst
899,695-ftst
899,695 ftst
18,950 st
VCG wet = 47.5 ft

The free surface effect is rise in G to Gv = 0.5 ft
Example 4. Effect of dividing a tank in two

The displacement of a drilling rig in seawater is 8,500 tonnes. KG = 5.5 m. An empty rectangular bottom tank with l =
12 m, b = 10 m and h = 3 m is filled up to 1.5 m with seawater. After the tank is filled, the KM = 8.10 m. What is the GM
wet? What will the GM be if the width of the tank is divided in two by a bulkhead through the centerline?
!/2b
!/2b
Free Surface Effect
6.9
The first step is to calculate the new displacement and GM.
The weight of the added ballast = 12 10 1.5 1.025 = 184.5 t
W t
8,500 t
184.5
VCG m
Moment tm
46,750
0.75 m
138
5.5 m
8,684.5 t
46,888 tm
46,888
= 5.40 m
8,684.5
L b3
=
1
12 V
12 m 10 m3
1.0251
=
8,684.5 t
1.025
12
1.025
= 0.12 cm
KG =
GGv
GGv
GGv
KG wet = 5.4 m + 0.12 m = 5.52 m

GM wet = KM KG wet = 8.10 5.52 m
GM wet = 2.58 m
If the tank is divided in two the width of each tank is 0.5 b,

but there are now two slack tanks with each 1.5 m water level:
L (0.5b)3
12 V
12 (0.5 10)3
1.025
2
=
8,684.5 t
1.025
12
1.025
GGv = 2
GGv
GGv = 0.03. This is !/4 of the tank without a center bulkhead.
6.10
EXERCISE
Chapter 6
1.
A vessel with a displacement of 10,100 mt in seawater and has a dry GM of 0.85 m. A fuel tank is partly filled with
fuel with a relative density of 0.9. Find the wet GM if the moment of inertia is 1,300.
2.
A drilling rig with a displacement of 11,030 st in seawater has one slack tank with the dimensions of 75 ft length
and 58 ft width. Calculate the reduction of GM caused by the free surface for the tank without a longitudinal
center bulkhead and with a bulkhead.
3.
Use Tables 5.1 and 6.1 for the diagonal free surface. The tank soundings are PB1A = 9 ft, SB1B = 2 ft, DW1 = 19 ft,
DW2 = 20.5 ft, SB10A = 1 ft, and PB10B = 4 ft. The VCG dry = 61.4 ft. The draft = 68 ft. Calculate the wet GM for
diagonal value.
4.
A ballast tank on board a rig has the following dimensions L = 16 m, B = 7 m. The position of the VCG tank is 30
m port of the centerline and 2.0 m above the keel. The displacement of the rig in salt water is 20,260 mt, KG = 19.5
m, and KMt = 22.85 m. Calculate the wet KG, the wet GM, and the angle of heel if the ballast tank is filled with
220 mt of salt water.
5.
If the transverse free surface moment of a tank is 2,215 ftst, what will the free surface moment be if two equally
spaced-out longitudinal bulkheads are installed?
CHAPTER 7
The Inclining Experiment
7.1
INTRODUCTION
Although it is possible to calculate the theoretical position of the center of gravity (G) of a rig design, the actual position of
G for the structure and all permanently installed equipment needs to be confirmed at the end of the construction period.
To confirm the actual position of KG, an inclining experiment is carried out.
The inclining experiment is required by international regulations. Specific regulations are applicable for MODUs in
accordance with the IMO and Classification Societies regulations. In addition, local authorities may have their own
regulations to comply with before a rig is approved to operate within the countrys jurisdiction.
7.2
THE PREPARATION OF THE INCLINING EXPERIMENT
As mentioned, the purpose of the inclining experiment is to establish the actual value of the center of gravity for the
vertical (KG or VCG), transverse (TCG), and longitudinal (LCG) position.
The weight of the vessel or rig is considered to be the lightship weight.
The inclining experiment requires a thorough preparation by the shipyard and the project manager with his construction
team. To ensure accurate results, certain conditions are required to perform a good inclining experiment.
1. The displacement of the rig should be as close as possible to the lightship weight.
2. All loose equipment not part of the lightship weight should be discharged.
3. Any loose equipment that needs to remain on board should be secured and accurately recorded on weight
and position.
4. At the start, the rig should be without any heel or trim.
5. All tanks and void spaces need to be inspected.
6. All tanks should be empty and stripped or full. No free surface.
7. The location should be sheltered.
8. The weather should be calm with only light winds and no wave action.
9. Any mooring lines should be slack. The rig should float free from the quayside.
10. Except for the inclining crew all personnel should leave the rig. Any persons to stay on board should remain
at their assigned positions.
11. The density of the water in which the rig floats should be confirmed by measurement.
7.1
7.2
7.3
THE PRINCIPLE OF THE INCLINING EXPERIMENT
The basic principle of the inclining experiment is to shift a set of known weights several times over a measured distance.
To measure the angle, at least two identical plumb lines are installed. Each plumb consists of a long wire with a weight
at the bottom. The weight is suspended in a tray with oil to dampen the movements. To measure the deflection at the
bottom of the plumb line moves free over a graduated batten. For the purpose of the explanation, only one plumb line
is displayed in Figure 7.1. Other modern angle measurement equipment may be used instead of the plumb line.
The process of shifting weights is repeated several times to each side of the rig and backward to amidships.
G
Plumb Line
ENLARGED
PLUMB LINE
SYSTEM
FOR CLARITY OF THE DISPLAY

THE ANGLE IS EXAGGERATED.
Length
Plumb Line
Scale
Deflection
Plumb Line
Figure 7.1
The inclining experiment
G'
B'
74.
7.3
THE INCLINING EXPERIMENT CALCULATION
The inclining experiment calculation is based on the shift of weights and the angle measured with the deflection of the
pendulum with the formula explained in previous chapters. The explanation of the calculation is based on the shift of
one weight only.
w = weight shifted. d = the distance of the weight shift. W = the displacement of the rig.
= the angle of the rig after the weight shift.
= also the angle of the plumb line.
wd
GG'
(1) and tan =
GG' = GM tan (2). Substitute (2) in (1).
W
GM
wd
GM tan =
W
wd
1
GM =
(3)
tan
W
deflection plumb line
1
length plumb line
For the plumb line: tan =
or
=
(4)
length plumb line
tan
Substitute (4) in (3) gives:
GG' =
GM =
wd
length plumb line

W
Once the value of GM is known KG can be calculated.

The value of KB and BM are known values calculated by the naval architect.
KM is known too because KM = KB + BM.

KG = KM GM.
The result is the VCG or KG for lightship.
Although the naval architect and the project team closely monitor the weight of the rig during the construction period,
sometimes the end result can be different as expected, the worst case being that the weight and KG are higher.
The final figures for the lightship weight, VCG, LCG, and TCG are officially printed in the rig's marine operations
manual (MOM). Any additional structure permanently fixed to the rig during the history of the rig should be recorded.
The records of the lightship weight history are maintained on board. Every five years these figures are verified by the
Classification Society and in certain areas also by the local authorities
It is essential to ensure accurate records are maintained for any lightship weight changes.
74.
Example 1. Inclining experiment metric system

During an inclining experiment a weight of 40.9 tonnes is moved from the rig centerline to starboard over a distance
of 35.0 m. The displacement is 18,400 tonnes. The pendulum with a length is 7.60 m long deflects 0.43 m. KM = 23.81
m. Calculate GM and KG.
As shown from the example, the basics of the calculation to find the GM and KG for lightship weight is simple.
wd
length plumb line

W
40.9 t 35.0 m
7.60 m
GM =

0.43 m
18,400 t
GM = 1.37
KG = KM GM
KG = 23.81 1.37
KG = 22.44 m
GM =
7.5
EXERCISE
Chapter 7
1.
Find the angle caused by a weight shift on a barge if GM = 1.5 ft and G' after the weight shift is 0.15 ft of the
centerline.
2.
A vessel with a displacement of 5,000 st floats initially upright with a KM = 19.5 ft and KG = 16.5 ft. Find the list
if a weight of 50 st is moved from port to starboard over a distance of 30 ft.
3.
The lightship weight of a vessel is 3,700 st. A weight of 20 st is moved 25 ft from amidships to port. The deflection
of a 30 ft pendulum is 13". KM = 27.87 ft. Calculate the GM and KG value for lightship.
4.
A drilling vessel with a displacement of 34,835 mt is ready for the inclining experiment. The following additional
weights not part of the lightship weight are already on the rig before the inclining experiment; i.e, include these
weights in your calculations.
a.
b.
c.
Inclining weights = 30 mt are moved over 40 m. The plumb line with a length of 8.5 m shows a deflection of 9.3
cm. Calculate the VCG and GMt for the final real lightship condition if during the inclining test KMT = 27 m, and
after removing the weights, equipment, and cargo KMT = 7.5 m.
5.
A flat top barge with a displacement of 4,010 mt without any loose equipment or cargo, but with some ballast tanks
full with a total weight of 476 mt with a KG = 0.85 m, needs to be checked on the lightship GM. The displacement
includes the total inclining weights of 36 mt stored on the deck with a KG = 6.0 m.The ballast remains on board.
KM = 9.25 m. The plumb line with a length of 11 m shows a deflection of 28 cm when a weight of 12 mt is moved
over a distance of 12.5 m. Calculate the lightship KG and GM of the barge.
6.
A rig of 10,000 st displacement has a GM = 3.4 ft. Calculate the weight required to be shifted over a distance of 28
ft to give the rig a list of 2.5 list to starboard.
7.
The displacement of a rig is 18,900 mt. GMt = 3.4 m. A total of 390 mt is shifted from aft to forward over a distance
of 16 m. Calculate the angle of trim.
8.
What if the rig in question 7 has the following tanks with free surface?
a.
b.
c.
800 mt of ballast in full tanks with a KG = 2.67 m.

Loose equipment and cargo 900 mt with a calculated KG = 25.3 m.
Total inclining weights 100 mt with KG = 24.5 m.
Two tanks wth L = 12 m and B = 12 m

One tank with L = 5 m and B = 12 m
Two tanks with L = 9.5 m and B = 9.5 m
CHAPTER 8
Stability at Large AnglesStability Curves
8.1
INTRODUCTION
Until now we described the theory of initial statical stability in the vertical, transverse, and longitudinal planes. Initial
stability in this respect is the stability for small angles up to about 8. As explained, up to about 8, the metacenter (M)
is a fixed point.
As a quick reminder, the interaction between G and M determines the amount of statical stability.

1. The position of G depends on the weight distribution.

2. The position of M depends on the rig configuration under the waterline.
For a specific displacement, only the position of G can be controlled (within limits) on the rig.
The moment of the righting couple and corresponding arm GZ is an indication of the amount of stability. Any vertical change
of the position of G will increase or decrease the amount of stability because of the change in the length of GZ (fig. 8.1).
FOR INITIAL STABILITY UP TO 8:

THE RIGHTING ARM OF STABILITY:
GZ = GM sin
THE RIGHTING MOMENT OF STABILITY
IS: W GM sin
Z4
Z3
G4
G3
Z2
G2
G1
G
Z1
Z
B'
K
W
Figure 8.1
Stability couplechange in the value of the stability arm
8.1
8.2
8.2
INTACT STATICAL STABILITY FOR LARGE ANGLES
In normal operations, the heel or trim of the rig is considered to be as close as possible to zero. For safety purposes, the
IMO MODU code specifies that the rig has enough reserve stability. In other words, the rig should remain safely afloat
if, for whatever reason, the rig unexpectedly comes upon a condition to cause excessive heel and/or trim.
The statical stability is the tendency of a vessel heeled by external forces to return to the initial position.
To satisfy the IMO requirements, the rig is theoretically heeled over a range of angles. However, for larger angles, M is
not a fixed point anymore and moves away. For larger angles, G and M cannot be used together for stability calculation.
Instead of M, the point N is used as the intersection between the centerline of the rig and the vertical through B the
same. Without going into details, the calculation for larger angles is the same as used for GM but now GN is used with
GZ = GN sin . As shown in Figure 8.2, the position of M is no longer on the centerline.
The value of the arm of stability GZ is graphically displayed against the angle of heel or trim. The result is the curve
of statical stability valid for:

1. Only the rig as specified.

2. Only for one displacement.
3. Only for one value of G.
The above is obvious because the formula used is based on the righting moment for:
Righting moment = WGZ and GZ = GN sin .
Righting moment = WGN sin .
B
K
Figure 8.2
Large angle position of M and N
B'
Stabilty at Large AnglesStability Curves
8.3
8.3
THE CURVE OF STATICAL STABILITY
An example of a curve of statical stability for a drilling rig is shown in Figure 8.3. The statical stability curve provides
information for one situation of how the stability of the rig will change over a wide range of heel or trim.
1.
2.
3.
4.
The maximum arm of stability

