Intertek MODU Stability PG 01may2014-2

Intertek Moody Consulting & Training Services
MODU Stability
Stability & Ballast Control For Mobile Offshore Drilling Units
37-1/4 Hour USCG Approved
122 James Comeaux Rd

Lafayette, LA 70508
Ph. 337-235-4493
2011. Intertek Consulting and Training. Unpublished work. All rights reserved.
Mobile Offshore Drilling Units
MODU Stability
37-1/4 Hour USCG Approved
STABILITY & BALLAST

CONTROL COURSE
STABILITY, SAFETY AND TRAINING
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Class Schedule
DAY
TIME
SCHEDULE
ONE
0.5 HR
0700 - 0730
(0) Registration and Orientation
2.5 HRS
0730 - 1000
(1) Initial Stability Theory, Static and Dynamic (classroom

lecture/written exercises)
0.25 HR
1000 - 1015
Break
1.75 HRS
1015 - 1200
(1) Initial Stability Theory - Continued (classroom

1.0 HR
1200 - 1300
Lunch
2.0 HRS
1300 - 1500
(2) Calculations of Moments & Centers of Gravity (Classroom

0.25 HR
1500 - 1515
Break
1.75 HRS
1515 - 1700
(2) Calculations of Moments & Center of Gravity /Introduction

to Load Form (Continued)
1700 1800
Optional Study Period with Instructor
2.25 HRS
0730 - 0945
(3) Draft, List, & Trim (Classroom lecture, written exercises)
0.25 HR
0945 - 1000
Break
2.0 HRS
1000 - 1200
(4) Free Surface Effect (Classroom lecture, written exercises)
1.0 HR
1200 - 1300
Lunch
1.0 HR
1300 - 1400
(5) Jackup Operations Manual/Introductory Overview (Coastal

Driller)
1.0 HR
1400 - 1500
(6) Coastal Driller Lecture/Written Exercises Hydrostatic

Tables, Tank Tables & Leg Reactions
0.25 HR
1500 - 1515
Break
1.75 HRS
1515 - 1700
(6) Coastal Driller Lecture/Written Exercises Hydrostatic

Tables, Tank Tables & Leg Reactions (cont.)
1700 1800
TWO
SUBJECT AREA
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Class Schedule
DAY
TIME
SCHEDULE
THREE
2.25 HRS
0730 - 0945
(7) Effect of Weight, Ballast, & Free Surface on Stability

(Coastal Driller Load Form Exercises)
0.25 HR
0945 - 1000
Break
2.0 HRS
1000 - 1200

(Coastal Driller Load Form Exercises) cont.
1.0 HR
1200 - 1300
Lunch
1.0 HR
1300 - 1400
(8) Semi-submersible Operations Manual/Introductory

Overview (Deep Driller)
1.0 HR
1400 - 1500
(9) Deep Driller Lecture/Written Exercises Hydrostatic

Tables, Tank Tables, Piping Systems & Mooring
0.25 HR
1500 - 1515
Break
1.75 HRS
1515 - 1700
(9) Deep Driller Lecture/Written Exercises Hydrostatic

Tables, Tank Tables, Piping Systems & Mooring (cont.)
1700 1800
2.25 HRS
0730 - 0945

(Deep Driller Load Form Exercises)
0.25 HR
0945 - 1000
Break
2.0 HRS
1000 - 1200

(Deep Driller Load Form Exercises) cont.
1.0 HR
1200 - 1300
Lunch
1.0 HR
1300 - 1400
(11) Storm Survival Preparations Coastal Driller

(Lecture/Written Exercise)
1.0 HR
1400 - 1500
(12) Storm Survival Preparations Deep Driller

0.25 HR
1500 - 1515
Break
0.75 HR
1515 - 1600
(13) Damage Stability & Damage Control Coastal Driller

1.0 HR
1600 - 1700
(14) Damage Stability & Damage Control Deep Driller

1700 1800
Optional Study Period with instructor
FOUR
SUBJECT AREA
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Class Schedule
DAY
TIME
SCHEDULE
SUBJECT AREA
FIVE
2.25 HRS
0730 - 0945
(15) Worst Case Scenarios (Role Playing/Written Exercise)
0.25 HR
0945 - 1000
Break
1.0 HR
1000 - 1100
(15) Worst Case Scenarios (Role Playing/Written Exercise)

cont.
1.0 HR
1100 1200
(15) Worst Case Scenarios Ocean Ranger Disaster Video
1.0 HR
1200 - 1300
Lunch
1.0 HR
1300 - 1400
(16) Course Review/Instructor Critiques
1.0 HR
1400 - 1500
Final Examination, Part I Load Form Calculations
0.25 HR
1500 - 1515
Break
1.75 HRS
1515 - 1700
Final Examination, Part II Multiple Choice Questions
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Stability & Ballast Control for Mobile Offshore Drilling Units

TABLE OF CONTENTS
1.
Examination Policy
2.
Formula Sheets
3.
Stability Theory
4.
Moments & Center of Gravity Calculations
5.
Draft, List and Trim
6.
Roll Period/GM
7.
Free Surface Effect
8.
Deep Driller Operations Manual Exercises (Hydrostatic Tables, Tank

Tables, Piping Systems & Mooring)
9. Deep Driller Operations Manual Load Form Exercises (Effect of weight,

ballast & free surface on stability)
10. Coastal Driller Operations Manual Exercises (Hydrostatic Tables, Tank
Tables, and Leg Reactions)
11. Coastal Driller Operations Manual Load Form Exercises (Effect of weight,
ballast & free surface on stability)
12. Storm/Survival Preparations Coastal Driller Manual
13. Storm/Survival Preparations Deep Driller Manual
14. Damage Stability & Damage Control Coastal Driller Manual
15. Damage Stability & Damage Control Deep Driller Manual
16. Worst Case Scenario Bottom Bearing Unit
17. Worst Case Scenario Surface Unit
18. Glossary
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MODU Stability
Examination and Assessment

Successful completion of Randy Smith Training Solution's
Stability and Ballast Control for Mobile Offshore Drilling Units
Course, with issuance of completion certificate, requires the
following of the student:
1. 100% class attendance
2. Completion of any and all homework assignments given
3. In-class participation
4. Passing grade of 70% on each section of the Final Examination
Written Examination:
The Final Examination will be administered as follows:
Part I - Operations, 50-question multiple-choice examination

(open book examination utilizing Deep Driller and Coastal Driller
Manuals).
Part II 10-question Load Form Calculation examination.
Final Examinations will be periodically revised to prevent possible compromise of the exam.
Revisions will not involve substantive changes in the questions, but rather wording
changes, changes in the order of answers for multiple-choice exams, or possibly changing
numbers in math calculation questions.
Determination of Final Grade:

The Final Exam must be passed with a minimum passing grade of 70% on both Part I and
II.
Re-test Policy:
Upon failure of either Part I or Part II of the examination, student may elect to retake the failed
portion of the examination in the form of a new examination. In the event that the student
should fail the retest, the student will be required to repeat the course.
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Formula Sheet
1. W x D = M
MW=D MD=W
W x VCG = VM
VM W = VCG
VM VCG = W
W x KG = VM
VM W = KG
VM KG = W
W x TCG = TM
TM W = TCG
TM TCG = W
W x LCG = LM
LM W = LCG
LM LCG = W
x GZ = RM
RM =GZ
RM GZ =
2. To find the new KG/VCG
original
x original KG/VCG
= original VM
+ added wt.
x weights VCG
= + weights VM
- removed wt.
x weights VCG
= - weights VM
New Displacement
Total VM
.
Total VM .
New Displacement
= New KG/VCG
3. To find the new TCG
original
x original TCG
= original TM
+ added wt.
x weights TCG
= + weights TM
- removed wt.
x weights TCG
= - weights TM
New Displacement
Total TM
Total TM .
New Displacement
= New TCG
MODU Stability
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Formula Sheet
4.
To find the new LCG

original
x original LCG
= original LM
+ added wt.
x weights LCG
= + weights LM
- removed wt.
x weights LCG
= - weights LM
New Displacement
Total LM
.
Total LM .
New Displacement
= New LCG
5.
To find the shift of G, Due to a shifted weight

WxD
weight shifted x distance the weight shifted
GG' =
GG' =
displacement
To find the shift of G, Due to a suspended weight
weight x distance in ft. between the point of
W x D suspension & the rig's KG
GG' =
GG' =
displacement
To find the Mean Draft
a.)
Port fwd draft + port aft draft + stbd fwd draft + stbd aft draft
4
b.)
average fwd draft + average aft draft
2
c.)
for a jack up with 1 fwd and 2 aft drafts
port
aft draft + stbd aft draft
avg. aft draft + bow draft
2
= average aft draft
2
6.
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Formula Sheet
8.
Calculating List
a.)
List is the difference between the average port draft and the
average stbd draft
b.)
TCG x B
Note: B = 176.0' ON THE COASTAL DRILLER
List feet = GMT
Note: B = 122.8' ON THE DEEP DRILLER
c.)
List O
= TCG x 57.3
GMT
9. Calculating Trim
a.)
Trim is the difference between the average forward and the
average aft draft
b.)
Trim feet = LCG - LCB) x L Note: L = 122.05' ON THE COASTAL
GML DRILLER
Note: L = 164.0' ON THE DEEP DRILLER
(LCG - LCB)
x 57.3
c.)
Trim O =
GML
Calculating Heel (caused by external forces)

a.)
Heel is the difference between the average port and average
stbd draft
11. Calculating the True Mean Draft
a.)
First determine the Trim
b.)
next, Trim length of rig = Trim per foot
c.)
then, Trim per foot x distance from bow to LCF = Feet of Trim to
LCF
d.)
then, Feet of Trim + or - Bow draft = draft at LCF (True Mean
Draft)
NOTE: IF THE TRIM IS TO THE AFT ADD; IF THE TRIM IS TO THE BOW SUBTRACT
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Formula Sheet
12. Using TPI or KPI
a.)
+/- WEIGHT
+/- INCHES
TPI
= +/- INCHES
b.)
+/- WEIGHT
+/- INCHES
KPI
= +/- INCHES
12
= +/- FEET
12
= +/- FEET
13. Calculating Free Surface

a.)
FSM =
(L x W x W x W) x (SG of Liquid in Tank SG of
Liquid Vessel is Floating in)
420
b.)
FSE or FSC = (L x W x W x W) x (SG of Liquid in Tank SG of
Liquid Vessel is Floating in)
420 x displacement
14. Calculating Free Surface Correction
a.)
FSCT =
FSMT .
b.)
FSCL =
FSML .
Displacement
Displacement
c.)
FSCT + KG/VCG = KGT d.)
FSCL + KG/VCG = KGL
15. KM - KG = GM
KMT - KGT = GMT
KML - KGL = GML
12. To find the specific gravity of any liquid
a.)
SG =
Lbs. per gallon of the Liquid
8.3456
b.)
F.W. = 8.3456 PPG = S.G. = 1.000
c.)
S.W. = 8.55 PPG = S.G. = 1.025
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Formula Sheet
17. To find the draft at any draft mark. (Deep Driller)
a.)
Draft Port Fwd = Mean Draft + (.5 x Trim) - (.5 x List)
b.)
Draft Stbd Fwd = Meand Draft + (.5 x Trim) + (.5 x List)
c.)
Draft Port Aft = Mean Draft - (.5 x Trim) - (.5 x List)
d.)
Draft Stbd Aft = Mean Draft - (.5 x Trim) + (.5 x List)
18. To find the draft at any draft mark (Coastal Driller)
a.)
Draft Port Fwd = Mean Draft - (0.666 x Trim) - (0.214 x List)
b.)
Draft Stbd Fwd = Meand Draft - (0.666 x Trim) + (0.214 x List)
c.)
Draft Port Aft = Mean Draft + (0.334 x Trim) - (0.5 x List)
d.)
Draft Stbd Aft = Mean Draft + (0.334 x Trim) + (0.5 x List)
19. Other useful information
a.)
1Kip = 1,000 lbs
b.)
1 Short Ton = 2,000 lbs
c.)
1 Metric Ton = 2,204.6 lbs
d)
1 Long Ton = 2,240 lbs.
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Formulae
KM - KG = GM
Thus: KM GM = KG or
KG + GM = KM
KG = Height of Center of Gravity