The angle at the maximum arm of stability
The initial slope of the curve and the initial stability
The range of stability and vanishing stability
The example of Figure 8.3 shows that the stability of the rig vanishes at 53. The arm of the stability increases until the main
deck submerges. From this point onward, the waterplane decreases. The maximum arm of stability here is 5.2 ft at 34.
The initial part of the curve is a straight line. This is the part where M is considered to be a fixed point. If we extend
this straight line, the intersection with the vertical line through 57.3 indicates the value for the initial GM. The height
of the intersection point is the initial GM value. In our case, the initial GM = 8.3 ft.
INITIAL
STABILITY
8.3 ft
8 ft
7 ft
RIGHTING ARM
6 ft
MAXIMUM ARM
5.2 ft AT 34
5 ft
4 ft
3 ft
2 ft
RANGE OF
STABILITY
53
1 ft
10
20
57.3
30
40
ANGLE
Figure 8.3
Curve of statical stability
50
60
70
80
8.4
8.4
THE CROSS CURVES OF STABILITY
The statical curve of stability is valid for only one value for displacement and one KG, which is not very useful. To
prevent a long calculation for each new combination of displacement and KG value, the Cross Curves of Stability provide
the possibility to construct stability curves for practically any stability situation.
The calculation with the righting arm GZ for one KG value and one angle is plotted against the scale of the displacement.
The same value of KG is used for a range of angles with intervals of 5 or 10.
Figure 8.5 is an example of the metric system from Rig Type 2 for an assumed KG value of 15 m. The example of Figure
8.6 displays the Imperial system with an assumed KG value of 0 ft.
The correction to apply is:

Actual arm of stability G'Z' = (KG curve actual KG) sin
If the actual KG is lower than the KG used for the curves, the correction is positive (+).
If the actual KG is higher than the KG used for the curves, the correction is negative ().
A CROSS CURVES OF STABILITY WITH A VALUE OF KG = 0 IS PREFERABLE BECAUSE THE CORRECTION IS ALWAYS NEGATIVE. THIS LEAVES
NO ROOM FOR ERRORS.
8.5
SUMMARY OF USE OF THE CROSS CURVE OF STABILITY
To summarize how to use the cross curves of stability, follow steps 1 through 5:
1.
2.
3.
4.
5.
Calculate the displacement and KG value.

Insert a vertical line through the actual displacement.
Take the perpendicular value of the righting arm for each angle.
Apply the correction GG' sin for the actual KG value for each angle.
Draw the stability curve.
Example 1. Find the actual static stability curve.

The stability curve of a vessel with a KG = 3 ft is displayed in the example.
The actual KG = 3.34 ft. Plot the actual static stability curve. See Figure 8.4.
sin 0 = 0
sin 40 = 0.64
sin 15 = 0.25
sin 60 = 0.37
sin 30 = 0.50
8.5
GG = 3.34 ft 3.00 ft = 0.34 ft

The correction is negative because KG increased.

Angle
GG' sin
Correction
0.34 0.00
0.00 ft
15
0.34 0.25
0.09 ft
30
0.34 0.50
0.17 ft
40
0.34 0.64
0.22 ft
60
0.34 0.87
0.30 ft
A.
Stability curve for KG = 3.00 ft
B.
Stability curve for KG = 3.34 ft
RIGHTING ARM
0.17
0.22
0.09
10
15
20
30
40
0.30
50
ANGLE OF INCLINATION
Figure 8.4
Static stability curve for actual KG value of 3.34 ft
60
Calculation for GZ
1. Calculate actual displacement (W) and center of gravity (KG)
2. Read GZ from curves.
3. Calculate actual GZ (in metres) using sine correction.
General Notes
C'
C
KG = 15 m
Figure 8.5
GZ
Cross curves of stability metric systemRig Type 2 with KG value = 15 m
RIGHTING ARM (METRES)
Assumed center of gravity above base line KG 1.5 metres.
RIGHTING ARM IN FEET
Figure 8.6
Cross curves of stabilityImperial system KG value = 0 ft
Assumed KG = 0
Correction for actual KG = KGsin (Subtract)
DISPLACEMENT IN SHORT TONS
CROSS CURVE OF STABILITY
8.8
8.6
THE CURVE OF RIGHTING MOMENTS
MOMENT IN tm OR ftst
W GZ
The statical stability curve from Figure 8.3 is a curve of righting arms. It only displays the arm of stability GZ against
the inclination. We can go one step further and construct the righting moment curve. The value of GZ for each specific
angle is now multiplied by the displacement (W) and plotted against the angle of heel or trim. The result is a curve that
looks exactly the same because W is a constant factor in the formula W GZ (fig. 8.7).
ANGLE IN DEGREES
Figure 8.7
8.7
Righting moment curve
DYNAMIC STABLITY
The static stability curves with the arm of stability or the righting moment only displays a statical righting arm or
moment for a specific angle. The statical curve does not provide any information on the amount of energy required
arriving at a specific angle.
Dynamic stability is more than just a moment. It is the work done to get to the specific angle. The work done is the force times
the distance. If we take the righting moment curve from Figure 8.7 and take each individual smallest angle and add up the
corresponding moments until the angle of inclination, we find the total energy. The sum of all the moments is the area under
the curve. Therefore, we can say that the area under the righting moment curve represents the dynamic stability (fig. 8.8).
Dynamic stability = W the area under the stability curve.
The dynamic stability of a rig is important for the Classification Societies and other authorities to verify that the stability
criteria are in accordance with the IMO MODU Code. The IMO regulations impose a specified wind heeling moment
on the righting moment curve. The result should confirm that the rig has enough reserve stability to remain in a safe
condition without getting in a down-flooding angle at a too early stage. The wind heel moment is calculated the same
way as other moments by application of a force against the area.
The example of the overturning wind heel moment is:

Overturning moment (tm or ftst) = P A H

P = The wind pressure in t/m2 or st/ft2
A = The area in m2 or ft2
H = Height of the center of application above the waterline
8.9
W GZ
DYNAMIC STABILITY = W AREA UNDER THE CURVE
ANGLE IN DEGREES
Figure 8.8
Dynamic stabilityArea under the curve
The rig will heel by the external force of the wind until the amount of wind energy equals the energy absorbed by
the rig. In Figure 8.9 this angle is about 9. The remaining reserve energy for stability is the area above the wind heel
curve. The vanishing point with the wind heel curve is reduced to about 63. The example shows how the authorities
evaluate the stability behavior of the rig by imposing various storm conditions.
For example, the wind criteria for MODUs for intact and damaged stability are:
W GZ
1. 70 knots (36.0 m/s) for operational and transit conditions

2. 100 knots (51.5 m/s) for survival conditions
3. 50 knots for the damaged stability condition
DOWN-FLOODING ANGLE
WIND CURVE
10
20
30
40
50
60
ANGLE IN DEGREES
Figure 8.9
Stability curve and wind curve
70
80
8.10
8.8
DAMAGE STABILITY
Damaged stability is the uncontrolled or unintentional flooding of a compartment. The cause of damaged stability can be:

Collision
Grounding with damage to one or more tanks
Free flooding through an open manhole
Burst waterline
Failure of the ballast system
Fire extinguishing water ingress
Structural failure
A damaged stability will change any one or combination of the rig conditions:
1.
2.
3.
4.
5.
8.9
BASIC DAMAGE CONTROL PROCEDURES

8.10
Heel and/or trim

The mean draft
The stability
The reserve buoyancy
The anchor chain tensions
Each rig has its specific damage control procedures laid out in the rig's marine operations manual (MOM).
Determine the extent of the damage by visual inspection and soundings.
To minimize the flooding, ensure all watertight doors are closed.
Decide on the counteraction. Use the preprinted damage control spreadsheet as part of the damage control
stability calculation.
THE DOWN-FLOODING ANGLE
The analysis of the stability curve includes the down-flooding angle. The down-flooding angle is the angle when the
nonwatertight openings on the main deck start to submerge. The result is further uncontrolled flooding. Theoretically,
the rig cannot be saved if it reaches the down-flooding angle. The down-flooding angle for most rigs takes place before
the vanishing point of the stability curve. In Figure 8.9 this is at about 46.
8.11
THE MAXIMUM ALLOWABLE VCG
The Classification Society reviews the stability analysis and the stability curve for various conditions for each rig
separately. A table or curve with the maximum allowable VCG or KG values for the range of drafts between lightship
and maximum loaded condition is submitted.
The maximum allowable VCG ensures that the rig stability will always have an adequate amount of reserve stability.
The results of the daily stability calculations on board must always show a VCG less than the maximum allowed VCG.
Figure 8.10 is an example of Rig Type 1 maximum allowable VCG table and Figure 8.11 is an example of a maximum
allowed VCG curve. The tables are easier and more accurate to use.
NOTE: The IMO regulations for MODUs are laid down in the CODE FOR CONSTRUCTIONS AND EQUIPMENT OF MOBILE
OFFSHORE UNITS 1989 (1989 MODU CODE).
The 1989 MODU Code specifies the requirements among other regulations for the construction of MODUs. All
Classification Societies use the 1989 MODU Code as the minimum standards for every MODU design and construction.
Figure 8.10
Example of the VCG values of Rig Type 1
8.11
Figure 8.11
Example of a VCG curve
8.13
EXERCISE
Chapter 8
1.
Explain the difference between static and dynamic stability.
2.
What are the wind force criteria used for normal operations and for storm conditions as per IMO MODU code?
3.
Explain the purpose of the cross curves of stability.
4.
Draw a stability curve for Rig Type 2 (fig. 8.5) for a displacement of 20,650 mt and a KG = 18 m.
5.
From the curve of question 4 find:
a.
b.
c.
d.
6.
Define damaged stability.
7.
Name the causes of damage stability.
8.
Would you consider the results of a stability calculation of Rig Type 1 with a GM = 1.08 m, a KM = 23 m at a draft
of 19.5 m as acceptable? (fig. 8.10).
9.
What is the maximum VCG value from Figure 8.11 for a draft of 75 ft with 70 knt winds?
The maximum arm of stability

The range of stability
The initial GM value
The angle of the maximum stability
10. Using Figure 8.11, what would you do in a condition with a draft of 92 ft with wind gusting up to 75 knt and a
VCG = 63 ft?
11. Define down-flooding angle.
CHAPTER 9
Stability Calculations on Board
9.1
INTRODUCTION
To monitor the stability of the rig, daily calculations are carried out. On most rigs the stability calculations are now
computer programmed. The manual calculation should be done at regular intervals to verify that the computer
calculations are correct. It is good practice to perform manual calculations because the computer inputs can be verified,
and it also keeps the crew familiar with manual calculations in case of a computer breakdown.
The formats of the computer and manual calculation are basically the same.
9.2
LOADING CONDITIONS
In most cases the loading conditions are based on three draft situations:
1. Transit draft
2. Operation draft
3. Survival draft
The values of the maximum allowable VCG for each of the three situations are different. See Chapter 8, Figures 8.10
and 8.11.
Other factors that have an effect on the loading calculations are:
1.
2.
3.
4.
5.
6.
The free surface effect.

The set of ballast tanks to be full or empty corresponding to each draft situation.
The maximum allowable deck load.
The corrections for the anchor, chain run out, and anchor tensions.
The specific operating draft for the drilling location.
The level of ballast in the trim tanks to maintain an upright position at all times.
Note: In addition to the specified maximum allowable VCG values for the different situations, the maximum allowable deck loads
may be subject to change with the situation too. Table 9.1 is such an example of Rig Type 2A.
9.1
TABLE 9.1
Different Maximum Allowable VCG and Deck Load
RIG TYPE 2A
ALLOWABLE VCG VALUES AND ESTIMATED DECK LOADS
Stabilty Calculations on Board
9.3
9.3
THE ANCHOR SYSTEM
CORRECTION
Except for bottom-bearing and dynamic-positioned
drilling units, a mooring system is required to
maintain the rig in position above the well. The most
common mooring system deploys eight anchors in a
symmetric pattern. Asymmetric anchor patterns are
less efficient. Some examples of symmetric anchor
patterns are displayed in Figure 9.1.
In most cases the lightship weight includes the weight
of the chain and anchors. On some rigs the anchors
may be part of the variable load. Although there
may be differences between rigs, what is included in
the lightship weight are two corrections required to
compensate for the anchor system deployment.
1. A weight correction for the anchors and chain
discharged from the chain locker and anchor
rack. The corresponding weight and moment
are deducted from the stability calculation.
2. The vertical component of the anchor
tension of each anchor represents a weight
and moment at the fairleaders. The corresponding weight and moment are added to
the stability calculation (Fig. 9.2).
Figure 9.1
Figure 9.2
Anchor tension components
Example of symmetric anchor patterns
T = Anchor tension of the fairlead.

H = Horizontal component of the
anchor tension.
T = Vertical component of the anchor
tension.
9.4
The anchor system correction is not complicated

because all the components are known:

TABLE 9.2
Example of the Anchor Chain Correction Summary
The amount of chain deployed as indicated on the anchor winch console.

The weight and number of the anchors
deployed.
The anchor tension as indicated on the
anchor winch console.
1. FOR "H" VALUES SEE NOTE 3 IN LIGHTSHIP ADJUSTMENT FOR CHAIN ADDITION/SUBTRACTION PART
NOTES:
TOTALS
PAGE 13AANCHOR CHAIN CORRECTION
All invariable factors are computed to create a

spreadsheet specific for the rig. The spreadsheet
for the computer and manual calculation contain
the same information to be completed for each
anchor. Tables 9.2, 9.3, and 9.4 are examples of a
set of spreadsheets prepared by the naval architect.
The totals for weight, VM, LM, and TM are added/
deducted on the load summary sheet.
TABLE 9.3
Anchor Chain Correction to Be Used with Example of Table 9.3
RIG TYPE 2B
WEIGHT OF ANCHOR CHAIN SUSPENDED FROM UNIT
(for one chain)
Weight of Anchor Chain (st)
Average Anchor Tension at Windlass (Kips)
Notes:
1. Weight of anchor chain is 89 lb/ft in air (77.38 lb/ft in water).
2. The unit is assumed to be at the draft of 83.50 ft.
TABLE 9.4
Anchor Correction Table to Be Used with Table 9.3
RIG TYPE 2B
VERTICAL MOMENT OF DEPLOYED ANCHOR CHAIN
Vertical Moment (ftst) Chain Locker Nos. 1, 4, 5, 8
ANCHOR CHAIN ON BOARD (ft)
Vertical Moment (ftst) Chain Locker Nos. 2, 3, 6, 7

ANCHOR CHAIN ON BOARD (ft)
Example 1.
9.7
Calculation of the weight of chain runout in Imperial system
What will be the total weight reduction for the chain if eight anchors are deployed with an average of 4,000 ft per
anchor of 3" chain (of 89 lb/ft)?
For one chain:

Weight discharged in st =
Length of chain deployed in ft weight in lbs/ft

2,000 lb
The weight of 3" chain = 89 lb/ft

For 8 chains deployed:
Weight in st =
Average run out in ft 8 89 lb/ft
2,000 lb
Weight in st = 0.045 st/ft average runout in ft 8
Weight in st = 0.045 st/ft 4,000 ft 8
Weight in st = 1,440 st
9.4
THE MAXIMUM ALLOWABLE AREA LOADING
The strength of the deck at various levels is not the same. The main deck generally has the highest strength as this deck
is particularly used to store drilling equipment, tubulars, and other stores.
To prevent damage to the deck and girders, heavy load concentration should be avoided. The load concentration
can be spread with the use of supporting timbers under the loads. Figures 9.3 and 9.4 are examples of deck strength
indicating the maximum area loading.
Example 2. Calculation of maximum area loading
A small container with drilling stores is loaded on top of a deckhouse with a maximum area load of 200 psf. The
container weight is 6.5 st. The size of the container is: L = 7'03", B = 4'09", and H = 6 ft. Can the container be loaded
without spreading the load and, if not, how much spread is required to support the load?
The bottom area of the container = 7.25 ft x 4.75 ft = 34.4 ft2

6.5 st 2,000 lb
= 377 lb/ft2. The container is too heavy for the deck.
34.4 ft2
6.5 st 2,000 lb
The required area =
= 65 ft2. The timbers should cover an area of 8.5 ft by 8.5 ft.
200 lb/ft2
The area load by the container =
9.8
MAIN DECK AREA LOADING
MAXIMUM AREA
LOADING MACHINERY DECK
Figure 9.3
Rig Type 2 series. Maximum allowable area loading
Imperial system
9.5
Figure 9.4
system
Rig Type 1. Maximum allowable area loading metric
THE STABILITY CALCULATIONS ON DAILY REPORT FORMS
The computer spreadsheets and the spreadsheets for the manual calculations use the same layout. The amount of sheets
for the computerized calculations may be more condensed but the contents of both systems are the same.
As a refresher from Chapter 1, part of the block diagram shows the details of the total displacement.
TOTAL DISPLACEMENT
LIGHTSHIP WEIGHT
VARIABLE LOAD
PAYLOADS
VARIABLES
BALLAST
MISCELLANEOUS LOADS
9.9
The purpose of all stability calculations is to find the total displacement with the corresponding VCG, LCG, and TCG.
The position of VCG, including free surface effect, must always be less than the MAXIMUM ALLOWABLE VCG.
The stability calculation is done in tabular form as follows
1.
2.
3.
4.
5.
6.
Find for each line the weight, VCG, LCG, and TCG.
To find the moments, multiply the weight with the VCG, LCG, and TCG.
Add for tanks with liquid the free surface moments.
Enter at the bottom of each page the total weight, VCG, LCG, TCG, and corresponding moments.
Enter the totals of each page in the summary section of page one.
The final result is:
Final Vertical Moments

Final Displacement
Final Longitudinal Moments
LCG =
Final Displacement
Final Transverse Moments
TCG =
Final Displacement
VCG =
If VCG is below the maximum allowable VCG value, no further action is required.
In the unlikely situation that VCG is above the maximum allowable, VCG immediate action is required. Review and
verify the load situation. If the result is still the same, cargo has to be removed until the value of VCG is below the
maximum allowable VCG.
Some sample pages of the computer and manual calculation spreadsheets from the Rig Type 1 are displayed in Figures
9.5 through 9.9. The Trim and Heel Calculation sheet is specific to perform a heel and trim calculation to find the draft
on each column corner. Note how the formulas explained in Chapter 5 are used on the heel and trim calculation
spreadsheet in Figure 9.9.
Figure 9.5
Example of a computer spreadsheetmetric system. Rig Type 1summary page
Figure 9.6
Example of computer spreadsheetmetric system. Rig Type 1ballast tanks
Figure 9.7
Example of manual spreadsheetImperial system. Rig Type 2 seriesSummary page and free surface correction
Figure 9. 8
limits.
Example of manual spreadsheetImperial system. Rig Type 2 seriesAction sheet to jettison loads variable deck load exceeds
Marine Operations Manual
Figure 9. 9
Example of manual spreadsheetmetric system. Rig Type 1calculation of heel, trim, and draft on four corners
9.15
EXERCISE
Chapter 9
1.
A generator with a weight of 15 st and with dimension L = 10 ft, W = 4 ft, and H = 6 ft is loaded on the main deck.
The maximum allowed load on the deck is 300 lb/ft2 . Is the deck strong enough? If not, calculate how much spread
is needed to support the load.
2)
The maximum local loading is 500 psf and 200 psf for area loading. Containers with the dimensions L = 12 ft, W
= 4 ft, and H = 5 ft. Each container weights 540 lb.
Find:
a. The maximum weight that is allowed to be loaded in each container to stay within the local loading

criteria.
b. The maximum amount of containers allowed if the area between the beams is 550 ft2.

3.
Find the weight reduction if four anchors each with a weight of 12 st are deployed with an average chain runout
of 2,500 ft per anchor. The weight of the 3" chain is 89 lb/ft.
CHAPTER 10
Damage Stability
10.1
DEFINITION OF DAMAGE STABILITY
A vessel or rig is in a damaged stability condition whenever uncontrolled flooding of any compartment develops or
exists. In the marine world, this is also called bilging based on a holed compartment below the waterline.
10.2
CAUSES OF DAMAGE STABILITY
A damage stability condition may be caused by:

1. Collision
2. Grounding
3. Free flooding between one or more compartments through a normally closed opening such as a watertight
door or manhole.
4. Flooding through a burst waterline, leaking valve, or leaking flange.
5. Cracks in structural members followed by flooding.
6. Failure of the ballast system combined with uncontrolled filling of ballast tanks.
7. Icing if the buildup of ice weight results in a neutral or negative stability.
8. Water buildup in a compartment from water used to extinguish a fire.
10.3
CONSEQUENCES OF DAMAGE STABILITY
The effect of damage stability will include one or any combination of the following changes:
1.
2.
3.
4.
5.
6.
Change in heel.
Change in trim.
Change in mean draft.
Change in reserve buoyancy.
Change in anchor tensions.
Elimination of part of the ballast system caused by flooding in the pump room.
It is important to realize that the analysis of a damaged stability condition is based on the theory that the vessel or rig
remains afloat with positive stability after the damage to enable successive, controlled counteraction to save the unit
from sinking or capsizing.
10.4
PERMEABILITY
Permeability in marine terms is the percentage of water a compartment can contain after it has been flooded. A void space
without any equipment could be filled with a volume of water equal to the volume of the void space. Its permeability
is close to 100%. The permeability of a pump room with a considerable amount of built-in equipment may be only 60%.
A higher value of permeability results in a higher amount of loss of buoyancy. To calculate the effect of flooding, the
permeability of a compartment must be known.
10.1
10.2
10.5
RESERVE BUOYANCY AND DAMAGE STABILITY
Reserve buoyancy is the total volume of watertight space above the waterline. In the intact condition, the reserve buoyancy
can be described as the amount of weight that could be added to a rig in upright condition before all watertight spaces are
fully submerged. For a semisubmersible, in most cases, the main deck is the uppermost watertight deck. In a damaged
stability condition, a rig without reserve buoyancy will immediately go into the progressive flooding condition and sink.
10.6
WATERTIGHT INTEGRITY
If all the reserve buoyancy on a MODU was confined to one space without partitions, damage to the waterline would
result in total flooding. The MODU will lose all reserve buoyancy at once and sink.
To prevent such a major loss of reserve buoyancy, the structure of the MODU is divided into multiple watertight
compartments below and above the waterline. This division into watertight compartments is called the watertight
integrity. Because it is not feasible to build an unsinkable vessel or MODU, the number of watertight compartments
are intended to allow one or two compartments to endure damage. With one or two compartments flooded, the rig
should remain afloat with enough reserve buoyancy and stability.
In Chapter 8, the various regulatory requirements for MODUs for damaged condition were discussed. The OIM on
board should be aware of the damage stability criteria and limitations as prescribed by the Classification Society and
Flag State authorities. He should be familiar with the operations and survival limitations of the unit. A very important
part is that the watertight integrity of the unit is maintained at all times. Openings in the watertight compartments
may be one or more of the following appliances:

1.
2.
3.
4.
5.
6.
7.
Watertight doors
Balls in the goosenecks of ventilation pipes
Watertight hatches
Manholes
Inlet and discharge valves
Ventilation intakes and outlets
Chain locker openings
Watertight doors, hatches, and manholes should be kept closed except for passage or specific maintenance and inspection
tasks. Other appliances such as gooseneck balls, fail-safe valves, and remote-controlled ventilation closures should be
functional at all times.
In case of damage to a compartment with a watertight door or hatch in open position, flooding of an adjacent compartment
will, in most cases, result in an inclination beyond the down-flooding angle and the rig will likely capsize or sink.
10.7
CALCULATION OF DAMAGE STABILITY
The calculation to determine the effect on the stability and inclination of a vessel or MODU after sustaining damage
can be done two ways:

1. With the added weight method.

2. With the lost buoyancy method.
Damage Stabilty
10.3
L = 100 ft
B = 25 ft
WL2
WL1
D = 15 ft
Figure 10.1
Box-shaped barge added weight method
To explain the two principles to calculate the stability after a one compartment damage, a simple box-shaped barge is
used with the following dimensions. See Figure 10.1.