GM = Metacentric Height
KM = Height of Metacenter
KMT - KGT = GMT THUS: GMT + KGT = KMT or KMT - GMT = KGT
KML - KGL = GML
THUS: GML + KGL = KML or KML - GML = KGL
KGT = Height of Center of Gravity Corrected for Transverse Free Surface Effect
KGL = Height of Center of Gravity Corrected for Longitudinal Free Surface Effect
GMT = Metacentric Height Corrected for Transverse Free Surface Effect
GML = Metacentric Height Corrected for Longitudinal Free Surface Effect
KMT = Height of the Transverse Metacenter (found in Hydro Tables of Ops Manual)
KML = Height of the Longitudinal Metacenter (found in Hydro Tables of Ops Manual)
FSMT
FSCT
FSML
FSCL
THEN : FSCT KG KGT
THEN : FSCL KG KGL
FSMT = Transverse Free Surface Moments

FSML = Longitudinal Free Surface Moments
FSCT = Transverse Free Surface Correction
FSCL = Longitudinal Free Surface Correction
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Hydrostatic Properties
Centers of Gravity
TCG = Total Transverse Moments
Transverse Moments = Weight x TCG
LCG = Total Longitudinal Moments
Longitudinal Moments = Weight x LCG
VCG = Total Vertical Moments
Vertical Moments = Weight x VCG
GG =
wxd
Stability
Righting Moment = x Righting Arm
KG Margin = Max. Allowable KG ( KGL or KGT ; Whichever is larger)
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Stability Nomenclature
MODU Stability
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MODU Stability
Deep Driller and Coastal Driller

This course references two MODUs, the Deep Driller, which is a
six column, column stabilized semi-submersible drilling unit and
the Coastal Driller, which is a three legged self-elevating
independent leg jack-up rig.
These 2 MODUs are typical of many that are in existence today.
The Deep Driller and Coastal Driller sections used in this course
are specific to these 2 rigs.
The following pages show a profile drawing of each rig. Each of
these rigs are based on an actual rig. The Operation Manuals
used in this course are specific to these rigs.
The intent of this material is to enable the student to learn how to
properly use the Operation Manual for their specific rig.
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Deep Driller
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Coastal Driller
Initial Stability Theory
MODU Stability
Stability describes the ability of a floating vessel to return to its original

position after being inclined by an external force (the forces of nature such
as wind and seas).
Anyone who has ever been on a rolling ship at sea has experienced
stability in action. A vessel which rolls to port and then rights itself only to
roll to starboard and then rights itself is a demonstration of stability.
Vessel Motions
We are concerned with 6 Vessel Motions which affect the stability of our rig.
Three of these motions are on a horizontal plane and three are on a vertical
plane.
The Horizontal Motions Are:
Surge the horizontal fore and aft (longitudinal) motion of a rig.
Sway the horizontal port and stbd. (transverse) motion of a rig.
Yaw the motion about the vertical axis of a rig; the side to side
swinging motion (fishtailing) usually occurring on a vessel being
towed.
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Vessel Motions
Surge = The Fwd to Aft horizontal motion
Bow
Stern
DEEP DRILLER
W.L.
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Vessel Motions
Sway = The Port to Stbd horizontal motion
Stbd
Port
DEEP DRILLER
W.L.
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Vessel Motions
Yaw = The horizontal rotation about the

vessel;s vertical axis.
Fwd
Port
Stbd
Aft
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The Vertical Motions are:
Heave the vertical motion of a floating rig.
Roll the vertical motion about a vessels longitudinal axis. (port to stbd.)
Pitch the vertical motion about a vessels transverse axis. (bow to stern)
Rolling Period is defined as the time (normally in seconds) it takes a

vessel or rig to make a complete roll; to go from port to stbd. and back to
port again.
Pitching Period is defined as the time (normally in seconds) it takes a

vessel or rig to incline from bow down to stern down and back to bow down
again.
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Vertical Motions
Heave = The vertical (up & down) motion
Roll = The motion about the vessels longitudinal axis
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Vertical Motions
Pitch = The motion about the vessels transverse axis
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The designers and builders of Mobile Offshore Drilling Units are concerned with original
stability. They ensure that the unit is provided with adequate stability if properly
operated. Many factors contribute to the positive stability of a drilling unit and therefore
certain rules must be followed for safe operation. The understanding of these rules is an
important part of learning the subject of stability.
INITIAL STABILITY refers to the stability of a vessel for small angles of
inclination (up to 15o).
Stability at large angles of inclination (over 15 o) is not a problem frequently confronted. It
Is important to know a value which will indicate the relative tendency of a vessel to
return
to an upright position at small angles of inclination. Metacentric Height (GM) is used
as
a
measure of initial
stability.
Metacentric
Height
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Reference Planes
Vertical : vertical measurements are made from the Keel or baseline;
distances above the keel are positive quantities and distances below
the keel are treated as negative quantities. The keel is zero.
VCG = 1/2 h + BL, so

4
+ 100
104
VCG =
4
+ 25
29
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Center of Gravity
The Center of Gravity (G) is the center of concentration of the weight of
the rig and all additional weights on board the rig. G is the point at which
all the downward forces of weight can be considered to act.
KG is the Height Of The Center Gravity;
The vertical distance of the rigs center of gravity
above the keel. KG is measured in feet to the
nearest hundredth (2 decimal places). In general
a lower KG produces better stability.
VCG (Vertical Center of

Gravity) Is the distance the
center of a weight is located
above the keel. VCG is also
measured in feet to the nearest
hundredth. ( 2 decimal places.)
Transverse: transverse measurements are made from the longitudinal

centerline of the rig; distances to starboard are normally considered to
be positive numbers. Distances to port are usually treated as negative
numbers. The centerline is zero.
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Reference Planes
Transverse: transverse measurements are made from the longitudinal
centerline of the rig; distances to starboard are normally considered to be
positive numbers. Distances to port are usually treated as negative
numbers. The centerline is zero.
We also determine the location of G for our rig using other reference
planes, transverse and longitudinal.
TCG or the Transverse Center of Gravity is the location of G in
relation to the Longitudinal Centerline of the rig. Again, the longitudinal
centerline runs from bow to stern and divides our rig in half, giving us
the port and starboard sides.
If weight is concentrated on the STBD side of the rig, then TCG will
be located to stbd. of the centerline. This would give us a Positive TCG
as all quantities to stbd. are considered to be positive numbers (for
stability calculations).
If weight is concentrated on the PORT side of the rig, then TCG will
be located to port of the centerline. This would give us a Negative TCG
as all quantities to Port are considered to be negative numbers (for
calculations).
2011.stability
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Reference Planes
Longitudinal: longitudinal measurements may be determined from more
than one reference plane: on semi-submersibles for example, longitudinal
measurements are usually made from the Amidships with distances
forward of amidships designated as positive quantities and distances aft of
the amidships designated as negative quantities. On a jack-up, longitudinal
distances are measured from Frame (at the bow) with distances aft of
Frame (AF) designated as positive quantities and distances forward of
Frame (FF) designated as negative quantities.
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Center of Gravity
LCG or the Longitudinal Center of Gravity is the location of G in a longitudinal
mode (reference plane determined by type of rig).
On most semi-submersibles, for example, the LCG is a measurement in feet of the

distance the Center of Gravity (G) is from Amidships. Distances measured forward
of amidships are considered to be positive (+) quantities and distances measured aft
of amidships are considered to be negative (-) quantities. Thus, a positive LCG
indicates that the Center of Gravity is located forward of amidships and a negative
LCG indicates that the Center of Gravity is located aft of amidships.
On jack-ups, the LCG is measured as a distance, in feet, from Frame Zero (F),
with Frame Zero located at the bow of the rig. Distances aft of Frame Zero (AF)
are considered to be positive (+) quantities and distances measured forward of
Frame Zero (FF) are considered to be negative (-) quantities.
Thus, locating the Center of Gravity for the rig can be done in one of three ways:
Vertically above the keel (KG/VCG)
Transversely from the centerline (TCG)
Longitudinally from either amidships or frame zero (LCG)
Displacement
Baseline - Keel
BL
Centerline
CL
Waterline
W.L.
Amidships
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Displacement: () refers to the TOTAL WEIGHT of the rig. Displacement is equal to the
weight of the water displaced by the submerged portion of a floating object. The
displacement of a floating object is exactly equal to the weight of the object.
A vessel floats because it displaces its own weight of water before being completely
submerged.
Archimedes Principle states that when an object is immersed in a fluid, it experiences

an up-thrust (buoyant force) equal to the weight of the fluid displaced.
The displacement of a vessel can be measured by various weight units such as short
tons,
long tons, metric tons, and kips.
Short Ton = 2,000 lbs.
Long Ton = 2,240 lbs.
Metric Ton = 2,204.6 lbs.
Kip = 1,000 lbs.
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MODU Stability

Inclining Experiment: Before a rig is put into service, an inclining experiment
is conducted to determine the lightship weight or Lightweight and the
location of the initial center of gravity (Light KG). The experiment is
performed by moving large weights across the vessel and carefully measuring
the angle of list produced. The test must be conducted in calm water and with
negligible external forces acting on the vessel during the measurements.
Weights to be used must be accurately weighed and placed on the centerline

of the unit. They should be large enough to list the vessel 2 o to 3o when moved
across the deck. Several pendulums are located on the unit to measure the
angle of list as the weights are moved to each side of the unit. The weights are
moved a precisely measured distance to create a moment that is resisted by
the buoyancy of the unit. This buoyancy, and its change, relates to the shape of
the unit and its center of gravity.
Again the primary purpose of the Inclining Experiment is to determine

Lightweight and Light KG (Lightweight center of gravity location). This is
important because any addition or subtraction of weight thereafter will change
both the displacement and the location of the center of gravity.
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Center of Gravity
When you have an acronym that starts with K, it
indicates the acronym is the height of whatever the
second letter is.
For example;
KB is the height of the center of buoyancy
KG is the height of the center of gravity
KM is the height of the metacenter
K, indicates the height of
When rounding off be sure to round off throughout the equations to 2 decimal
places. ( 000.00)
Use the following example when rounding off to 2 decimal places. Look at the
third number after the decimal. If it is 5 or more round up, if it is 4 or less just
drop everything past 2 places.
21.1449999999 = 21.14
21.1450000000 = 21.15
21.1439999999 = 21.14
21.1460000000 = 21.15
21. 1429999999 = 21.14
21.1470000000 = 21.15
21. 1419999999 = 21.14
21.1480000000 = 21.15
21. 1409999999 = 21.14
21.1490000000 = 21.15
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Movement of G
The Center of Gravity of the rig will change location whenever weight is loaded on
the rig or discharged from the rig. The Center of Gravity will also move any time
an existing weight on the rig is shifted from one location to another.
The Basic Principles Concerning the Movement of G:

G moves TOWARDS a loaded weight
G moves AWAY FROM an off-loaded weight
G moves in a PARALLEL direction to a shifted weight
When you add weight above

the center of gravity. The
center of gravity goes up.
When you add weight at the

center of gravity. The center
of gravity stays the same.
When you add weight below

center of gravity goes down.
G = 50
Weight @ 70
Weight @ 30
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Movement of G

G moves in a PARALLEL direction to a shifted weight

When you remove weight above
center of gravity goes down.
When you remove weight at the

center of gravity. The center
of gravity stays the same.
When you remove weight below

center of gravity goes up.
G = 50
Weight @ 70
Weight @ 30
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Movement of G
G moves in a PARALLEL direction to a shifted
weight
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Center of Buoyancy (B)

Buoyancy refers to the upward pressure of displaced water. The Center of
Buoyancy (B) is located at the geometric center of the underwater volume
of the rig.
KB is the Height of The Center of Buoyancy and is a measurement in

feet of the distance the center of buoyancy is above the keel. KB is also
referred to as the VCB or the (Vertical Center of Buoyancy)
KB or VCB is found in the Hydrostatic Tables in the Operations

Manual.
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Calculating KB: The location of B depends upon the immersed shape of
the hull. If the hull is rectangular in shape such as a barge, KB will equal
half the draft (0.5 x draft). For the shipshape hull, B is usually located
slightly above the half-draft point and can be closely approximated by (0.53
x draft).
Remember: Buoyancy pushes up and Gravity pushes down..
When the rig inclines, the center of buoyancy (B) moves to the low side.
As the underwater volume changes, B will move to the new geometric
center.
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When the rig inclines, the center of buoyancy (B) moves to the low side.
As the underwater volume changes, B will move to the new geometric
center.
Height of the Center of Buoyancy (KB) will change as the rigs mean draft
changes. Any increase in displacement (adding weight to the rig) will
cause an increase in draft. With an increase in draft, the underwater
volume of the hull increases causing B to move up to the new
geometric center. The new KBtherefore increases in height. Thus, as
draft increases, KB increases.
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KB (Height of the Center of Buoyancy) will change as the rigs mean draft
changes. Any decrease in displacement (discharging weight from the rig)
will cause a decrease in draft. With a decrease in draft, the underwater
volume of the hull decreases causing B to move down to the new
geometric center. The new KB therefore decreases in height. Thus, as draft
decreases, KB decreases.
LCB or Longitudinal Center of Buoyancy determines the location of the

center of buoyancy in a longitudinal mode. The LCB will be a distance
measured using the same reference plane as the LCG or Longitudinal
Center of Gravity.
On semi-submersibles, the LCB will usually be measured in feet to the

nearest hundredth as a distance either forward or aft of amidships.
Distances measured forward are usually considered positive quantities and
distances measured aft are usually considered negative quantities.
On jack-ups, the LCB will usually be measured in feet AF (aft of frame

zero).Distances aft of frame zero (at the bow) are considered to be positive
numbers and distances measured FF (forward of frame zero) are
considered to be negative numbers.
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Reserve Buoyancy is the volume of all
intact space Above the waterline of a
floating rig. The amount of freeboard
(distance from the waterline to the main
deck) a rig possesses is an indication of a
rigs reserve buoyancy.
Adding weight to a rig will ---
1. Increase the rigs displacement

2. Increase the draft of the rig
3. Reduce the rigs freeboard
4. Reduce the reserve buoyancy of the rig
Intact Buoyancy is the intact space Below

the surface of a flooded area, or below the
waterline
.
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Center of flotation (LCF)

Center of flotation (LCF) is the geometric center of the water plane area.
It can also be referred to as the Tipping Center for the rig. When weights
are moved forward or aft, or loaded or discharged forward or aft on a rig,
trimming moments are created causing the vessel to trim about its tipping
center. A vessel will trim about its tipping center the same way a seesaw
will trim about its fulcrum. Since the water plane changes its shape with
draft, the tipping center will change its position also. Thus, the LCF or
tipping center is the point about which a MODU will list or trim.
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Metacenter (M)
M or the Metacenter is located at the intersection of a vertical line above
the center of buoyancy (B) when the rig is level, and a vertical line above
the new center of buoyancy when the rig is inclined to a small angle
(usually less than 10o - 15o ) . M is the highest point to which G may rise
and still permit the rig to have positive stability.
KM is the Height of the Metacenter

above the keel. It is a measurement
in feet of the distance between the
Keel and the Metacenter. The
calculation of KM is done by Naval
Architects after much involved work.
The individual is not required to
calculate KM as the KMT (Height of
the Transverse Metacenter) and the
KML (Height of the Longitudinal
Metacenter) are given for various
drafts in the Hydro-static Tables
prepared for the rig (in the
Operations Manual).
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Metacenter (M)
KM changes with changes in draft and beam of the rig. With an increase in draft, KM will
decrease. With a decrease in draft, KM will increase.
With an increase in draft, the volume of displacement increases and BM

is reduced; so, as draft increases, KM decreases.
With a decrease in draft, the volume of displacement decreases and BM is increased so,
as draft decreases, KM increases.
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Metacenter Height (GM)

GM called Metacentric Height is the vertical distance in feet from the
Center of Gravity (G) to the Metacenter (M).
GM is used as a measure of initial stability (stability at small angles of

inclination). G must be lower than M for the vessel to have positive
stability (positive GM). As GM increases, the rigs initial stability increases.
As GM decreases, the rigs initial stability decreases.
For a particular mean draft, M will remain constant, and as such, GM will
be affected only by the movement of G. As displacement and mean draft
change, GM will be affected by both the movement of G and M.
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Metacentric Height (GM)

KG will increase causing a reduction in
GM (which decreases our stability), due
to:
M
G
1. Adding weight higher than the rigs KG
2. Removing weight lower than the rigs

KG
KG
3. Shifting weight vertically upward
G
B
KG will decrease causing an increase in GM

(which increases our stability), due to:
M
G
1. Adding weight lower than the rigs KG
KG
2. Removing weight higher than the rigs KG
3. Shifting weight vertically downward
KG
KG
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Positive Stability Equilibrium Position

Positive Stability indicates the rig has a tendency to right itself when
inclined from its upright position by an external force.
With a Stable Equilibrium Position the metacentric height (GM) is
positive. KM is greater than KG, G is below M.
WIith Positive Stability, a righting arm (GZ) exists and the rig will return to
an upright position when the external force is removed.
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Positive Stability
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Positive Stability Equilibrium Position
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Neutral Stability or Neutral Equilibrium Position

Neutral Stability indicates that no righting tendency exists nor is there the
tendency for continued inclination.
With a Neutral Equilibrium Position the metacentric height (GM) is equal
to zero. KM is equal to KG, G and M occupy the same point.
With Neutral Stability, no righting arm (GZ) exists when the rig is inclined
to a small angle by an external force. The rig will remain in the inclined
position when the external force is removed.
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Neutral Stability
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Negative Stability or Unstable Equilibrium Position

Negative Stability indicates that the rig does not have any initial stability. This
means at small angles of inclination, when the rig is inclined due to external
forces, the tendency will be towards continued inclination with no tendency to right
itself.
With an Unstable Equilibrium Position, the metacentric height (GM) is negative.
KG is greater than KM, G is above M.
With Negative Stability, there is no righting arm (GZ) but instead there exists an
upsetting or overturning arm. The rig, when inclined by an external force, will
continue to incline until there is no longer an upsetting or overturning arm.
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Negative Stability
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Stiff and Tender

Stiff refers to the condition of a rig having a Large GM and a Small
KG. Weight is concentrated low on the rig. The rig is Very Stable and
will exhibit a Short, Fast Roll Period.
Tender, also referred to as Cranky describes a rig with a Small GM

and a Large KG. Weight is concentrated high on the rig (top-heavy).
The rig is Less Stable and will
exhibit a Long, Sluggish Roll Period.
SUMMARY
Stiff
Tender or Cranky
Very Stable
Less Stable
Low Weight
Top- Heavy Weight
Low G
High G
Small KG
Large KG
Large GM
Small GM
Short, Fast Roll
Long, Slow Roll
Long Righting Arm (GZ)
Short Righting Arm
(GZ)
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Righting Arm (GZ)

The righting arm (GZ) is the horizontal distance between the vertically downward force
of gravity (G) and the vertically upward force of buoyancy (B). GZ is a distance in feet
measured along a line from the center of gravity to a point Z perpendicular to a line
representing the buoyancy force. In the longitudinal mode, this distance is referred to as
the trimming arm.
A rig will behave as if all of its weight (displacement) is acting down through the center of
gravity (G) and as if all of its support is acting up through the center of buoyancy (B). If
the rig has no list, these two points will be aligned vertically on the centerline. When a rig
is inclined due to an external force (wind & seas), G will remain in its original position
(no weight change) but B will move to the low side of the rig. Thus, the two forces of
(gravity and buoyancy) are separated and a righting arm (GZ) is formed.
How does the GZ cause a righting tendency? A righting tendency exists due to the
creation of a Couple. A couple is formed whenever two equal forces are acting on a
body in opposite directions and along parallel lines. In simpler terms, a turning effect is
created causing the rig to right itself.
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Righting Arm (GZ)

A Couple or Moment is expressed as a certain force (unit of
weight) times a length, (distance). The Righting Moment is the
product of the displacement and the righting arm (GZ).
x GZ = RM
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Negative GM and Angle of Loll