10.8
Length =100 ft. Breadth = 25 ft. Depth = 15 ft.

The barge is divided into three compartments.
The side tanks are 25 ft long and the center tank is 50 ft long.
Initial draft = 5 ft.
The initial KG = 8 ft.
The center tank is damaged and floods.
Calculate the damaged draft and new GM.
THE ADDED WEIGHT METHOD
The added weight method is mostly used to determine the effect of damaged stability because it is easy to understand
and to calculate.
With the added weight method, the calculation is based on the assumption that the flooded compartment is intentionally
filled and the weight of the seawater is added as an additional load.
The calculation to find the new draft and GM for the barge as shown in Figure 10.1 after the center tank is damaged
and fills with seawater is:
10.4
Normally the hydrostatic properties on board provide information to calculate the sinkage with TPI.
For the box-shaped example, the calculation for sinkage is done by conversion of the added water
volume into weight.
1. Find sinkage
After the compartment CDEF is flooded, the barge settles to a new waterline WL2.
The volume of the increased displacement equals the volume in the flooded compartment or:
Volume between WL1 and WL2 = the volume of section ABFE.
100 ft 25 ft h = (50 ft 25 ft 5 ft) + (50 ft 25 ft h)
h = 5 ft sinkage = 5 ft the new draft = 10 ft
2. The next step is to find the added weight.
The volume of displacement before flooding at WL1 = 100 ft 25 ft 5 ft = 12,500 ft3
The volume of displacement after flooding at WL2 = 100 ft 25 ft 10 ft = 25,000 ft3
Initial displacement =
12,500 ft3
= 400 st (because 1st = 31.25 ft3)
31.25 ft3/st
Final displacement =
25,000 ft3
= 800 st added weight = 400 st at a KG = 5 ft
31.25 ft3/st
3. Find new KG
Initial KG barge = 8 ft
GG' =
wd
400 st (8 ft 5 ft)
=
= 1.5 ft
W+w
800 st
New KG = 8 ft 1.5 ft = 6.5 ft

4. Find free surface effect
Free surface correction =
I
V
L B3
50 ft 25 ft3
=
= 2.6 ft
12V
12 25,000 ft3
5. Find new GMwet

KM = KB + BM
Draft
10 ft
KB =
=
= 5 ft
2
2
I
L B3
100 ft 25 ft3
BMbarge =
=
=
= 5.2 ft
12V
12 25,000 ft3
V
KM = 5 ft + 5.2 ft = 10.2 ft
GMdry = KM KG = 10.2 ft 6.5 ft = 3.7 ft
GMwet = GMdry FSE = 3.7 ft 2.6 ft
GMwet = 1.1 ft
The initial GM calculated with the same formula as above is 4.92 ft.
The reduction in GM from 4.92 ft to 1.1 ft because of the flooded compartment is substantial.
Damage Stabilty
10.9
10.5
THE LOST BUOYANCY METHOD
The same barge is used to calculate the result of the flooded compartment with the lost buoyancy method (fig. 10.2).
L = 100 ft
B = 25 ft
WL2
WL1
A
y
D = 15 ft
D
v
Figure 10.2
The lost buoyancy method
With the lost buoyancy method again, the center tank is holed and free communication exists between the sea and the
damaged compartment. The loss of buoyancy is compensated with the increase in draft. In other words, the volume
of the lost buoyancy is replaced by an equal amount of increase in underwater volume.
The volume of buoyancy that is lost is CDEF (this does not include ABDC since this was reserve buoyancy)
1. Calculate increase in draft. The volume of buoyancy that is gained is the volume between WL1 and
WL2 minus the volume ABCD since this section no longer provides buoyancy.
So, volume CDFE = volume between WL1 and WL2 minus volume ABDC.
50 ft 25 ft 5 ft = (100 ft 25 ft x ft) (50 ft 25 ft x ft), where x = 5 ft.
2. Calculate KB, KM, and BM. Like in the previous calculation KB = 5 ft.
Because the buoyancy lost equals the buoyancy gained, the total displacement did not change. This is
true because, with the principle of the lost buoyancy, the flooded compartment is no longer part of the barge.
I
50 ft 25 ft3
BM =
=
or BM = 5.2 ft
V
12 12,500 ft3
KM = KB + BM = 5 ft + 5.2 ft
KM = 10.2 ft
3. Calculate GM.
GM = KM KG = 10.2 ft 8 ft
GM = 2.2 ft
The initial KG did not change because, with the lost buoyancy method, the flooding is not considered
as an added weight. There is also no FSE.
This time the initial GM is reduced to 2.2 ft which is different than the 1.1 ft from the added weight method.
10.6
10.10
COMPARISON BETWEEN ADDED WEIGHT AND LOST BUOYANCY METHODS
The difference in GM value between the added weight and lost buoyancy methods can be explained. With the added
weight method, the total weight of the barge increased from 400 st to 800 st. With the lost buoyancy method, the weight
of the barge is considered to remain the same at 400 st.
For small angles, the righting moment (W GM sin ) is a measure for initial stability and not the GM value.
For the added weight method, the righting moment is:
RM = 800 st 1.1 ft sin
For the lost buoyancy method, the righting moment is:
RM = 400 st 2.2 ft sin
So both righting moments are the same.
It proves that both methods are correct.
Note: the initial RM = 400 st 2.2 ft sin
10.11
THE STABILITY CURVE FOR DAMAGE STABILITY
To analyze the effects of the damage stability condition at large angles, various flooding conditions are computed. For
each condition, the heeling moment curve is superimposed on the righting moment curve as explained in Chapter 8.
Figure 10.3 is an example of such a combination of curves.
The heeling moment curve as explained is produced by:
Heeling moment due to flooding = w d cos
W = the weight of the added water.
In this case, the list will be approximately 8 and the angle where all stability vanishes is approximately 51.
The down-flooding angle depends on the draft and the watertight integrity of the rig and is most probably somewhere
between 35and 40.
The area A is the remaining righting moment curve after the flooding. Subtracting the value of the heeling moment
curve from the righting moment curve produces the final curve (fig. 10.4).
10.12
DAMAGE CONTROL PROCEDURE
It would be unrealistic to assume a rigid step-by-step procedure could be applied to every damaged stability condition. The
procedures to follow are rig specific. Consult the damage control section of the rig's marine operations manual with the details of the
damage control procedures which, for example, includes thruster flooding and, if installed, the use of the secondary ballast system.
However, in general, the basic procedures to follow are:
1. Before starting any counteraction, determine the extent and the location of the damage. This may include
actions such as visual inspection and soundings of the suspected compartment(s).
2. If flooding occurs because of an external damage by collision, the first action to be taken can be decided upon
fairly quickly. Internal flooding by failure of a pump, sea chest seals, or a broken line may require more time.
3. Organize to muster the crew to the designated areas to ensure nobody is missing.
9
8
RIGHTING MOMENT
IN 100,000 ftst
7
6
RESULTANT
INCLINATION
HEELING MOMENT CURVE

w d cos
A
ANGLE OF VANISHING
STABILITY
3
2
1
Wd
Figure 10.3
10
20
30
40
50
60
70
80
50
60
70
80
ANGLE
Righting moment curve after flooding
9
8
RIGHTING MOMENT
IN 100,000 ftst
7
6
5
4
3
2
10
20
30
40
ANGLE
Figure 10.4
Righting moment curve after deduction of heeling moment curve
10.8
4. Most important is to maintain the watertight integrity of the rig and minimize additional flooding.

Seal off the damaged compartment.

Minimize additional flooding into adjacent compartments by immediately closing all remote- and local-operated
watertight doors, ventilation shafts, and weather-tight closures. If applicable, close all valves of the bilge and ballast
system serving the compartment and the adjacent area. Verify all hatches and manholes in the area are closed.
Take remote and manual sounding of the damaged compartment and all adjacent compartments.
Monitor the draft changes at regular intervals.
5. Once the flooding is contained, start the counteraction procedure to return the rig to an acceptable heel and
trim condition. This will involve either to counterballast a tank on the high side or to deballast a tank on the
low side of the rig. If installed, consider using the secondary deballast system (like on Rig Type 1 series).
6. To counterballast has the advantage because:

It is faster than deballasting because of the higher flow rates.

Ballasting can be accomplished by free flooding through the pumps.
It is possible to deballast a tank after the rig is returned to an acceptable heel and trim.
Even though the mean draft will increase with ballasting, the freeboard at the lowest corner will increase
while the rig is returned to upright position.
7. The disadvantage of counterballasting

is that the draft of the rig will increase
in addition to an increase of draft from
the flooding.
8. T h e o p t i o n t o c o u n t e r b a l l a s t
is only possible if the wave and
swell condition will endanger the
underdeck structure by wave impact.
Deballasting is then the only option.
9. If a forward tank or compartment is
damaged, the main ballast pump may
not be able to overcome the suction
lift. (The maximum suction lift is 32
ft.) Figure 10.5 shows examples from
the rig's marine operations manual of
two rigs addressing the possibility of
suction problems.
10. At light drafts, not enough tanks
may be available with ballast water.
Counterballast may then be the only
option. In extreme list or heel cases,
the ballast intake suction may be
above the waterline.
11. If the trim and/or heel after the damage
is such that the ballast tank vents are
submerged or close to the waterline,
close all ballast tank valves from the
remote station. The auxiliary vent lines
extend above the main deck.
Figure 10.5
Examples of suction limits
Damage Stabilty
10.13
10.9
DAMAGE STABILITY CALCULATION ON BOARD
To be prepared at all times, the barge supervisor should practice, at regular intervals, calculations of assumed damage
situations for various anticipated conditions. Examples of damage stability calculations are part of the rig's marine
operations manual (MOM). Preprinted standard spreadsheets are used to calculate (with the added weight method)
the final result of the flooding and a separate section allows for completing the counteraction to bring the rig back to an
even heel and trim condition. In addition, the computer allows quick test cases using the same added weight principle.
Figure 10.6 shows an example of a calculation on damage stability spreadsheet and subsequent counteraction for a Rig
Type 2 semisubmersible.
With the information from the actual load condition, hydrostatic properties, and various tank tables, the sequence of
the calculations is basically always the same:
1. Start with the information of the initial load condition before the damage
Initial rig drafts on each column.
Initial displacement and KG.
2. With information from various tables, find the weight of the water ingress with the corresponding vertical,
longitudinal, and transverse moments.
3. Calculate the bodily sinkage with TPI or displacement change.
4. Calculate the new average draft, displacement, and corresponding VCG, GMT , and GML.
5. Apply the FSE to VCG, GMT , and GML.
6. Calculate with MH1 and MT1 the heel and trim. Convert degrees into ft or m.
7. To find the damage condition drafts, add and deduct the heel and trim values to each corner of the column.
8. Decide what will be the best appropriate counteraction for the specific condition.
9. Find the VCG, LCG, and TCG and corresponding moments of the counterweight.
10. Calculate the final average draft, displacement, and corresponding VCG, GMT , and GML.
11. Apply the FSE to VCG, GMT , and GML.
12. Calculate with MH1 and MT1 the corrective heel and trim. Convert degrees into ft or m.
13. To find the corrective final draft, apply the heel and trim values to the damaged condition draft.
Figure 10.6
Example damage stability calculation
Damage Stabilty
10.11
EXERCISE
Chapter 10
Calculate at least one out of three questions.
1.

Use the attached hydrostatic properties and tables.

Rig Type 2A in deep tow condition accidentally floods a previously empty PDW2 to half depth with fresh water.
VCG of the tank is 20 ft aft of LCF and 108 ft to port of centerline.
Towing draft = 55 ft
Initial KG = 62 ft
LCF is at the centerline of the rig.
Length between draft marks is 225 ft.
Width between draft marks is 195 ft.
Calculate the final draft of each column.
Calculate final GMwet, KG longitudinal, and KG transverse.
2.
Rig Type 2A is WOW with a deck load of 2,200 st at a draft of 69.9 ft. VCG = 56.2 ft. Damage occurs to port aft 30
ft diameter column between 35 ft and 65 ft flats. The permeability of the flooded compartment is 95%. Calculate
the final draft for each column and the new KG with a compartment permeability of 95%.
Displacement at 69.95 ft = 25,958 st.
Length between draft marks = 225 ft. Width = 195 ft.
Center of the flooded column is 97.5 ft from LCF.
Center of the flooded column is 112.5 ft from TCF.
COF is at the centerlines.