A negative GM (metacentric height) occurs when KG increases and becomes
larger than KM. In other words, G (center of gravity) is above M (metacenter).
A possible scenario as to how this could happen would involve the
deballasting of a semi-submersible. At its operating draft, a semi drilling rig is
designed to safely operate with weights distributed both at deck level and in
the lower hulls. The larger concentration of weight in the lower hulls provides
a relatively low KG while maintaining a satisfactory KM, and as a result, an
adequate GM.
If the rig is operating at a minimum GM, a risk of negative GM could occur
when deballasting to lighter drafts, where the KG increases due to loss of
weight in the form of lower hull ballast; at the same time, increasing the
number of slack tanks will cause an additional rise in G due to free surface
effect. If G rises faster than M, a negative GM could occur.
Another possible scenario would involve ballasting the rig from transit draft to
operating draft. When going through the transition zone (where there is a
drastic change in waterplane area), KM drops suddenly. With a large
decrease in KM and the increase in KG due to free surface effect, a possible
negative GM could occur.
With G above M, the rig is in a state of unstable equilibrium and there is no
tendency for the rig to right itself at small angles of inclination. An upsetting
moment occurs which causes the rig to incline (flop) from the upright
position.
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A negative GM does not mean that the rig will capsize.
It simply means that the rig does not have any initial stability. The rig will incline
to an angle where buoyancy (B) has moved far enough to the low side to once
again be aligned vertically with the center of gravity (G). This angle of inclination
(list caused by a negative GM), at which a rig with negative initial metacentric
height will lie at rest in still water is referred to as the Angle of Loll.
At the Angle of Loll, there is no righting arm (GZ). If the rig should be inclined due
to an external force to an angle greater than the angle of loll, a righting arm (GZ)
will be formed to return the rig to the angle of loll. So, the rig will oscillate about
the angle of loll instead of the upright position.
Beyond the angle of loll, the righting arms will be positive up to the angle of
vanishing stability or deck-edge immersion.
Remember - an angle of loll is a list due to negative GM or plainly stated, the

rig is top-heavy and G is too high; it is important to recognize the difference
between an angle of loll and a list due to off-center weight in order to determine
the corrective measures which must be taken.
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G
M
G is above M
creating negative
metacentric height (-GM)
B
K
The negative GM
creates an upsetting
moment causing the
vessel to list.
The vessel will incline

until B has once
again aligned
vertically with G.
G
M
B1
B
K
B
K
B1 B2
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When G is above M, the rig is in an unstable condition with a negative
metacentric height (-GM).
Correcting a negative GM can be accomplished in one or more of the
following ways:
1.
Removing weights with a VCG higher than the rigs KG,
symmetrically about the rigs centerline.
2.
Add weight low on the rig symmetrically about the rigs
centerline.
3.
Shift weights vertically downward, preferably from a VCG higher
than the rigs KG to a VCG lower than the rigs KG, avoiding (as much as
possible) a change in LCG or TCG.
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Stability # 1
1.
Initial stability refers to stability:

A. at small angles of inclination
B. when loaded with minimum deck load
C. when at transit draft
D. when GZ is zero
2.
Stability is determined by the relationship of the center of gravity and the:

A. water depth
B. keel
C. center of flotation
D. center of buoyancy
3.
A long ton is:

A. 1,000 pounds
B. 2,000 pounds
C. 2,240 pounds
D. 2,400 pounds
4.
A Kip is equal to:

A. 1,000 lbs.
B. 1,000 lbs.
C. 2,000 lbs.
D. 2,240 lbs.
5.
The weight of the liquid displaced by a vessel floating in sea water is

equal to the:
A. weight required to sink the vessel
B. total weight of the vessel
C. displaced volume
D. reserve buoyancy
6.
The purpose of the inclining experiment on a MODU is to determine the:

A. lightweight and lightweight center of gravity location
B. position of the center of buoyancy
C. position of the metacenter
D. maximum load line
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Stability # 1
7.
The important stability parameter, KG, is defined as the:

A. metacentric height
B. height of the metacenter above the keel
C. height of the center of buoyancy
D. height of the center of gravity
8.
The geometric center of the underwater volume is know as:

A. center of flotation
B. tipping center
C. center of gravity
D. center of buoyancy
9.
When a MODU is inclined at a small angle, the center of buoyancy will:

A. remain stationary
B. move toward the low side
C. move toward the high side
D. move to the height of the metacenter
10 . The geometric center of the waterplane area is called the:

A. center of buoyancy
B. center of gravity
C. metacenter
11 . The intact volume above the waterline of a floating MODU is:
A. displaced volume
B. reserve buoyancy
C. gross tonnage
D. net tonnage
D. center of flotation
12.
The point to which your vessels center of gravity (G) may rise and still permit the vessel
to have positive stability is called the:
A. metacentric point
B. metacenter
C. metacentric radius
D. tipping center
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Stability # 1
13
The important stability parameter, GM is the:

A. metacentric height
B. height of the metacenter
C. height of the center of buoyancy
D. height of the center of gravity
14.
When the height of the metacenter is less than the height of the center of gravity, a vessel
has which type of stability?
A. Stable
B. Neutral
C. Negative
D. Positive
15 . The horizontal distance between the vertical lines of action of gravity (G) and the buoyant
forces is called the:
A. righting arm
B. metacentric height
C. metacentric radius
D. height of the center of buoyancy
16.
The angle to which a floating MODU, with a negative initial metacentric height, lies while at
rest in still water is the angle of:
A. trim
B. yaw
C. heel
D. loll
17.
If the metacentric height is small, a floating MODU will:

A. be tender
B. have a quick and rapid motion
C. be stiff
D. yaw
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Moments
A Moment is the result of the product of multiplying a Weight (force) times a
Distance. It is the measure of the turning effect of a force about a point.
WEIGHT x DISTANCE = MOMENT
We can probably better understand moment by using the example of a seesaw. Let
us imagine a seesaw 40 in length. The center of gravity (G) of the seesaw is located
at the midpoint (the fulcrum) of the length. We know that if we place a 100# weight
10 from the fulcrum, the seesaw will incline and be off-balanced. In order to balance
the seesaw, we will need to place another 100# weight the same distance (10) on
the opposite side of the fulcrum. The seesaw will then balance due to the equal
moment on each side of the fulcrum.
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Moments
First, let us place 100 lbs. 10 from the fulcrum. If we are given a
50 lb. weight to balance the seesaw, at what distance must it be
placed?
50 #
100 #
W x D
= M
10
M
= M
1,000#
= 1,000#
100# x 10 = 1,000#
M W = D
1,000# 50# = 20
We can see that the 100 lb. weight at 10 has created 1,000 ft./lbs.
(moment) on one side of the fulcrum. To balance the seesaw, we
will need 1,000 ft./lbs. (moment) on the opposite side of the
fulcrum. Thus, we will need to place the 50 lb. weight at 20 to
create the required moment.
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Moments
Weight x Distance = Moment
Weight x KG = Vertical Moment
Weight x VCG = Vertical Moment
Weight x LCG = Longitudinal Moment
Weight x TCG = Transverse Moment
We can see from the formula that distances and moments can be expressed
vertically, longitudinally or transversely.
All weights on the rig are acting vertically, longitudinally and transversely creating
moments. For example, let us say that the paint locker on our
rig has a weight of 6 long tons. The VCG of the paint locker is 74, the LCG is 9,
and the TCG is 95. The center of gravity locations for the paint locker allow
us to pinpoint its location on the rig. The VCG indicates that the center of
gravity of the paint locker is 74 above the keel; the LCG indicates that the
paint locker is 9 aft of amidships; the TCG Indicates that the paint locker is
95 port of the centerline. To summarize, this paint locker is located on the
port aft side of the rig.
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Moments
The weight (6 long tons) in the paint locker is creating Vertical Moments,
Longitudinal Moments, and Transverse Moments.
Weight x
Distance
Moments
Vertical Moments
Weight
6 L.T.
x 74 ft.
Weight
Longitudinal Moments
6 L.T.
x -9 ft.
-54 Ft.-Tons
Weight
Transverse Moments
6 L.T.
VCG
LCG
TCG
x -95 ft.
444 Ft.-Tons
= -570 Ft.- Tons
Remember, a Moment is a measure of the turning effect of a weight applied at a

certain distance. This paint locker weight is acting vertically on the rig and also
creating a port, aft turning effect.
The calculations of the total moments for the rig (including all weights) are:
KG
Vertical Moments
LCG
Longitudinal Moments
TCG
Transverse Moments
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Moments
A Righting Moment is the product of the Displacement (total weight of
the rig) and the Righting Arm (GZ): thus, x GZ = RM
The righting moment expresses the stability tendency of a vessel or rig. It

is the Couple formed by equal parallel and opposite forces of gravity,
acting downward and buoyancy, acting upward.
Overturning or Upsetting Moment is the opposite of the righting moment;

i.e., the condition in which gravity (G) acts downward farther toward the
inclined side of the vessel than the upward buoyancy (B) force. This couple
is also referred to as a Capsizing Moment.
The force of the wind on the side of a drilling rig creates an overturning
moment or wind heeling moment. When a wind force causes a floating
MODU to heel to a static angle, the righting moment is equal to the windheeling moment.
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Calculation of Moments and Centers of Gravity

KG Calculations:
To find a KG, the total Vertical Moments are divided by the total
Displacement.
If:
Weight
x Distance
= Moments
And:
x KG
= Vertical Moments
Then: KG = Vertical Moments or
KG = VM
Step 1. Original Displacement x Original KG = Original Vertical Moments

+Loaded Weight x VCG of the wt. = +Addl. Vertical Moments
Total Displacement
Total Vertical Moments
Step 2. New KG = Total Vertical Moments

Total Displacement
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Example Problem
What is the new KG of a rig with a displacement of 12,000 long tons and a
KG of 60 if 300 long tons are loaded at 40 above the keel?
Long Tons
Feet
Foot-Long Tons
Weight()
Distance (KG/VCG)
= Vertical Moments
12,000
60
720,000
+ 300
40
+ 12,000
12,300
732,000
60.00 ft. orig. KG
Then: KG = VM
732,000 =
59.51 ft.
12,300
- 59.51 ft. new KG

0.49 ft. down
We can see that the Center of Gravity shifted .49 downward. Since the
VCG of the added weight was below the original KG of the rig, G moved
toward the added weight.
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Practice Problem 1
Your rig is currently at a displacement of 14,000 long tons with a KG of 65.
400 Long tons of casing are loaded at a VCG of 120.
After the casing is loaded;
1.What is the new KG for the rig? ____

2.What is the distance the KG has shifted? ____
3.In which direction did G move? Upward or downward? ____
To find a new KG after weight has been offloaded or removed from the rig,
the calculation will be done using the same 3 column formula (W x D
= M). The weight will be subtracted from the original displacement and
the moment created by the weight will be subtracted from the original
moments.
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Example Problem
Your rig has an original displacement of 19,000 tons with a KG of 64. If 315 tons at a
VCG of 105 are discharged, what would be the new KG?
Original Displacement 19,000 tons
Load Discharge
315 tons
New Displacement
18,685 tons
Then; VM =
KG
x 64 ft. = 1,216,000 foot- tons

x 105ft = -33,075 foot- tons
1,182,925 foot- tons
1,182,925 foot-tons = 63.31 ft. New KG

18,685 tons
In which direction did G move, upward or downward? ______

How far did G move? _____
Practice Problem 2
Yesterday's load form report showed a displacement of 30,000 tons and a KG of 61.00.
Since then, you have consumed 30 tons of miscellaneous fluids from day tanks with
an average VCG of 11. With this information, please calculate the following:
1.
New KG = _______
2.
Shift in G = ________
3.
Direction G has moved = _________
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Transverse center of gravity (TCG) and longitudinal center of gravity
(LCG) are determined in exactly the same manner as the vertical center
of gravity (KG). The TCG of a weight is its distance in feet to port (-) or
starboard (+) of the rigs longitudinal centerline.
On a semi-submersible drilling rig, the LCG of a weight is its distance
forward (+) or aft (-) of amidships.
Aboard a jack-up drilling rig, the LCG of a weight is generally measured
in feet aft (+) of frame zero, which is at the bow.
When calculating a new TCG or LCG, one must pay particular attention to
the sign convention used in locating the weight, either transversely or
longitudinally. Remember, transverse and longitudinal distances may be
positive or negative numbers. Be careful when performing calculations
involving positive and negative numbers.
TCG Calculations:
To find a TCG, the Total Transverse Moments are divided by the Total
Displacement.
If:
And:
Weight x Distance
x TCG
= Moments
= Transverse Moments
Then: TCG = Transverse Moments
or
TCG = TM
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Example Problem
What is the new TCG of a rig with a displacement of 10,000 long tons and a TCG of 0.5
port if 200 long tons are discharged from 25 to port of the centerline?
Long Tons
Weight()
10,000
-200
Then:
x
x
x
Feet
Distance (TCG)
-0.50
-25
TCG = TM = TCG
Foot-Long Tons
= Transverse Moments
= - 5,000
= + 5,000
0
TCG = 0 =
9,800
0.00 ft
We started out with a list to port as indicated by our original negative moments; after discharging weight
from the port side, we now have no transverse moments which means our TCG is located on the
centerline of the rig and we have no list.
Practice Problem 3
What is the new location of the transverse center of gravity if 300 tons are loaded 12 to
port of the centerline on a MODU with a TCG 1.2 starboard of the centerline, and a
displacement of 10,000 tons?
Answer:_____________
What is the shift in the TCG?___ _______________
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To find a LCG, the Total Longitudinal Moments are divided by the Total Displacement.
Weight x Distance = Moments
And:
x LCG
= Longitudinal Moments
Then: LCG = Longitudinal Moments
or LCG = LM
Example Problem
What is the new LCG of a rig with a displacement of 10,000 long tons and a LCG of
1.8 forward of amidships if 400 long tons are loaded at 20 aft of amidships?
Long Tons
Feet
Weight()
10,000
1.80
+ 400
-20
Foot-Tons
Distance (LCG)
18,000
= - 8,000
10,400
Then:
= Longitudinal Moments
10,000
LCG = LM
10,000 = 0.96 ft.

10,400
1.80 - 0.96 = 0.84 aft
Note: Even though we are adding weight which increases our displacement, the
weight is being added aft which creates negative moments.
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Practice Problem 4
If 400 short tons are discharged from 50 forward of amidships on a MODU with
a LCG 2.0 forward of amidships and displacement of 12,000 short tons,
What is the new LCG? __________

What is the shift in LCG? ___________
Which direction did G move, forward or aft? __________
Practice Problem 5
A jack-up drilling rig, undertow, displaces 8,000 tons with a LCG of a 120 AF.
200 tons of ballast are discharged from a tank with a LCG of 40 AF.
What is the new LCG? ___________

What is the shift in LCG? ______________
Which direction did G move, forward or aft?___________
Note: When discussing the location of the center of gravity, it is

important to realize when the rig is level, LCG = LCB and TCG =
0.00
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Calculating the shift of G when shifting weight on the rig

When weight is neither added nor discharged (displacement does not change),
the shift of G can be quickly calculated by using the following formula:
GG = w x d
or
Shift in G = weight moved x distance weight is moved

Displacement
Calculating the shift in G may also be done by the conventional W x D = M

calculation method whereby weight is removed from one location on the rig and
then added to another location. This method involves several more steps than if
we were to use the GG formula.
Let us solve the following Practice Problem using both methods:

A rig with a displacement of 10,000 long tons has a KG of 50. A load of 300
long tons is shifted from a VCG of 100 to a VCG of 20. What is the change
in KG?
Note: We can see that all we are doing here is shifting a weight downward 80 and our
displacement is not changing. So, the easiest way in which to solve the problem is by
using the GG formula.
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Example Problem
A rig with a displacement of 10,000 Long tons has a KG of 50. A load of 300 long tons is
shifted from a VCG of 100 to a VCG of 20. What is the change in KG?
GG = w x d = 300 x (100 20) = 300 x 80 = 24,000

GG = 2.4 down
10,000
10,000
10,000
The problem can also be solved in the following manner:
Weight ()
x
Distance (KG/VCG) = Vertical Moments
10,000
-300
+ 300
10,000
Then KG = VM
50
= 500,000
x 100
= -30,000
= + 6,000
20
476,000
New KG = 476,000 = 47.6ft and: 50.0 original KG

10,000
-47.6 new KG
2.4 change in KG
We can see that the first method is the quickest , easiest way to arrive at our
calculation. The GG formula, thus is used whenever we are merely shifting
weight and not making a change in our displacement.
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Practice Problem 6
A MODU with a displacement of 20,000 long tons has a KG of 40. A load of

500 long tons is shifted from a VCG of 100 to a VCG of 10.
How far does the KG move and in which direction does G move?
The shift in the G is?_____________
The direction is up or down: ______________
Practice Problem 7
An elevated jack-up weighs 14,000 kips. Its TCG is located 1.0 to starboard of
the centerline. If the drill floor, weighing 700 kips, is skidded 10 feet to
port:
What is the new TCG? __________

What is the shift in TCG? ___________
Which direction does G move? Port or starboard? _______
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Calculating the shift of G (GG) with suspended weight

A special type of shift in G problem involves suspended weight. When a weight is lifted by a crane, the
center of gravity of that suspended weight is transferred to the point of suspension or the head of the boom.
This obviously causes G to move upward.
GG = w x d
w = weight
d = for suspended cargo, the distance in
feet between the point of suspension
and the center of gravity of the rig
= final displacement of the rig
Example Problem
A MODU displacing 18,000 tons has a KG of 60. A crane is used to lift cargo
weighing 40 tons from a supply vessel. When lifting, the head of the crane boom is 135 above the keel.
What is the change in KG?
GG = w x d
GG = 40 x (135 60)
18,000 + 40
GG = 3,000
GG = 40 x 75
18,040
GG = 0.17
18,040
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Calculating the shift of G (GG) with suspended weight

Practice Problem 8
A MODU displacing 12,000 long tons with a KG of 20, uses its crane to lift
a 50 long ton load from dockside and place it on board at a VCG of 10.
When lifting,the head of the crane boom is 60 above the keel. During
the lift, what is the apparent increase in KG?
Practice Problem 9
A MODU displacing 15,000 tons uses its crane to lift a 30 ton load, already
aboard, to a height of 5 above the deck. Before lifting, the head of the
crane boom is 60 above the load. What is the change in KG?
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Calculation of Moments
We have already seen in previous Center of Gravity calculation exercises
how moments are calculated (Weight x Distance = Moments). We must
determine all moments created by various weights on the rig in order to
determine the locations of the centers of gravity.
Practice Problem 10
Please calculate the moment (ft.-tons) created by a force of 14,000 tons

and a moment arm of 0.50 foot.
Practice Problem 11
A moment of 300 ft-tons is created by a force of 18,000 tons. Please

calculate the moment arm in feet.
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MODU Stability
Righting Moments and Wind-Heeling Moments

A Righting Moment (expression of the stability tendency of a rig) is the
result of multiplying the Displacement (), a weight, by the Righting Arm
(GZ) (Distance).
x GZ = RM
Practice Problem 12
Please calculate the righting moment (ft.-tons) created by a MODU that
displaces 15,000 tons with a righting arm (GZ) of 0.02.
A Wind-Heeling Moment is created by the force of the wind on the side of a

drilling rig. When a wind force causes a floating rig to heel to a static angle,
the Wind-Heeling Moment is equal to the Righting Moment.
Practice Problem 13
A MODU with a displacement of 18,000 long tons is experiencing strong
winds blowing from the starboard. A careful load form calculation has
determined that, although the rig is level, the TCG is actually 3.0 to
starboard. What is the value of the wind-heeling moment (ft.-tons)?
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Stability # 2
1.
The result of multiplying a weight by a distance is a:

A. moment
B. force
C. couple
D. center of gravity location
2.
The moment of a force is a measure of the:

A. turning effect of the force about a point
B. instantaneous value of the force
C. stability characteristics of the vessel
D. center of gravity location
3.
Longitudinal moments are obtained by multiplying a vessels weight and its:

A. VCG or KG
B. LCB
C. LCG
D. TCG
4.
The righting moment created by a MODU that displaces 15,000 tons with a
righting arm (GZ) of 0.02 foot is:
A. 3,000 ft.-tons
B. 750 ft.-tons
C. 600 ft.-tons
D. 300 ft.-tons
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Stability # 2
5.
A floating MODU displacing 20,000 long tons with a VCG of 50 loads 100
long tons at 100 above the baseline and 200 long tons at 130 above the
baseline. What is the new KG?
A. 49.0 feet
B. 50.0 feet
C. 51.0 feet
D. 51.8 feet
6.
A Semi-submersible, with a TCG of 0.5 to port, displaces 20,000 long tons.

Bulk, weighing 400 long tons, is loaded in P-tanks located 50 starboard of
the centerline. What is the new TCG ?
A. 0.49 stbd of centerline
B. 0.51 stbd of centerline
C. 0.99 stbd of centerline
D. 1.49 stbd of centerline
7.
A floating jack-up with displacement of 16,200 kips has its LCG 110.37 feet aft
of frame zero (AF). If 200 short tons are discharged from 120 feet AF and
400 short tons are discharged from 150 feet AF what is the new LCG ?
A. 108.0
B. 109.2
C. 110.4
D. 115.8
8.
A MODU with a displacement of 15,000 kips has a KG of 20. A load of 300

kips is shifted from a VCG of 100 to a VCG of 10. How far does the KG
move?
A. 0.2 downward
B. 0.2 upward
C. 1.8 downward
D. 1.8 upward
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Draft , List , and Trim Calculations