3.
Rig Type 2A is loaded as shown on the attached load form summary page. Calculate the final drafts for each
column if the port aft column is damaged and floods between the 51-ft and 65-ft horizontal flats.
Table 2
RIG TYPE 2A
(Page 2 of 4)
Table 2
RIG TYPE 2A
(Page 3 of 4)
Table 2
RIG TYPE 2A
(Page 4 of 4)
RIG TYPE 2A
RIG TYPE 2A
WEIGHT AND MOMENT EFFECT OF FLOODED COMPARTMENTS
CHAPTER 11
Design and Construction
11.1
INTRODUCTION
The design of the primary structure of the offshore units involves the sizing, geometrical arrangement, and selection of material
for the structural members and their connections. This means that the structure and connections have acceptable fatigue lives
and that the allowable stresses are not exceeded when subjected to the maximum loading the unit is expected to withstand.
The units are designed in accordance with accepted practices specified in detail by international regulations such as
IMO, Classification Societies, and government authorities.
The rigs are not overdesigned; therefore, the restrictions pertaining to structural safety prescribed in the rig's marine
operations manual must be respected.
11.2
FORCES WORKING ON THE FLOATING UNIT
The structure of an offshore drilling rig in operation or under tow is subjected to many forces during its lifetime. These
forces or loads can be statical or dynamic.
1. Statical loads are loads such as the weight of the rig and its components, the buoyancy force, and the pressure by water.
2. Dynamic loads are loads caused by the environmental forces and the rig movement such as roll, pitch, yaw,
sway, heave, and surge.
The various combinations of these loads will tend to bend and twist the rig structure. The bending and twisting loads
are transferred to the structural members of the rig, which are essential to the overall integrity of the unit.
11.3
STRESS, STRAIN, AND YIELD
An axial pulling load applied to a steel sample produces stress within the material. If the axial pulling progresses, the steel
sample starts to elongate. Stress is expressed in load per area, i.e., psi or kg/cm3. The elongation of the specimen represents the
strain in the material. Strain is expressed in in./in. or cm/cm.
The proportional relationship of stress to strain continues
until a certain point, and from thereon is not proportional
anymore. This is called the proportional elastic limit of the
material. Before this point, the specimen returns to its
original size if the force is removed. After this point, the
specimen is permanently deformed.
Stress in psi or kg/cm3
ULTIMATE TENSILE STRENGTH
Continuation of the axial load beyond the point of

proportional elastic limit shows that the sample material
will elongate without almost any additional load. This is
the yield point or tensile yield strength of the steel sample.
Any additional pulling results in further elongation
until the pulling reaches maximum value and then
decreases. The material reaches the ultimate tensile
strength and shortly afterwards the fracture point. The
various points are displayed in the graph of Figure 11.1.
YIELD POINT
FRACTURE POINT
PROPORTIONAL ELASTIC LIMIT
Strain in in./in. or cm/cm
Figure 11.1
11.1
Example of a Stress-Strain diagram
11.2
11.4
FATIGUE
Fatigue is the tendency to fracture under cyclic stress. Under high load and increased cycles the fatigue mode may
reduce the effective strength of the material. The endurance limit is the maximum stress that can be applied to a structure
for an indefinite service of life.
11.5
SHEAR STRESS
Shear stress is the actual stress required to shear the material. Shear loads are produced by transverse loads in combination
with other loads. Structural failure by surpassing the ultimate shear strength of the structure is very rare.
11.6
SAGGING AND HOGGING
Sagging and hogging are bending forces caused by waves passing by the rig structure or hull. When the wave crest is amidships,
the bending force is called hogging. When the wave trough is amidships, the bending force is called sagging (fig. 11.2).
HOGGING
Figure 11.2
11.7
SAGGING
Hogging and sagging
DESIGN LOADING CONDITIONS
The drilling units are designed to withstand various combinations of loads in the operation and transit modes.
1) Vertical loads. This includes lightship weight plus all variable loads.
2) Half-gravity loads (0.5 G loads). These are loads used to calculate the approximate forces caused by pitch and
roll. The combination of vertical loads and half-gravity loads controls the design of the lower hulls, columns,
vertical bracings, and the main deck girders.
3) Transverse loads. These are the loads that tend to force the structure apart (also called prying loads) and are
caused by beam waves with a critical length creating opposing horizontal loads on the lower hull and columns.
For a semisubmersible in transit mode with light draft, the transverse load can be considerably high. This
type of transversal load is not applicable for the structure of a drilling vessel.
4) Diagonal loads. The diagonal loads have the same effect as the transverse loads. These loads are caused by a
wave with a crest line running between two opposite corner columns. This creates opposing horizontal forces
on the corner columns and causes racking and twisting of the structure. A drilling vessel will only be exposed
to a minimum of this type of load.
5) Diagonal twisting wave loads. The twisting effect on the structure is caused by the vertical buoyancy change when a
wave has a simultaneous crest at two diagonal corner columns and a trough at the two other diagonal corner columns.

11.3
Note: Asymmetrical ballasting of the hull tanks on a semisubmersible worsens the effects of the diagonal loads
as explained in (4) and (5). Only in emergency damage stability conditions is asymmetric loading allowed.
The rig's marine operations manual provides more details on maximum allowable asymmetrical loading
conditions. Figure 11.3 is an example of the rig's marine operations manual from the Rig Type 1 showing the
importance to minimize asymmetrical loading.
Figure 11.3
Example from Rig Type 1's marine operations manual on twisting limitations
6) Transverse and diagonal horizontal (prying) loads. These loads are used to compute the stress ranges per foot or
metre wave height so that the fatigue life of critical members such as horizontal tubulars and various levels
can be checked.
7) Longitudinal sagging and hogging wave loads. These loads occur mainly at towing drafts and subject to the lower
hulls on semisubmersibles and to vessel-shaped drilling rigs. The sagging loads are maximum when a wave
trough is amidships and the hogging forces are maximum when the wave crest is amidships.
11.4
11.8
STEEL QUALITY
The Classification Societies prescribe in detail the steel quality and welding procedures for the various sections of the
structure. The appropriate steel grades are selected and based on the need for strength, toughness, and ductility in
the location used. Figures 11.4 and 11.5 are examples from ABS for ordinary hull structures and higher strength hull
structures to show the amount of details used to control the quality of steel to be used.
11.9
MEMBER LOADING AND STRESS
For design purposes, materials and dimensions of structural components are selected to keep total combined stresses
below the critical levels.
A utilization factor indicates how total combined stresses in a member compares to maximum allowable stresses. For
example, under certain design load conditions, the utilization factor for a 6 ft horizontal tubular may be 98%, meaning
that these members are stressed to 98% of their maximum allowable stress. Additional loading caused by failure to follow
the rig's marine operations manual (MOM) procedures could lead to overstressing of the rig structure. This could cause
sudden structural failure, permanent deformation, and accelerated metal fatigue shortening the useful life of the rig.
11.10
FATIGUE IN MEMBERS AND CONNECTIONS
The fatigue tendency is greater at those areas of members and connections that have combinations of the following:
1. High levels of stress change as cyclic loads, such as waves, are applied.
2. Points of high stress concentrated in relatively small areas called stress raisers; i.e., undercut at the toe of welds.
3. Structural discontinuities, so-called hot spots, that affect the load path in a heavily loaded member; i.e., cableway penetrations in girders.
4. Complex intersections of loaded members; i.e., K joints.
5. Seawater corrosion.
Typical areas on MODUs that are more prone to fatigue failure are:

Brace connections at column shells

Vent holes
Drains and hydrophone wells
Cable-way penetrations
Butt welds at K joints
Tube-to-tube connections
In the design phase of the rigs, computations are performed to estimate the fatigue life of the loaded members and
critical areas. It is important to the persons in charge on the rig to reduce the theoretical fatigue life by actions, such as
asymmetrical loading, exceeding maximum allowable deck load, or unauthorized welding. The proper working of the
cathodic protection should be verified at regular intervals and any corrosion around critical members should be reported.
Figure 11.4
ABS example of steel quality for ordinary hull structures
Figure 11.5
ABS example of steel quality for higher strength structures
11.11
11.7
LOAD CURVES ON DRILLING VESSELS
In addition to the usual computer stability calculation on drilling vessels, the program may automatically show a load
curve with the corresponding shear and bending forces for sagging and hogging. The load curve shows the difference
between the weight ordinate and the buoyancy ordinate. The computer calculates the shear force and bending moment
curves corresponding to the load condition for sagging and hogging. The result of the shear force and bending moment
curves should be within the allowable curves. Figure 11.6 is an example from a load condition with the shear force and
bending moment curves, and Figure 11.7 is a table with the allowable still-water longitudinal forces and bending moments.
Figure 11.6
Example of shear force and bending moment curves
11.8
Figure 11.7
11.12
Maximum shear forces and bending moments
PRELOADING ON A JACKUP
Once the jackup is on position, the legs are lowered to the seabed and from thereon supported by the spud cans in
contact with the soil. In addition to the weight of the rig on the legs,
the rig is exposed to the horizontal forces by wind, wave, and current.
These forces tend to overturn the rig with an additional vertical load
on the leeward leg. If, for any reason, the soil does not support this
additional load in case of a storm, additional penetration of the leeward
leg will result in tilting of the rig (fig. 11.8). The result will be excessive
deformation or even fracture of the leg.
To prevent such a catastrophic structure failure, the rig will be preloaded
by filling a set of preload tanks with seawater. The purpose of preloading
is to simulate the maximum reaction that the rig would experience in case
of a storm. This will ensure that the soil underneath the spud cans will
support the rig with all the additional loads caused by the environment.
11.13
THE STRENGTH OF THE JACKUP STRUCTURE
The jackup in elevated position resists the environmental forces as

a flexible structure with the support at the spud cans or mat. The
structure combination from spud cans, legs, jackhouse and the hull
divided by bulkheads forms a space frame. The entire frame is
subjected to loads. The stresses within the various members should
be maintained within the allowable limits.
Figure 11.8
leg
Jackup tilting due to penetration of one
11.14
11.9
THE FORCES ON THE JACKUP
The forces computed to check the strength of the jackup structure are the
1. storm forces from three directions.
2. vertical forces on the legs.
3. horizontal forces or shear forces on the leg.
4. bending moment on the leg.
11.15
STRUCTURAL ELEMENTS OF THE JACKUP
For a jackup there are basically categories of structural members.

1.

Special areas. These are the primary structural elements:

The connections of the legs to the spud can or mat.
The jackhouse connection to the hull.
The hold-down claw of the cantilever.
2.

Primary structural elements. These are elements essential to the overall integrity of the rig.
Leg tubulars.
Hull girders.
Jackhouse members.
Crane pedestals.
Helideck connection to hull.
3. Secondary structural elements. These elements are of minor importance. Failure will not affect the integrity of
the rig. The pictures in Figure 11.9 show some examples of the structural classification
Figure 11.9
Display of leg and spud can structural classification
11.10
EXERCISE
Chapter 11
1.
Explain what prying loads are.
2.
Name at least five areas on the rig you work on with high stresses and high fatigue tendency.
3.
Why must a jackup preload before starting operations?
4.
Name the two main categories of forces (loads) the rig is subjected to.
5.
Explain the principle of fatigue.
6.
Explain the difference between stress and strain.
7.
What is sagging and hogging?
8.
What is the most critical structural element of a jackup?
9.
What does the load curve of a drilling vessel represent?
10. Explain what a utilization factor of .75 represents.

11. Give the definition of the yield point.
12. At what point will a steel structure deform permanently?
13. Explain what half-gravity loads are.
14. Under what condition is it allowed to have a limited amount of asymmetric loading applied to the rig?
15. Name at least one force that will cause twisting.
16. What is endurance limit?
ANSWER KEY
Comprehensive Stability
CHAPTER 1
Exercise 1, page 1.10
5.

1 U.S. gal = 3.78 litres
Therefore 350 gal = 350 3.78 = 1,325.75 litres
1. One Newton is the force required to accelerate a mass of

1 kilogram at a metre per second squared.
2.

1 st = .9072 mt
Therefore 3,000 st = 3,000 .9072 = 2,721.5 mt
30 mt
15 lb
20 mt
35 lb
a. Resultant force value = 202 + 302 = 400 + 900

= 1,300

= 36.05 mt

Resultant force angle sin q = 20 36.05 = .5547 = 33.6
b. Resultant force value = 152 + 352 = 225 + 1,225

= 1,450

= 38.07 lb

Resultant force angle sin q = 15 38.07= .394 = 23.2

80 kg
140 kg
1.8 st
260 kg
c. Resultant force value = 260 140 = 120 and 210 80 = 130

1202 + 1302 = 14,400 + 16,900

= 31,300

= 176.91 kg
Resultant force angle sin q = 130 176.9 = .734 = 47.2
d. Resultant force value = 4.42 + 1.82 = 19.36 + 3.24

= 22.6

= 4.75 st
7.

Unknown weight
Total clockwise moments = Total anticlockwise moments

(x 5) + (8 2) = (8 2) + (7.5 4)

(5x) + (16) = (16) + (30)

(5x) = (46) (16)

x = 30 5

x = 6 kg
[(300 65) + (600 35) + (900 0)]

(300 + 600 + 900)
40,500
=
= 22.5 m
1,800
10. Unknown distance =

Resultant force angle sin q = 1.87 4.75 = .393= 23.18
11. Anticlockwise moments = 12 4.5 = 54 ft-lb

Clockwise moments = 10 5.5 = 55 ft-lb

= 1 ft-lb clockwise
3. Moment = force distance

4. 1 mt
= 2,204.6 lb
Therefore 15,000 mt = 15,000 2,204.6 = 33,069,000 lb
12. Anticlockwise moments

=
Clockwise moments =

=

=
1 st
= 32,000 oz (2,000 16)
Therefore 250 st = 2 50 32,000 = 8,000,000 oz
1 m
Therefore 12 m
Unknown distance =
9. Unknown distance

(72 7) + (61 3) = (80 2) + [12 (2 + x)]

(504) + (183) = (160) + 24 + 12x

(12x) = (687) (184)

x = 503 12

x = 41.91 ft
210 kg
[(6 0) + (12 4) + (18 12)]

(6 + 12 + 18)
264
= = 7.33 ft
36
6.
8. Unknown distance


(8 4) = (4 x)

(32) = (4x)

x = 32 4

x = 8 ft
4.4 st
1 m2 = 1,550 in.2
Therefore 5.5 m = 5.5 1,550 = 8,525 in.2
= 39.37 in.
= 12 39.37 = 472.44 in.
A.1
= [80 (1.5 + 1.22)] + (70 1.22)

303 kgm
(54.43 .61) + [60 (1.8 + .61)]
177.8 kgm
125.2 kgm anticlockwise
A.2
13. Anticlockwise moments = (12 6) = 72 ft-lb

Clockwise moments = (6 3) + (7 7) = 67 ft-lb

= 5 lb-ft anticlockwise
11.