Draft is the vertical distance between the bottom of the hull (keel) and the waterline.
Freeboard is the distance between the waterline and the main deck. The amount
offreeboard possessed by a drilling rig is a good indication of its reserve buoyancy.The
amount of freeboard also has a tremendous effect on the rigs stability at large angles
of inclination. A large amount of freeboard enables the rig to incline to a greater angle
without experiencing deck-edge immersion than would occur with less freeboard.
Mean Draft is the average of all observed drafts; mean draft is located midway
(amidships) between the forward and aft draft marks.
True Mean Draft is the draft at the Center of flotation or the Tipping Center.
Loadline Draft is the maximum draft to which a drilling rig may be safely loaded.
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List is the difference between the average of the port and starboard drafts due to
internal forces within a drilling unit; list is caused by off-center weight. With a list, the
TCG is located off the centerline. If the rig is level with no list, then the TCG will be
located on the centerline and the TCG will equal zero.
If the port draft is greater than the starboard draft, then the rig is said to be listed to
port. If the starboard draft is greater than the port draft, the rig is said to be listed to
starboard. A Port List is usually indicated by a negative (-) sign while a Starboard List
is usually indicated by a positive (+) sign.
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With a LIST, there is NO righting arm (GZ) since off-center weight will cause both G and B to
move until the points are aligned vertically, equal and opposite. HEEL is the difference between
the average of the port and starboard drafts due to external forces such as wind, waves, and
current.
With HEEL, we get a righting arm (GZ) as only B moves to the low side while G does not
move since there has been no change in weight; thus; we get a horizontal distance between the
two lines of force, gravity and buoyancy, creating GZ the righting arm.
TRIM is the difference between the average of the forward and the average of the
aft drafts. Moving a weight forward or aft will affect the trim of the vessel. If the forward draft is
greater than the aft draft, the rig is said to be trimmed or
down by the bow, or trimmed by the head. If the aft draft is greater than the forward draft, then
the rig is said to be trimmed by the stern, or down by the stern. The sign convention will be
determined for each rig in the Rigs operating manual.
Calculating Mean Draft:
Mean Draft is an average of all observed drafts. On a vessel with a known

forward draft and aft draft, the two drafts would be added together and then
divided by 2. On a semi with four draft marks, the four observed drafts would be
totaled and then divided by 4.
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Example Problem
What is the MEAN DRAFT of a MODU with the following drafts?
Port Forward = 66-09 or 66.75
9 12 = .75
Port Aft = 70-09 or 70.75

Starboard Forward = 61-09 or 61.75
265 4 = 66.25 Mean Draft
Starboard Aft = 65-09 or 65.75

265.00
.25 x 12 = 3 or 6603
Practice Problem 14
What is the MEAN DRAFT of a MODU with the following drafts?
Port Forward = 63.75
Port Aft = 67.75
Starboard Forward = 60.75
Starboard Aft = 64.75
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Calculating List
LIST is the difference between the average of the port and the average of the
starboard drafts.
Example Problem
A MODU has an average draft of 22 on the port side and an average draft of
18 on the starboard side. What is the list?
Shortcut: Put the stbd.
the port.
Answer: 18 22 = -4
There is a 4 ft. list to port (the port draft is greater);
This may be expressed as 4 ft.
Practice Problem 15
What is the list of a semi-submersible drilling rig which records the following
drafts?
Port Aft = 68.75
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Calculating List
Practice Problem 16
What is the LIST of a semi-submersible drilling rig which records the

following drafts?
Port Aft = 78.75
Practice Problem 17
A MODU has an average port draft of 56. List is 5 to starboard. What is

the average starboard draft?
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Calculating Heel
Heel is the difference between the average port and starboard drafts
due to External forces (wind, waves, and current)
Example Problem
A MODU, while level in transit at 20 draft, experiences a wind gust

which results in a starboard draft of 22. What is the heel?
Wind
18
22
20
Mean Draft
20
Mean Draft
220 On stbd. Side after wind

200 On stbd. side when level
220
180
40
20 Difference
So, if the stbd. side goes down 20 the port side comes up 20 because
no weight was added to the rig. Therefore, the mean draft will remain the
same. ( 200)
This will give you a total Heel of 40 to stbd.
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Calculating Trim
TRIM is the difference between the average forward and the average aft drafts.
Practice Problem 18
What is the TRIM of a MODU with a forward draft of 21 and aft draft of 20? Is the
MODU trimmed by the bow or the stern?
Practice Problem 19
A MODU has a trim of 3 by the stern. The forward draft is 23.
What is the aft draft?
Practice Problem 20
What is the TRIM of a semi- submersible which records the following drafts?
Port Aft = 79.75
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Calculating True Mean Draft

True Mean Draft is the draft at the Center of flotation (tipping center). To
calculate true mean draft, the trim must be determined. The trim is then
apportioned by applying part of the trim forward of the center of flotation
and part of the trim aft of the center of flotation as determined by the
amount of rig lying forward and aft of the center of flotation.
Example Problem
A MODU, 180 in length, has the center of flotation at 110 AF. The draft
at the bow is 8 and the draft at the stern is 10. What is the true mean
draft?
To find the True Mean Draft use

the following steps;
180
Bow
110
LCF
10
Stern
1. First determine the trim of the vessel.

10 aft. - 8 bow = 2 trim to aft
2. The trim the total length of the rig = trim per foot of rig
2 180 = 0.011111111
3. Trim per foot of rig x distance to the LCF = Feet of trim to LCF
0.011111111 x 110 = 1.22222221
4. Feet of trim to LCF + Bow Draft = True Mean Draft
1.22222221 + 8 = 9.22
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Calculating True Mean Draft

Practice Problem 21
A MODU, 200 in length between draft marks with the LCF 20 aft of
Amidships. The draft at the bow is 30 and the draft at the stern is 33.
What is the true mean draft?
Fwd =
Aft =
LCF =
Practice Problem 22
A semi-submersible, 210 in length between draft marks with the LCF 10 aft
of Amidships. Records the following drafts: What is the true mean
draft?
Port Aft = 70.75

Fwd =
Aft =
LCF =
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Calculating TPI and KPI

TPI (tons per inch) is the change in weight (measured in tons) which
causes a draft change of 1. KPI (kips per inch) is the change in weight
(measured in kips) which causes a draft change of 1. TPI or KPI, for any
given draft or displacement, can be found in your rigs Operating Manual in
the Hydrostatic Tables.
Example Problem
Your rig is at a draft of 20. The TPI at this draft is 50. What will the new
draft be after 400 tons are loaded onto the rig?
Wt. = Ins. = Feet of Change
TPI
12
400 = 8 = 0.67
50 12
Thus: Original draft of 20 + 8 = New draft of 20 08 to convert the draft

in inches to feet, simply divide 8 by 12 per foot and new draft = 20 + .67
or 20.67
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Calculating TPI and KPI

Practice Problem 23
A MODUs mean draft is 29. At this draft, the TPI is 152. What is your new
mean draft after discharging 3,000 tons?
Practice Problem 24
A semi-submersible with a TPI of 11.25 long tons per inch discharges 270
long tons from amidships. What is your new mean draft if the original drafts
were:
Port Forward = 69.5
Port Aft = 68.5
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Calculating MCL1 and MCT1

A MODUs list and trim can be calculated using the theory of moments. A
weight moved through a distance equals a moment. Total list or trim
moments are calculated, and when divided by the MCL1 or MCT1, list
and trim are determined. MCL1 (Moments to Change List One Inch) and
MCT1 (Moments to change Trim One Inch) may be available in the
Hydrostatic Tables of your Operating Manual, or determined from
formulae.
Example Problem
A semi-submersible is in transit with a LCF of 0 (amidships) and a MCT1 of

87.67 Ft.-tons. Work on a BOP (weight 263 long tons) requires that it be
moved aft 12. What is the resulting trim change?
To solve:
W
263
3,156
36
12
12
= 3,156
87.67 = 36
= 3
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Calculating MCL1 and MCT1

Practice Problem 25
A jack-up is trimmed 6 by the bow. The moment required to change trim 1
(MCT1) is 1,200 ft.- tons. What is the final trim if 200 tons of drill water
are transferred from a tank with a LCG of 20 to a tank with a LCG of
140?
Practice Problem 26
A jack-up, level at 12.5 draft, transfers 100 kips of drill water from a tank
with a TCG of -30 to a starboard tank with a TCG of 70. The resulting
starboard draft is 13. What is the moment required to change list 1
(MCL1)?
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Stability Draft, List , and Trim

1.
The average of the forward and after drafts is the:

A. mean draft
B. true mean draft
C. load line draft
D. draft at the center of flotation
2.
The true mean draft of a MODU is the draft:

A. midway between drafts forward and aft
B. at the load line draft
C. at the center of flotation
D. at the center of buoyancy
3.
For a floating MODU, the center of flotation is the point in the waterplane:
A. about which the MODU lists and trims
B. that coincides with the center of buoyancy
C. which, in the absence of external forces, is always vertically aligned with the VCG
D. which is shown in the Hydrostatics' as KB
4.
The maximum draft to which a MODU can be legally submerged is indicated by the:
A. Load line mark
B. Certificate of Inspection
C. Station Bill
D. Tonnage mark
5.
The difference between the starboard and port drafts caused by shifting a weight
transversely is the:
A. list
B. heel
C. trim
D. flotation
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Stability Draft, List , and Trim

6.
The difference between the starboard and port drafts due to the wind or seas is called:
A. list
B. heel
C. trim
D. flotation
7.
A semisubmersible with a positive GM, and TCG located starboard of the centerline, inclines to an
angle of:
A. heel
B. trim
C. list
D. loll
8.
The distance between the waterline of a vessel and the main deck is called:
A. draft
B. freeboard
C. buoyancy
D. camber
9.
The difference between the forward and aft draft marks is:
A. list
B. heel
C. trim
D. flotation
10. A jack-up, level at 12.5 draft, transfers 200 kips of drill water from a tank with
a TCG of -30 to a starboard tank with a TCG of 70. The resulting starboard draft
is 13. What is the moment required to change list 1 (MCL1) ?
A. 667 foot-kips
B. 833 foot-kips
C. 3,333 foot-kips
D. 1,667 foot-kips
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Relation of GM to Rolling Period

Metacentric Height (GM) has a definite relationship to the rolling
characteristics of a floating vessel. A stiff vessel (one with a large GM) will
have a quick roll period, whereas a tender vessel (with a small GM) will roll
more slowly. A simple formula was developed in the First World War as a
quick and easy method of finding the GM of captured enemy merchant
vessels for which no information on KM or other Hydrostatic properties
were readily available. Naval Architects have more accurate formulas, but
they are very difficult to use and understand by ships officers and merchant
seamen, and take a great deal of time. A fairly accurate approximation of
natural rolling period can be made from the following formula:
.44B
Metric System:
T=
.769B
GM
.44B
T
GM
2
GM =
T=
GM =
.769B
T
Where: T: is the full natural rolling period of the vessel in seconds

B: is the beam of the vessel in Feet or Meters
English System:
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Relation of GM to Rolling Period

Definition of T (the natural rolling period): if a floating vessel were inclined in still water
and released, the time in seconds it would take for the vessel to roll from port to starboard
and back to port again would be its natural rolling period T as shown in the above
Formula.
When vessel is at sea, what is actually measured is the apparent rolling period. This
apparent rolling period differs from the natural rolling period because at sea the vessel is
not in still water and encounters wave action, resulting in the error or difference in the
value of the calculated time in seconds of roll and the actual roll measured by observation.
At times the vessel is forced out of her natural rolling period by waves that have a period
different from that of the roll period of the vessel. This will cause a condition known as
forced rolling. This condition seldom continues for a long time, but is characterized by
unexpectedly large and hard rolls.
When the period of the ocean waves and the apparent rolling period of the vessel
coincide and are exactly the same, a condition known as Synchronous Rolling occurs.
This results in very heavy rolling, and if not addressed in time, can result in capsizing of
the vessel. Jack-Up rigs under tow in West Africa have encountered this condition, as the
swells generated by storms off the tip of South America often reach West Africa as being
very large and with a long period of 14 to 15 seconds, which is very near or at the
apparent roll period of the rig. Quick action to eliminate this condition is necessary, such
as altering course, changing towing speed, and/or lowering the legs to change GM.
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Stability - Rolling Period/GM