Volume = weight density

= 23,000 2,204.6 64 1 mt = 2,204.6 lb

= 792,278 ft
14. Distance LCG

(60 12.05) + (40 4.5) + (15 7.7) + (200 6.25)

=
(60 + 40 + 15 + 200)
2,268.5

=
315
12.

Weight = volume density

= (12 .75 .6) .8

= 4.3 t
13.


= 640,000 64

= 40,960,000 lb

= 40,960,000 2,000 1st = 2,000 lb

= 20,480 st
14.


= (3 1.5 2.5) 1.1

= 12.375 mt
= 7.20 m
Exercise 2, page 1.23

1.

Unknown distance to fulcrum


(60 6) = (85 x)

360 = 85x

x = 360 85

x = 4.23 ft
2.

Unknown weight

(200 6) = (4 x)

1,200 = 4x

x = 1,200 4

x = 300 kg
3. Density is mass or weight per unit volume.
15. Archimedes's principle states that a body immersed in a

fluid has an apparent loss of weight equal to the weight
of the displaced fluid.
16. New draft = old density new density old draft

= 1,025 1,015 15

= 15.14 m
17.


= 2,230 2,000 64 1st = 2,000 lb

= 69,687.5 ft3
4.

Density = weight volume

= 1,800 (8.2 1.5 .6)

= 243.9 kg/m3
Draft = volume length width

= 69,687.5 250 25

= 11.15 ft
5.


= 30 64

= 1,920 lb
18.


= 550 1.025

= 536.58 m3
6.


= 4,000 1,025

= 4,100,000 kg

= 4,100,000 1,000

= 4,100 mt

= 536.58 40 9

= 1.49 m
7.


= 14,000 2,000 62.5 1st = 2,000 lb

= 448,000 ft
19.


= 2,800 2,000 64 1st = 2,000 lb

= 87,500 ft3

= 87,500 300 38

= 7.67 ft in seawater
8. Relative density = density of substance density of fresh water

= 200/1,000

= .2 kg/m
9. Displacement is the weight in tonnes or short tons of the
displaced volume of water.
10. 64 lb/ft

Draft in fresh water = old draft old density new density
= 7.67 64 62.5

= 7.85 ft
Change in draft = 7.85 7.67
= .18 ft
Answer Key
A.3
20.

New displacement = old displacement new density

old density

= 14,000 1,002 1,025

= 13,685.85 mt
Cargo to be removed = 14,000 13,685.85

= 314.15 mt
21. Interpolation 8.25 [(8.25 7.67) 2] = 7.96

@ 12.05 m TPC = 7.96
22.

WPA = length width

= 250 35

= 8,750 m2
TPC = WPA 1.025 100 1 m = 100 cm

= 8,750 1.025 100

= 89.68
23.

24. Feet: 44' 44'9" 45'6"

Metres: 19.80 m 19.95 m 20.10 m
Freeboard = 28 12.03 = 15.97 ft
Freeboard = 28 18.05 = 9.94 ft
c. Reserve buoyancy = length width freeboard

= 445 70 9.95

= 309,942 ft
WPA 445 70
d. TPI =
=
= 83.06 st/in.
375
375
(375 = 2,000 12)

64

e.

3. That TCB is on the longitudinal centerline of the rig.

4. At the draft of 12.10 m LCB = 53.1 m
5. LCB represents the distance from the aft end of the pontoons to the LCB.
6. Draft, trim, and list affect the center of buoyancy position.

= 562,500 445 70
= 18.05 ft draft in seawater
1. The center of gravity of a rig is the point through which

the total weight of the rig is considered to act vertically
in a downwards direction.
1st = 2,000 lb
b. New displacement = 12,000 + 6,000 = 18,000 st


= 18,000 2,000 64
1st = 2,000 lb

= 562,500 ft

CHAPTER 2
Exercise, page 2.13
7. Height of the metacenter (KM) is the distance from the keel

(K) to the metacenter (M).

= 375,000 445 70
= 12.03 ft draft in seawater
f. Displacement = length width draft

= 445 70 18.32

= 570,668 ft3
2. At the draft of 13.10 m VCB = 5.40 m
TPI = WPA 375 WPA for cylinder = 3.14 r2

= 3.14 25 25 375
= 5.23 st/in.
25. a. Volume = weight density

= 12,000 2,000 64

= 375,000 ft
New draft = old draft old density / new density

= 18.05 64 63.06
= 18.32 ft
Metacentric height (GM) is the distance from the center

of gravity (G) to the metacenter (M).
8. Metacenter (M) is the intersection point of line drawn

vertically upward through B with the vessel in the upright position and a line drawn through B with the vessel
inclined.
9.

KM = KG + GM
GM = KM KG
GM = 15 10.56
= 4.44 m
10. The rig will heel or trim and there will be a righting arm
depending on the position of G and M. This is due to an
inclination by an external force.
11. KM is not considered to be a fixed distance because M will
move away from the centerline for large angles of inclination.
12. The positions of each individual load in addition to the
lightship weight.
13. GM is the function of the arm of stability as GZ = GM sin
q. The larger the GM the more stable the vessel.
14. KMT is the distance from keel to the metacenter for
transverse.
15. Because the transverse and longitudinal axis of the waterplane is different in most cases.
A.4
16.
KMT and KML will have the same value, if the waterplane
is symmetrical along the transverse and longitudinal aes.
17.

KM = KB + GM + GB
KB = KM GM GB
KB = 35 3.5 9
KB = 22.5 ft
18.
The stability couple is the product of arm force = GZ

W = Righting Moment
19. Value of GM, angle of inclination, and displacement

20.
Intact stability with normal conditions
Damage stability with flooding of compartments

Initial stability Stable equilibrium

Neutral

Unstable

Stability for large angles

Static stability

Dynamic stability
21.
b. center of gravity
22.
The center of flotation is the geometrical center of the

waterplane. It is the point about which the vessel heels
or trims. (tipping center)
23.
The position of the center of flotation depends on the

waterplane area.
24.

KM = KB + BM
= 5 + 14
= 19 ft
GM = KM KG

= 19 20
GM = -1 (negative)
25.
Portside
26. 8
27.
Stiff rig has a large GM. Quick and unpleasant movements.Tender rig small GM. Lazy and slow. Much more
pleasant movements.
28.

G stays in the same position.

B moves to the low side of the inclined angle.
29.

a. Stable equilibrium GM is positive

b. Neutral equilibrium GM equals zero
c. Unstable equilibrium GM is negative
30.

31.

GZ = GM sin q
= .95 .139
= .132 m

sin 8 = .139
Righting moment = displacement GZ

= 4,100 .132

= 541.2 tm

Righting arm = GM sin q

Righting arm = 4.5 .087 sin 5 = .087
= .391 ft
Initial righting moment = displacement righting arm

= 6,500 .391

= 2,544.75 st-ft
GM after weight shift = 4.5 1.3

= 3.2 ft


Righting arm = 3.2 .087 sin 5 = .087

= .278 ft
After shift righting moment = displacement righting arm

= 6,500 .278

= 1,809.6 st-ft
Loss of righting moment = 2,544 1,809

= 735 st-ft
32.

Righting moment = displacement righting arm

= 11,000 .40

= 4,400 tm
33.

Righting arm
GM

= GM sin q
= GZ sin q
= 1.2 .087 sin 5 = .087
= 13.7 ft
KM = KG + GM
= 15.9 + 13.7
= 29.6 ft
For KG 18.5 ft
Righting moment = displacement GZ

= 12,000 .965

= 11,588 st-ft
KM = KG + GM
GM = KM KG
= 29.6 18.5
= 11.1 ft
= 11.1 sin q
= 11.1 .087 sin 5 = .087
= .965 ft
Answer Key
A.5
CHAPTER 3
Exercise, page 3.5
1.

2.

3.

Initial trim = 13 9 = 4 ft down on aft

Final trim = 12 10 = 2 ft down on aft
COT = 4 2 = 2
Initial mean draft = (13 + 9) / 2 = 11
Final mean draft = (12 +10) / 2 = 11
COD = 11 11 = 0 ft
New draft aft = 8.96 + (.32/2) = 9.12 m
New draft fwd = 8.56 (.32/2) = 8.4 m
a. The COT

Initial trim = 21'6" 19' = 2'6" down on aft

Final trim = 21'3" 19'3" = 2' down on aft

COT = 2'6" 2' = 6" (.5 ft)
The bow is down.
b. The change of mean draft
Initial mean draft = (21'6" + 19') / 2 = 20'3"

Final mean draft = (21'3" + 19'3") / 2 = 20'3"

COD = 20'3" 20'3" = 0
4. Initial draft fwd and aft is 5.74 m

COT fwd = trim length fwd / total length

= .65 82.2/155 82.2 = 155/2 + 4.70
= .34m
COT aft = trim length aft / total length
= .65 72.8/155 72.80 = 155/2 4.70
= .31m
Final draft fwd = 5.74 .34 = 5.40 m

Final draft aft = 5.74 + .31 = 6.05 m

True mean draft = final draft fwd

(trim length fwd/total length)

= 5.40 + (.65 82.2/155)

= 5.74 m
5. a. Initial trim = 24'4" 20'8" = 3'8" down on aft (3.66 ft)

b. Initial mean draft = (24'4" + 20'8") / 2 = 22'6"
c. True mean draft = draft fwd (trim length

fwd / total length)

= 20.66 + (3.66 190 / 420)

= 22.31 ft (22'3.7")
d.


= 2.5 190/420 COT = 30" (2.5')
= 1.13 ft (1'2")
= 2.5 230/420

= 1.36 ft (1'4")
Final draft fwd = 20'8" 1'2" = 19'6" (19.5 ft)

Final draft aft = 24'4" + 1'4" = 25'8" (25.66 ft)
e.
Initial trim = 24'4" 20'8" = 3'8" down on aft

Final trim = 25'8" 19'6" = 6'2" down on aft

COT = 6'2" 3'8" = 2'6" (2.5 ft) (30")
f.
Final trim = 25'8" 19'6" = 6'2" down on aft
g.
Mean draft = (25'8" + 19'6") /2 = 22'7"
h. True mean draft = final draft fwd (trim length

fwd / total length)

= 19.5 + (6.16 190 /420)

= 22.26 ft
6.

a. Initial trim = 17.00 m 16.75 m = .25 m down on aft

b. Initial mean draft = (17.00 m + 16.75 m) / 2 = 16.87 m
c. True mean draft = draft fwd (trim length fwd /

total length)

= 16.75 + (.25 51.10/106)

= 16.87 m
d.

= .40 51.10 /106

= .19


= .4 54.9/106

= .21
Final draft fwd = 16.75 + .19 = 16.94 m
Final draft aft = 17.00 .21 = 16.79 m
e. Initial trim = 17.00 m 16.75 m = .25 m down on aft
F
inal trim = 16.94 m 16.79 m = .15 m down on bow
COT = .25 + .15 m = .40 m
f. Final trim = 16.94 m 16.79 m = .15m down on bow
g.
Mean draft = (16.94 + 16.79) /2 = 16.87 m
h. True mean draft = final draft fwd (trim length

fwd / total length)

= 16.94 (.15 51.1 /106)

= 16.87 m
a. Initial trim = 61'9" 60'4" = 1'5" (17") down on aft

b. Initial mean draft = (61'9" + 60'4") / 2 = 61'
c. True mean draft = draft fwd (trim length

fwd / total length)

= 60.33 + (1.41 181.5 / 330)

= 61.10 ft (61'1.2")

d.

= 1.66 181.5/330

= .91 ft (11")


= 1.66 148.5/330

= .74 ft (9")
7.

Final draft fwd = 60'4" 11" = 59'5"

Final draft aft = 61'9" + 9" = 62'6"

e. Initial trim = 61'9" 60'4" = 1'5" (17") down on aft

Final trim = 62'6" 59'5" = 2'3" (37") down on aft

COT = 37" 17" = 20"

f. Final trim = 62'6" 59'5" = 2'3" (37") down on aft

g. Mean draft = (62'6" + 59'5") /2 = 60'11.5"
A.6
h. True mean draft = final draft fwd (trim length fwd

/ total length)

= 59.41 + (3.08 181.5 /330)

= 61.10 ft (61'1.2")
8.


= 1 210/390
= .52 ft

= 1 180/390
= .46 ft
Final draft fwd = 23 ft .52 ft = 22.48 ft

Final draft aft = 23 ft + .46 ft = 23.46 ft
CHAPTER 4
Exercise, page 4.12
1.

KM = KB + BM
KB = draft

= .5 23

= 11.5
BM = KM KB

= 21 11.5

= 9.5 ft
2.

GG' = (w d) (W + w)

= (400 5.5) (4,000 + 400)

= 2,200 4,400

= .5 ft
New KG = old KG + shift

= 18.5 + .5

= 19 ft
3.

GG' = (w d) (W + w)

= (290 24) (18,350 + 290)

= 6,960 18,640

= .37m

= 15 + .37

= 15.37 m
4.

GG' = (w d) (W w)

= (165 10) (2,205 165)

= 1,650 2,040

= .808

= 15 + .808

= 15.80 ft
KM = KG + GM
GM = KM KG

= 18 15.8

= 2.2 ft
24 18.5 = 5.5 ft
15 5 = 10 ft
5.

Weight KG Moments
8,000 22 = 176,000
-200 26 =
-5,200
-400 20 =
-8,000
+300 16 =
4,800
+100 28 =
2,800
7,800
170,400
New KG = moments weight

= 170,400 7,800

= 21.84 ft
6. Towards the added weight.

7.

Weight KG V-Moments
18,340 16 = 293,440
+23 59 =
1,357
18,363 294,797
TCG
New KG = V-moments weights

= 294,797 18,363

= 16.05 m
New TCG = T-moments weights

= 989 18,363

= .05 m
43

8.

BM = I V
I = L B3 12
= 140 20 20 20 12
= 93,3334
V = LBD
= 140 20 7.3
= 20,4403
BM = I V
= 93,333 20,440
= 4.56m
KM = KB + BM
KB = Draft
= .5 7.3
= 3.65m
KM = 4.56 + 3.65
= 8.21 m
9.

GG'

T-Moments
989
989
GM = KM KG
= 20 16.05
= 3.95 m
Tan q = opposite adjacent
= .05 3.95
= .0126
= .72
= (w d) (W + w)
= (60 25) (8,955 + 60)
= 1,500 9,015
= .166 m increase
Answer Key
A.7
10.

Weight LCG L-Moments

8,000 +12
=
96,000
1,200 +45
=
54,000
2,000 -25
= -50,000
11,200

100,000
16.

BM = I V
I = 39,234
V = displacement density
= 5,320 1.025
= 5,1903
New LCG = moments weight

= 100,000 11,200

= 8.92 ft forward of amidships
BM = I V
= 39,234 5,190
= 7.55 m
11.

Weight VCG V-Moments

12,000 14.6
= 175,200
-330
3
=
-990
11,670

174,210
New VCG = moments weight

= 174,210 11,670

= 14.92 m
12.

GG' = (w d) (W + w)

= (220 6) (3,527 + 220)

= 1,320 3,747

= .35 ft increase
17.

For 12 m wide
BM = I V

I = L B3 12

= 75 12 12 12 12

= 10,800

V = L B D

= 75 12 3.5

= 3,1503
BM = I V

= 10,800 3150

= 3.42 m
13.

Weight VCG V-Moments

14,230 22.5
= 320,175
-1,050
25
= -26,250
13,180

293,925
KM = KB + BM
KB = draft

= .5 3.5

= 1.75 m
KM = 3.42 + 1.75

= 5.17 m
For 13.8 m wide (12+1.8)

BM = I V

I = L B3 12

= 75 13.8 13.8 13.8 12

= 16,4254

V = L B D

= 75 13.8 3.5

= 3,6223
BM = I V

= 16,425 3,622

= 4.53 m
KM = KB + BM
KB = draft

= .5 3.5

= 1.75 m
KM = 4.53 + 1.75

= 6.28 m
Increase in KM due to increase in width

6.28 5.17 = 1.11 m

= 293,925 13,180

= 22.30 m
14.

GG' = (w d) W

= (260 35) 24,000

= 9,100 24,000

= .37 to starboard
Shift = 22.5 22.3

= .2 down
15. Weight
13,225
+350
+1,250

+30
+950
+150
-560
-330
-520
-150
14,395

KG
12.34
14.5
5
25
15.5
12.1
13.25
6.01
16.9
11.12

VMoments
= 163,196
=
5,075
=
6,250
=
750
=
14,725
=
1,815
=
-7,420
=
-1,983
=
-8,788
=
-1,668

171,952

= 171,952 14,395

= 1 1.94 m
CHAPTER 5
Exercise, page 5.15
1. Draft increase = weight added TPI

= 260 62

= 4.19"
A.8
Trim = moments MTC
= 5,854 114
= 51 cm (.51 m)
COT fwd = trim distance fwd to LCF total length

= .51 57.8 112

= .26m
New draft fwd = draft fwd + (trim 2)

= 24.75 + (1.33 2)

= 25.41ft
COT aft = trim distance aft to LCF total length

= .51 54.2 112

= .24m
New draft aft = draft aft (trim 2)

= 26.00 (1.33 2)

= 25.33ft
New draft fwd = draft fwd + draft increase COT fwd

= 8.2 + .12 .26

= 8.06 m
3. Draft increase = weight added TPC

= 350 34.5

= 10.14 cm (.1 m)
New draft aft = draft aft + draft increase COT aft

= 8.6 + .12 + .24

= 8.96 m
2.

Moments = w d

= 440 270

= 118,800
Trim = moments MT1"

= 118,800 7,425
= 16" (1.33 ft)
New draft = old draft + draft increase

= 20.1 + .1

= 20.2 m
6.

4.

Weight LCG Moments

22 +100
=
2,200

51 +80
=
4,080

67 -50
=
-3,350

34 -10
=
-340
174 (increase in 2,590 moments (fwd)
displacement)
New draft fwd = draft fwd + draft increase + (trim 2)

= 20 + .37 + (.08 2)

= 20.41 ft
New draft aft = draft aft + draft increase (trim 2)

= 22.00 + .37 (.08 2)

= 22.33 ft
5.

Weight LCG Moments

59 13.8
=
814

220 -34.4
=
-7,568

-60 -15
=
900
219 (increase in 5,854 moments (aft)
displacement)
Draft increase = weight added TPI

= 174 39
= 4.46" (.37 ft)
Trim = moments MT1"
= 2,590 2,600
= .99" (.083 ft)
Draft increase = weight added TPI

= 219 17
= 12.88 cm (.12 m)
Moments = w d
= 290 65
= 18,850
Trim = moments MT1"
= 18,850 175
= 107.7 cm (1.07 m)
COT fwd = trim distance fwd to LCF L
= 1.07 76 145
= .56 m
COT aft = trim distance aft to LCF L
= 1.07 69 145
= .51 m
New draft fwd = draft fwd COT fwd

= 7 + .56
= 7.56 m
New draft aft = draft aft COT aft

= 8.2 .51
= 7.69 m
7.

GM = KM KG
= 198 7
= 191
Moment
to change
W GM
trim 1 cm =
100 L

8,700 191
=
100 180

= 92.31 t-m
8.

Moments = w d
= 416 328
= 136,448
Answer Key
A.9
Trim = moments MT1"
= 136,448 12,400
= 11" (.91 ft)
COT fwd = trim distance fwd to LCF L

= .91 270 495
= .49 ft
COT aft = trim distance aft to LCF L

= .91 225 495
= .41 ft
New draft fwd = draft fwd COT fwd

= 21.66 .49

= 21.17 ft
Decrease in draft

Trim

COD fwd

COD aft

New draft aft = draft aft COT aft

= 22 + .41

= 22.41 ft
9.

Given: Rig floats even keel

MTC = 110
Total weight to be loaded = 450 mt @ 25 m aft
and 55 m forward of centerline.
Trim needed = .60 m (60 cm) by stern
Trimming moment = 60 110

= 6,600
Assume w tons loaded forward
Therefore weight aft = 450 w

Moment fwd = 55 w

= 55w

Moment aft = 25 (450 w)

= 11,250 25w

Total moments = Moment aft Moment fwd

= 11,250 25w 55w

= 11,250 80w

COT = MCT MTC (1cm)

60 = (11,250 80w) 110

60 110 = 11,250 80w

80 w = 11,250 6,600

w = 4,650 80

= 58.12 mt forward

Therefore weight aft = 450 58.12 = 391.88 mt
10. Given: Draft forward

Draft aft

TPI

MT1"

=
=
=
=
23'4"
24'2"
83 t/inch
2,700 ft-tn
Fuel
Stores
Potable water
Ballast
Weight
- (12 34)
- 39
- 69
295
Wt change

- 221

LCG
(240 211)
(430 211)
(249 211)
(245 211)
Moments
= - 11,832
= - 8,541
= - 2,622
= 10,030
Moments = - 12,965
(down on aft)
= 221 83
= 3" (rounded up)
= 12,965 2,700
= 5" (rounded up)
= Trim distance fwd to LCF
total length
= 5 259 470
= 3" (up)
= Trim distance aft to LCF
total length
= 5 211 470
= 2" (down)

Draft Aft
Draft fwd
Initial
24'2"
23'4"
Decrease in draft
- 3"
- 3"
COD
+2"
- 3"

24'1"
22'10"
Shift of G up = (w distance shifted) displacement

= (185 2) 16,500

= .022

New GM = 1.2 .02

= 1.18 m
11.

Shift of G starboard = (w distance shifted) displacement

= (185 7) 16,500

= .078

Tangent angle = opposite adjacent
= .078 1.18
= 3.78
12.

Displacement @ 20.04 m = 34,498

Increase in displacement = 648 t
13.


Tonnes to be discharged = 1,071 t
14.

Displacement
= 34,723 t
Weight discharge = 834 t
New displacement = 34,723 834 = 33,889 t
New draft @ displacement 33,889 t = 19.17 m
15. a. Displacement = 34,421 t

b.
VCB = 7.00 m
c.
LCB = 52.95 m
d.
TCB = 0
e.
WPA = 684 m3
f.
TPC = 7.04 t/cm
g.
LCF = 52.00 m
h.
TCF = 0
i.
KML = 23 m
k.
KMT = 23 m
l.
MCT = 76 tm-m/cm
m.
MCH = 114 t-m/cm
A.10
16. MH1 @ VCG of 58 ft

= MH1 @ VCG 50 + [(MH1 @ VCG 50 MH1 @

VCG 60) .8]
= 7,562 [(7,562 - 3,193) .8]
= 7,562 3,495
= 4,066
MT1 @ VCG of 58 ft
= MT1 @ VCG 50 + [(MT1 @ VCG 50 MT1 @
VCG 60) .8]
= 8,448 - [(8,448 - 4,080) .8]
= 8,448 3,494
= 4,953
CHAPTER 6
Exercise, page 6.10
1. GM wet = GM GGv
I
d1

GGv =
V d

V = displacement density

V = 10,100 1.025

V = 9,8533
1,300
.9

GGv =

9,853 1.025

= .11 m
GM wet = GM GGv

= .85 .11

= .74 m
2.
For the tank without a longitudinal centerline bulkhead.
I density of fluid in tank

GGv =

V density of water
L B3

I =

V=W/d
12

75 583

I =
= 1,219,450
12

11,030 2,000

V =
= 344,687

64
I
density of fluid in tank
GGv =

V density of water
1,219,450
64
GGv =
= 3.53 ft

344,687 64
For the tank with a longitudinal centerline bulkhead.
I density of fluid in tank

GGv =

V density of water
L B3

I =

V=W/d
12

75 293

I =
= 152,431
12

11,030 2,000

V =
= 344,687

64
I
GGv =

V density of water
152,431
64
GGv =
= .44 ft for two tanks
344,687

64

= 2 .44 = .88 ft

3.

Tank
PB1a 9 ft
SB1B 2 ft
DW1 19 ft
DW2 20.5
SB10A 1 ft
PB10B 4 ft
6,176
Free Surface Effect

1,286
645
1,839
832
680
894
Draft 68 ft displacement = 25,700 st

KMT = 67.15

KML = 69.24

Free surface correction = free surface effect displacement

= 6,176 25,700

= .24 ft

GML corrected = GML free surface correction

= 7.84 .24
= 7.6 ft

4.