Example Problem
You are on a vessel that has a metacentric height of 1.0 and a beam of 40.
What can you expect the rolling period of the vessel to be? 17.6 seconds
T=
.44B
GM
T=
.44 x 40
1
T=
17.6
1
T = 17.6
Practice Problem 27
You are on a vessel that has a metacentric height of 4.0 and a beam of 50.
What can you expect the rolling period of the vessel to be?
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Stability - Rolling Period/GM

Example Problem
Your vessel has a displacement of 10,000 tons. It is 350 long and has a
beam of 55. You have timed its full roll period to be 15.0 seconds.
What is your vessels approximate GM?
GM =
GM =
15
24.2
GM =
15
1.613
.44 x 55
GM =
.44B
GM =
2.60
Practice Problem 28
Your vessel has a displacement of 24,500 tons. It is 529 long and has a
beam of 71. You have timed its full roll period to be 25.0 seconds.
What is your vessels approximate GM?
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Free Surface Effect Calculations

Free Surface is present whenever a liquid within a vessel is free to move. When a
vessel or MODU rolls, the liquid in the tank moves from side to side. When this occurs,
the center of gravity of the liquid is, in effect, no longer in its original position. The liquid
is revolving, for small angles, in the arc of a circle having Mat its center. The weight of
the liquid is, in effect, felt at M. This phenomenon is know as a Virtual Rise Of The
Center Of Gravity.
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Free Surface Effect Calculations

The effects of free surface Depend on various factors:
1.
The dimensions of the surface of the free liquids and the volume of displacement of the
MODU
2.
To a minor degree, the relationship between the specific gravity of the liquid in the tank
and the specific gravity of the liquid in which the MODU is floating in.
The effects of free surface Do Not Depend upon:

1.
The amount of liquid (depth) in the tank.
2.
The most important factor in the calculation of free surface effect is the breadth or width
of the tank.
Pressed Tank filled to near capacity (has no free surface)

Empty Tank has less than 6 in it (has no free surface)
Slack Tank neither empty nor full (has free surface)
Free Surface causes a virtual rise in G therefore causing a reduction in GM (metacentric
height).
Free Surface also increases the natural rolling period of the rig.
With an increase in Displacement, the detrimental effect of free surface decreases.
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Calculating Free Surface

The formula for calculating Free Surface Moments (FSM) is:
FSM = rlb3
12 x 35
Easy Formula:
r = ratio = the specific gravity of liquid in tank

specific gravity of water vessel is floating in
35 = volume of sea water (35 cu. Ft. per long ton)
FSM = (L x W x W x W) x (SG L.I.T. SG L.V.I.F.I) = FSM FT. TONS

420
To calculate Free Surface Correction (FSC or FSE) Free Surface Effect:
FSC/FSE = rlb3
12 x V
V (volume) = Displacement x 35
Easy Formula :
FSC/FSE = (L x W x W x W) x (SG L.I.T. SG L.V.I.F.I) FSC/FSE = FEET
420 x Displacement
FSMT (Transverse Free Surface Moment) and FSML(Longitudinal Free

Surface Moment) are calculated for you and found in the Tank Tables of
the Operating Manual. The Moments (FSMT and FSML) are then divided
by the total displacement to arrive at the FSCT (Transverse Free
Surface Correction) and FSCL (Longitudinal Free Surface Correction).
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Calculating Free Surface

Freshwater = 8.3456 ppg = sg 1.000
Saltwater = 8.55 ppg = sg 1.025
To find the specific gravity of any liquid: ppg of the liquid

8.3456
Summary (Memory Chart): Slack Tank Tank Table FSMT and FSML
Then:
FSMT = FSCT
FSML = FSCL
The FSCT and the FSCL (free surface correction) = the virtual rise in G and at the same
time the reduction in GM.
Adding the FSCT to the uncorrected KG or VCG results in KGT (height of center of
gravity corrected for transverse free surface).
KG + FSCT = KGT
or
VCG + FSCT = KGT
Adding the FSCL to the uncorrected KG or VCG results in KGL (height of center of
gravity corrected for longitudinal free surface).
KG + FSCL = KGL
or
VCG + FSCL = KGL
NOTE: It is important to keep Free Surface to a MINIMUM. The Operating Manual

for your rig will usually offer guidelines as to the maximum number of tanks which
should be slack at any given time.
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Stability Free Surface

1.
A tank which is NOT completely full or empty is called:

A. pressed
B. slack
C. inertial
D. elemental
2.
To calculate the free surface correction, it is necessary to divide the free

surface moments by the:
A. total weight of the liquid loads
B. total displacement
C. lightweight
D. deadweight
3.
Adding the transverse free surface correction to the uncorrected height of the
center of gravity of a MODU yields:
A. FSCT
B. KG
C. KGT
D. GMT
4.
Adding the FSCL to KG yields:

A. KM
B. GM
C. KGT
D. KGL
5.
Subtracting FSCT from KGT yields:

A. BL
B. GMT
C. FSCT
D. KG
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6.
A MODU floating in sea water while displacing 20,000 long tons has
transverse free surface moments of 7,500 ft-long tons and longitudinal free
surface moments of 10,000 ft-long tons. The maximum virtual rise in the
height of the center of gravity due to free surface is:
A. 0.35 foot
B. 0.50 foot
C. 0.88 foot
D. 2.00 feet
7.
The transverse free surface correction of a floating MODU displacing 24,000

long tons is 1.0 foot. When the MODU is deballasted by discharging 8,000
long tons of ballast, the FSMT decreases by 4,000 ft-long tons. What is the
new FSCT?
A. 1.50 feet
B. 1.25 feet
C. 1.00 foot
D. 0.83 foot
8.
The longitudinal free surface moments of a drilling mud pit aboard a MODU
displacing 24,000 long tons in sea water is 1,200 ft.- long tons. If the
sounding level in the mud pit is reduced from 8 to 6 and the mud weight
increases from 10 to 12 lbs/gallon, what is the new FSML for the mud pit?
A. 750 ft-long tons
B. 1,000 ft-long tons
C. 1,440 ft-long tons
D. 1,920 ft-long tons
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9.
Increasing the number of slack liquid tanks has the effect of raising the:
A. uncorrected KG
B. maximum allowed KG
C. virtual height of the center of gravity
D. metacentric height
10. Subtracting the height of the center of gravity corrected for transverse free
surface from the height of the transverse metacenter yields:
A. KMT
B. KML
C. GMT
D. GML
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Deep Driller Operations Manual Introductory Overview
Information contained in the Marine Operations Manual for the safe operation of the rig in
both daily operations and emergency situations is of utmost importance for those
personnel in charge of the unit. Regulations state that the OIM of the rig must be fully
aware of all provisions in the Marine Operations Manual. For those students who may go
on to pursue an OIM license, it cannot be over emphasized that knowledge of the
manual is extremely important.
This introductory exercise will briefly define the various components and sections of the
manual. Use of the index and table of contents is the quickest way to locate particular
information. Special attention should be placed on the Stability section where the
student can find the formulae necessary to carry out stability calculations.
Adherence to guidelines, outlined in the manual, are essential for safe operation of the
rig. Thus, the classroom session will cover such areas as pertain to loadline draft,
maximum allowable KG, watertight integrity, maximum deck loading, ballasting,
deballasting, etc.
This exercise will instruct students in the use of charts, graphs, tables and curves given
in the manual. Students will then have a basic understanding when they must refer back
to these areas in completing later exercises.
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Stability DD
Deep Driller Hydrostatic Tables are on pages 5-18 through 5-21 in
the Operations Manual.
Deep Driller KG Allowable Tables are on pages 5-11 through 5-15

in the Operations Manual.
Deep Driller Lower Hull Tank and Piping Diagrams are on pages 54 and 5-5 in the Operations Manual.
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Stability DD
1.
What is the lightweight displacement for the Deep Driller?

A. 5,022 long tons
B. 4,526 long tons
C. 9,733 long tons
D. 11,963 long tons
2.
What port side valves must be opened to transfer ballast from Tank 10P to
Tank 1P, on the Deep Driller, using port #1 ballast pump?
A. 23, 35, 34, 33, 43, and 2
B. 23, 43, 33, and 1B
C. 23, 33, 43, and 1
D. 23, 35, 34, 33, 43, and 1
3.
The Deep Driller, at 58 feet draft in sea water, discharges 275.8 long tons.
What is the new draft?
A. 54 feet
B. 56 feet
C. 58 feet
D. 60 feet
4.
While in transit at a draft of 24.5 feet, the Deep Driller has a KGT of 65.00 feet.
What is the GMT?
A. 7.55 feet
B. 5.46 feet
C. 5.30 feet
D. 5.10 feet
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5.
For the Deep Driller, what are the transverse moments for a sounding of 5 in tank
C3P?
A. 1,005 ft-tons
B. 2,139 ft-tons
C. -7,130 ft-tons
D. -10,797 ft-tons
6.
The Deep Driller is loaded as shown in the Sample Load Form # 1 (Transit). According
to the deck load graph, how much additional deck load could be added on the unit?
A. 435.59 long tons
B. 321.59 long tons
C. 281.59 long tons
D. 192.59 long tons
7.
While drilling ahead with 60 foot draft, the Deep Driller encounters lost circulation and
loses 900 bbls. of 16 pound per gallon mud to the hole. How much ballast must be
taken on to maintain 60 draft.
A. 220 long tons
B. 270 long tons
C. 330 long tons
D. 440 long tons
8.
While loaded as shown in the Deep Driller Sample Load Form # 4 (Drilling), all of the
liquid mud is dumped. What is the new uncorrected KG?
A. 52.09 feet
B. 52.20 feet
C. 53.23 feet
D. 55.36 feet
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9.
The Deep Driller, at a draft of 45 and a total vertical moment of 981,567 ft.long tons, floods 2,068.7 long tons of sea water through the overboard
discharge into tanks 3 and 8 on both sides. The VCG of the added ballast is
7.22. The shift in the height of the center of gravity is:
A. 0.93 foot
B. 6.16 feet
C. 6.95 feet
D. 7.88 feet
10. The Deep Driller, at a draft of 60, has -3,600 ft.-tons of transverse moments.
How much ballast should be transferred between tanks 10P and 10S to level
the unit in list?
A. 25.1 long tons
B. 50.2 long tons
C. 62.8 long tons
D. 252.1 long tons
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Hydrostatic Tables
(Deep Driller Operations Manual Pages 5 17 thru 5 21)
This section includes class discussions, introduction to, and review of the various columns of
information shown in the Hydrostatic Tables of the operating manual.
It should be noted that Draft is given in feet and inches, and not in decimal (tenths) format.
Drafts are given in 3-inch increments, therefore interpolation may be required for some
calculations. For any given draft, student may obtain the corresponding displacement from the
Hydrostatic Tables or vice-versa. If, upon completion of a load form, your total displacement
does not agree with the displacement given in the Hydrostatic Tables for your particular draft, it is
probable that there is an error in your load form calculation.
The values given for KML (height of the longitudinal metacenter) and KMT (height of the
transverse metacenter) are important to the calculation of GML (metacentric height corrected for
longitudinal free surface effect) and GMT (metacentric height corrected for transverse free
surface effect).
Formulae:
KML KGL = GML
and
KMT KGT = GMT
To calculate GML or GMT, we must first know either our displacement or draft so that we can go
into our Hydrostatic Tables to obtain KML or KMT. You will discuss the transition zone (see
bottom of page 3-2 and top of page 3-3 in Deep Driller Manual) and illustrated by the dramatic
drop in KML and KMT at 20.5 ft. of draft as shown in the Hydrostatic Tables.
You will learn the use of TPI (tons per inch immersion) to calculate new draft after loading or
discharging of weight. Emphasis should be placed on the fact that the draft change calculated
using TPI is given in inches and may have to be converted into feet for the calculation of the
new draft. You should also note that on the Deep Driller, using TPI to calculate new draft is only
recommended for drafts between 20.5 ft. and 64 ft. as we can see that the TPI between those
drafts remains constant at 11.49. To calculated draft change between drafts of 18 ft. and 20.5 ft.,
it is recommended that the calculation be done as a change in displacement followed by
interpolation of the draft column.
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Stability Hydro Tables DD