Shift in KG = (w d) (displacement + w)
= (220 17.5) (20,260 + 220)
= .187 (downwards)
New KG = old KG shift
= 19.5 .18
= 19.32 m
I
GGv =
V
density of water

L B3
I =

V=W/d
12

16 73
I =
V = 20,260 / 1.025
12
GMT = KMT KG
= 67.15 61.4
= 5.75ft
GMT corrected = GMT free surface correction
= 5.75 .24
= 5.51 ft

GML = KML KG
= 69.24 61.4
= 7.84 ft
Answer Key

A.11
I = 457.33
V = 19,765
457.33
1.025
GGv =

19,765 1.025

GGv = .023

KG wet = KG + GGv

= 19.32 + .023

= 19.34 m

GM wet = KMT KG wet

= 22.85 19.34

= 3.51 m

Shift of G to port = (w d) (displacement + w)

= (220 30) (20,260 + 220)

= .32 m
Tangent angle or angle heel = opposite adjacent

= .32 3.51

= 5.2
5. Free surface is reduced by 1/9

Therefore, free surface for a tank with two equally
spaced-out longitudinal bulkheads =
2,215 9

= 246 ft-st
30 40
8.5
GM =

= 3.14 m
34,835
.093

KM = KG + GM so KG = KM GM
Lightship KG
Weight
34,835
-800
-900
-100
33,035
5.

wd
length of pendulum
GM =

W deflection
of pendulum

12 12.5
11
GM =
= 1.46 m
4,010
.28

1.


= .15 1.5

= .1

= 5.7
2.

GG' = (w d) displacement

= (50 30) 5,000

= .3ft
GM = KM KG

= 19.5 16.5

= 3 ft

= .3 3

= .1

= 5.7
4.

wd
length of pendulum
GM =

W deflection
of pendulum

KG = 27.87 3.74 = 24.13 ft
Moments
831,163
-2,136
-22,770
-2,450
803,870

Lightship GM = KM KG

= 27.5 24.33
= 3.17 m
wd
length of pendulum
GM =

W deflection
of pendulum

20 25
360
GM =

= 3.74 ft
3,700
13

KG
23.86
2.67
25.3
24.5

Lightship displacement = 33,035 mt

Lightship KG = moments displacement

= 803,870 33,035

= 24.33
CHAPTER 7
Exercise, page 7.5
3.

KG = 27 3.14 = 23.86 m
KG = 9.25 1.46 = 7.79 m
Lightship KG
Weight
4,010

-476

-36
3,498
KG
7.79
.85
6

Moments
31,238
-404
-216
30,618
Lightship displacement = 3,498 mt

Lightship KG = moments displacement

= 30,618 3,498

= 8.75 m

Lightship GM = KM KG

= 9.25 8.75
= .50 m
6.

Tan 2.5 = .0436

Opposite = adjacent tan q
= 3.4 .0436
= .148 ft
GG' = (w d) displacement
.148 = (w 28) 10,000
w = (10,000 .148) 28
w = 1,480 28
w = 52.85 st
A.12
7.

GG' = (w d) W

= (390 16) 18,900

= .33 m

= .33 3.4

= .09

= 5.54
New GMl = Old GMl free surface correction

= 3.4 .265

= 3.13 m
8. a. Two tanks with L = 12 m and B = 12 m.

I
GGv =
V density of water

1,728
1.025
GGv =

18,439 1.025

GGv = .093 (for one tank) so 2 tanks = .186
L3 B
I =

12

123 12
I =

12

I = 1,728
Total free surface correction = .186 + .006 + .073

= .265 m
Tan = opposite adjacent

= .33 3.13

= .105

= 5.99
CHAPTER 8
Exercise, page 8.13
V = 18,900 / 1.025
1. The static stability curves with the arm of stability or

the righting moment only display a statical righting
arm or moment for a specific angle. Dynamic stability
is more than just a moment. It is the work done to get
to the specific angle. The work done is the force times
the distance.
V = 18,439
b. One tank wth L = 5 m and B = 12 m.

I
GGv =
V density of water

L3 B

I =

V = W / d
12

53 12

I =

V = 18,900 / 1.025
12

I = 125
V = 18,439
125
1.025
GGv =

18,439 1.025

GGv = .006
c. Two tanks wth L = 9.5m and B = 9.5m.
I
GGv =
V density of water

L3 B

I =

V = W / d
12

9.53 9.5

I =
V = 18,900 / 1.025
12

I = 678
V = 18,439
678
1.025
GGv =

18,439 1.025

V = W / d
GGv = .036 (for one tank) so 2 tanks = .073
2. 70 knots (36.0 m/s) for operational and transit conditions.

100 knots (51.5 m/s) for survival conditions.
50 knots for the damaged stability condition.
3. Cross curves of stability provide the possibility to

construct stability curves for practically any stability
situation
4.
Answer Key
5.
A.13

Spread needed = 30,000 300

= 100 ft2
2. a. What is the maximum weight that is allowed to be loaded

in each container to stay within the local loading criteria?
a. The maximum arm of stability.

14.5 m
b. The initial GM value
9.5 m (approximately)
c. The angle of the maximum stability.
30.0 degrees
6. Damaged stability is the uncontrolled or unintentional

flooding of one or more compartments.
7.

The cause of damaged stability can be:

Collision
Grounding with damage to one or more tanks
Free flooding through an open manhole
Burst waterline
Failure of the ballast system
Fire extinguishing water ingress
Structural failure
Icing
8. No. Because @ draft 19.5 the allowable KG is 21.8 m.

Current KG = KM (23) GM (1.08) = 21.92 m
9. Less than 65 VCG
10. Deballast to survival draft
11. The down-flooding angle is the angle when the nonwatertight openings on the main deck start to submerge.

CHAPTER 9
Exercise, page 9.15
1. Area under the generator = 10 4

= 40 ft2

Weight of the generator in lbs = 15 2,000

= 30,000 lbs
2

Therefore weight ft = 30,000 40

= 750 lbs/ft2

No deck not strong enough.
Area of the container = 12 4

= 48 ft2

Local loading = 500 lb/ft2
Max wt that can be loaded on 48 ft2 = 48 500

= 24,000 lbs
Max wt that can be
loaded in the container = 24,000 540

= 23,460 lbs
The maximum amount of containers allowed if the area

between the beams is 550 ft2 ? (assuming container is
loaded to the maximum limit)
Max area loading

Max containers

3.

Weight of chain = 2,500 89

= 222,500 lbs

= 111.25 st
Weight of anchor = 12 st
= 200 550
= 110,000 lbs
= 110,000 24,000
= 4 containers
Weight reduction for 1

anchor with chain = 111.25 + 12

= 123.25 st

Weight reduction for 4

anchors with chain = 123.25 4

= 493 st
CHAPTER 10
Exercise, page 10.11
1. Use the attached hydrostatic properties and tables.

The Rig Type 2A in deep tow condition accidentally floods
a previously empty PDW2 to half depth with fresh water.

VCG of the tank is 20 ft aft of LCF and 108 ft to port of
centerline.

Towing draft = 55 ft

Initial KG = 62 ft

LCF is at the centerline of the rig

Length between draft marks is 225 ft.

Width between the draft marks is 195 ft.

Calculate the final draft of each column.

Calculate final GMwet, and KG longitudinal and KG
transverse.

(see next page)
A.14
Answer Key
2. Rig Type 2A is WOW with a deck load of 2,200 st at a
draft of 69.9 ft. VCG = 56.2 ft. Damage occurs to port
aft 30 ft diameter column between 35 ft and 65 ft flats.
The permeability of the flooded compartment is 95%.
Calculate the final draft for each column and the new
KG with a compartment permeability of 95%.
A.15

Displacement at 69.95 ft = 25,958 st.

Length between draft marks = 225 ft. Width = 195 ft.
Center of the flooded column is 97.5 ft from LCF.
Center of flooded column is 112.5 ft from TCF.
COF is at the centerlines.
A.16
3. Rig Type 2A is loaded as shown on the attached load

form summary page. Calculate the final drafts for each
column if the port aft column is damaged and floods
between the 51 ft and 65 ft horizontal flats.
Answer Key
CHAPTER 11
Exercise, page 11.13
1. These are the loads that tend to force the structure
apart and are caused by beam waves with a critical
length creating opposing horizontal loads on the
lower hull and columns.
2.

Brace connections at column shells

Vent holes
Drains and hydrophone wells
Cable way penetrations
Butt welds at K joints
Tube to tube connections
3. The purpose of preloading is to simulate the maximum

reaction that the rig would experience in case of a
storm.
A.17
hogging. When the wave trough is amidships, the
bending force is called sagging.
8. Leg tubulars and jackhouse members, connection
leg to the spud can, and hold-down clamp for the
cantilever.
9. The load curve of a drilling vessel represents shear
and bending forces for sagging and hogging.
10. The utilization factor of .75 represents 75% of allowable maximum stress. Stressing the material beyond
100% will cause overstress and may result in failure.
11. When a material will elongate without any additional
load, that point is called the yield point.
12. Beyond its proportional elastic limit.
4. Statical loads

Dynamic loads
13. These are loads used to calculate the approximate

forces caused by pitch and roll.
5. Fatigue is the tendency to fracture under cyclic stress.
14. Only in emergency damage stability conditions asymmetric loading is allowed.
6. Stress is a load that a material will encounter due to

an axial pulling load applied to that material. Progressive pulling will cause the material to elongate. The
elongation of the material represents the strain in the
material.
7. Sagging and hogging are bending forces caused by
waves passing by the rig structure or hull. When the
wave crest is amidships, the bending force is called
15. When a wave has a simultaneous crest at two diagonal

corner columns and a trough at the two other diagonal
column corners.
16. The endurance limit is the maximum stress that can be
applied to a structure for an indefinite service of life.
To obtain additional training materials, contact:
PETEX
The University of Texas at Austin

Petroleum Extension Service
1 University Station, R8100
Austin, TX 78712-1100
Telephone: 512-471-5940
or 800-687-4132
FAX: 512-471-9410
or 800-687-7839
E-mail: petex@www.utexas.edu
or visit our Web site: www.utexas.edu/ce/petex
To obtain information about training courses, contact:
PETEX
Houston training center

The University of Texas
2700 W. W. Thorne Blvd.
Houston, TX 77073
Telephone: 281-443-7144
or 800-687-7052
FAX: 281-443-8722
E-mail: petexhtc@www.utexas.edu
or visit our Web site: www.utexas.edu/ce/petex
ISBN 0-88698-214-6
780886 982140
1.11010
0-88698-214-6

1.11010 Comprehensive Stability

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Comprehensive

Petroleum Extension Service

Library of Congress Cataloging-in-Publication Data

2005 by The University of Texas at Austin

Chapter 10. DAMAGE STABILITY.............................................................................................................................................................................................................. 10.1

OBJECTIVES AND CONTENTS

The reader should be able to:

TABLE 1.0STCW REQUIREMENTS

Knowledge, Understanding, and

deadweight, and their use.

4) Preloading and leg stresses on JUs.

Chapter 9, anchor system

Covered in Comprehensive Stability

Chapter 10, 10.110.13

Basics only in Chapter 8,

Basics only in Chapter 8,

The effect of trim and stability of cargo and cargo

Metric (SI) System

feet per sec per sec

metre per sec per sec

pound per cubic ft

kilogram per cubic m

foot-pound per sec

joule per second

short tons (2,000 lb)

tonne (1,000 kg)

foot per second

metre per second

QUANTITIY AND MEASUREMENTS FOR STABILITY CALCULATIONS

Basic Units and Definitions

GRAVITY, WEIGHT, AND MASS

TO CALCULATE A FORCE WE NEED TO KNOW:

THE POINT OF APPLICATION

EXAMPLES OF RESULTANT FORCE

14 lb RESULTANT FORCE IS 8.94 lb.

The effect of the rotation depends on:

1. The magnitude of the force F.

Basic Units and Definitions

MOMENT = FORCE DISTANCE

M = F d. SUBSTITUTE F FOR WEIGHT (W)

Find the unknown distance d in metres for the seesaw in equilibrium.

Find the unknown weight W in lb for seesaw in equilibrium.

Find the position of the fulcrum.

(w1 d1) + (w2 d2) = wtotal d

6,000 kgm = 6,000 kgm

Basic Units and Definitions

Clockwise moments: (10 kg 8 m) + (17 kg 17 m) = 369 kgm

Anticlockwise moments: (15 kg 9 m) + (13 kg 2 m) = 161 kgm

THE CENTER OF GRAVITY (G)

The center of gravity (G) is the geometrical center of a homogeneous body.

Center of gravity of homogeneous body

Total moments anticlockwise Maw = (14 lb + 80 lb + 25 lb) d = 119 d

Clockwise and anticlockwise moments are equal.

Find the position of G on a vessel with various weights.

Basic Units and Definitions

Total Moment of all Weights in tm

Couple moment = F.d tonne -m or .F.d ton-ft

Define one Newton.

Calculate the resultant force for the following examples.

15,000 mt = __________ lb? 250 st = __________ oz? 12 m = __________ in.?

FIND THE UNKNOWN WEIGHT OR DISTANCE FOR EQUILIBRIUM.

Basic Units and Definitions

SOLVE FOR THE MOMENT ABOUT THE FULCRUM.

14. Find the distance LCG.

15,000 mt = lb? 250 st = oz? 12 m = __ in.?