1.
The Deep Driller, at 58.0 feet draft in sea water, loads 200 long tons. What is
the new displacement?
A. 17,642 long tons
B. 17,842 long tons
C. 18,042 long tons
D. 18,118 long tons
2.
The Deep Driller, at 60 draft in sea water, discharges 275.8 long tons. What is
the new draft?
A. 56 feet
B. 58 feet
C. 60 feet
D. 62 feet
3.
What is the value of KML for the Deep Driller at 60 draft?

A. 59.63 feet
B. 60.16 feet
C. 61.68 feet
D. 61.13 feet
4.
While in transit at a draft of 20.5, the Deep Driller has a KGT of 65. What is
the GMT?
A. 7.55 feet
B. 5.42 feet
C. 5.30 feet
D. 5.10 feet
5.
While in transit at a draft of 20.5, the Deep Driller has a KGL of 65. What is
the GML?
A. 7.55 feet
B. 5.42 feet
C. 5.30 feet
D. 5.10 feet
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Stability Hydro Tables DD

6.
The Deep Driller is operating at the maximum allowable KGT at 60 draft.

What is the value of GMT?
A. 0.05 foot
B. 1.02 feet
C. 2.63 feet
D. 4.34 feet
7.
Because of the presence of 75 knot winds, the Deep Driller is at survival draft.
KGT is 3.24 feet less than the maximum allowed. What is the value of GMT?
A. 5.32 feet
B. 5.17 feet
C. 3.39 feet
D. 3.24 feet
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Tank Tables
(Deep Driller Operations Manual Section 6)
This classroom session will explain the information found in Section 6 of the DEEP DRILLER
OPERATIONS MANUAL Tank Tables. It will also be helpful to review the tank arrangements and
diagrams as shown on pages 5-3, 5-4 and 5-5. It should be noted the tanks in Section 6 are
listed in numerical order, followed by the column tanks, and then by the P-Tanks. By using the
illustration on page 5-3, you can easily see that the forward and aft columns contain one tank
whereas the center columns each contain 2 tanks.
Tank layout illustrations will be used to explain the LCG and TCG given for each tank in the
tables. It is important that the student understand the values given for LCG and TCG indicate the
distance of the respective tank from amidships (LCG) and from the centerline (TCG). In effect,
the LCG and TCG of a tank provide a specific location of that particular tank on the rig.
Note that while the LCG and TCG values of a tank remain constant, the VCG of the tank
changes with the sounding.
The free surface moments (FSML and FSMT) for a slack tank are already calculated and
available in the tank table. It is important to realize that free surface only exists in a slack tank;
an empty tank or a full tank does not have free surface.
Note that in the P-Tank Table on page 6-17, interpolation may be necessary. Pages 6-18 and 619 offer additional graphs that may be quickly used to determine weight or VCG vs. ullage in a
tank. (Ullage is the amount of product not in the tank, i.e. a sounding of the P-tank is the distance
from top of the tank to the product):
ullage (sometimes referred to as outage) the unused portion of the tank
innage -- refers to the depth of the product in the tank
thievage -- the bottom settlings in a tank (water, etc.)
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Ullage and Interpolation
Ullage means used

Interpolation
What is the weight in tank #1 if the ullage is 4.3?
20
4.3
Step 1.
4 = 52.21
5 = 48.82 Pg. 6-17
3.39
Step 2.
3.39
x .3
1.02
Step 3.
4 = 52.21
- 1.02
51.19
Pg. 6-17
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Stability Tank Tables DD

1.
For the Deep Driller, what are the longitudinal moments for a sounding of 15 in tank
C3P?
A. 1,055 ft-tons
B. 7,772 ft-tons
C. -21,391 ft-tons
D. -25,669 ft-tons
2.
The sounding in fuel oil tank 4P on the Deep Driller is 8.75. What are the transverse
moments for this amount of fuel?
A. -17,416 ft-tons
B. -874 ft-tons
C. 3,992 ft-tons
D. 17,416 ft-tons
3.
What are the vertical moments for P-Tank #1 on the Deep Driller if the ullage is 3.0 feet?
A. 1,167 ft-tons
B. 4,002 ft-tons
C. 6,758 ft-tons
D. 9,739 ft-tons
4.
What is the ullage in P-Tank #4 of the Deep Driller if the weight is 75.24 long tons?
A. 4.0 feet
B. 5.0 feet
C. 10.2 feet
D. 16.0 feet
5.
What is the weight of cement in P-Tank #1 of the Deep Driller if the ullage is 3.4 feet?
A. 11.5 long tons
B. 16.6 long tons
C. 54.2 long tons
D. 78.2 long tons
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Stability Tank Tables DD

6.
What is the VCG for cement in P-Tank #1 of the Deep Driller if the ullage is 6.4
feet?
A. 116.24 feet
B. 116.44 feet
C. 119.81 feet
D. 123.06 feet
7.
What is the decrease in longitudinal moments for the Deep Driller if 2 of

ballast is
transferred from 1S to 10P?
A. 15,265 ft-tons
B. 14,609 ft-tons
C. 7,293 ft-tons
D. 5,174 ft-tons
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Ballast Control / Piping Systems

(Deep Driller Operations Manual)
This section covers Pages 2-6 (Ballast System) and 2-7 (Bilge System, Potable
Water, Drill Water and Fuel Oil Systems). See Pages 3-2 through 3-4 in the
operating manual (on the following pages ) concerning ballasting, deballasting,
operation of pumps and the various valves. It will be helpful during this
discussion for the student to refer to the schematic diagram shown on pages 54 and 5-5.
In the discussion of ballasting or deballasting, it is important to cover the guidelines

as given in the manual concerning maximum number of slack tanks at any one
time. Emphasis should be placed on the necessity to minimize free surface
effect at all times.
When discussing the ballast pumps, it should be pointed out that in normal
operations the ballast pumps remain dedicated to either forward or aft tanks
(isolation valves #34 and #35 are closed). But when necessary, both ballast
pumps on one side can be used to pump from tanks in the same quadrant of
the hull and in this case, both isolation valves must be open. Note location of
the isolation valves (#34 and #35) on the schematic diagram.
Guidelines for ballasting and deballasting is given on Page 3-4.
The written exercise that follows the general lecture/discussion will require the students
use of the schematic diagram to determine proper valves to open and/or close in
ballasting or deballasting situations.
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Deep Driller Ballasting / Deballasting / Variable Load

Change
Deep Driller page 3-2; 3.2.2 Ballasting/Deballasting/Variable Load Change
Before performing significant ballasting, deballasting, or variable load changes, stability

shall be checked to ensure that during the entire operation the calculated KG,
corrected for free surface effects, does not exceed the maximum allowable KG.
The free surface effect of slack tanks can cause an appreciable increase in the apparent
vertical height of the center of gravity. The most favorable ballasting is achieved by
keeping the number of slack tanks to a minimum. As a guide, no more than six of the
ballast tanks should be slack simultaneously.
WARNING
WHILE BALLASTING DOWN, MAKE SURE THE RIG IS LEVEL WHEN THE LOWER
HULLS BECOME AWASH. TRIM AND LIST INCREASE FOUR TO FIVE TIMES
WHEN THE LOWER HULLS ARE SUBMERGED.
Deep Driller Page 3-2
When ballasting the vessel from transit draft, stability is severely reduced
when the lower hulls become awash. Therefore, special attention shall be
given to stability analysis of the vessel for drafts between 20 to 32 feet.
WHEN READING ABOUT BALLASTING PROCEDURES, REFER TO THE HULL TANK

AND PIPING DIAGRAMS IN SECTION 5.
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Change
Pages: 5-4 and 5-5.
Tanks may be flooded from the sea through the Overboard Discharge and
the Sea Chest. At all drafts, flooding through the Sea Chest or through the
Overboard Discharge is faster than using the pumps. Both flooding sources
must be used to avoid equalizing and is therefore the preferred method of
ballasting.
The pumps may also take suction from the sea through the Sea Chest.
When the Number 1 Pump takes suction from the sea through the Sea
Chest, Valve 34 must be open. Similarly, when the Number 2 Pump takes
suction from the sea, Valve 35 must be open. The water may be discharged
through the Tank Fill Header into any of the ballast tanks. For this operation
the Overboard Discharge (Valve 48) must be closed.
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Change
To reduce the possibility of the tanks equalizing while pumping, at least one of the two
isolation valves (Valves 34 & 35 in the Ballast Pump Suction Manifold) should be
closed. Normally, the # 1 Ballast Pump takes suction from the tanks at the forward
portion of the hull (Tanks 1,2,3, C1, C2A, and C2B), and the # 2 Ballast Pump is
used to pump from tanks in the aft portion of the hull (Tanks 8, 9, 10, and C3). In
normal operations the isolation valves are closed, and the ballast pumps remain
dedicated to either the forward or aft tanks.
When necessary, both ballast pumps on one side can be used to pump from tanks in the
same quadrant of the hull. Under these conditions both isolation valves must be
open. Care should be exercised as the possibility of equalizing exists. When
operating both pumps, the following should be noted:
1. The danger of pump cavitation when pumping a single tank with two pumps is much
greater due to increased flow and suction line velocity. In general, when two pumps
are used, multiple tanks should be pumped.
2. Operating two pumps does not double the flow. Since flow resistance increases
exponentially with flow rate, two pumps will discharge only about 35-50% more
water,while using twice the power.
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Change
As a general procedure, the following outline can be used as a guide to raising and
lowering the vessel.
Ballasting from Transit to Operating Draft:
Begin ballasting by flooding into Tanks 2P, 2S, 9P, and 9S. Use the Sea Chest for tanks
2P & 2S and the Overboard Discharge for tanks 9P & 9S. Continue flooding 2P, 2S,
9P and 9S until these tanks are pressed (Full). Flood 3P, 3S, 8P and 8S until these
tanks are also pressed. Use the Sea Chest to flood tanks 3P & 3S. The Overboard
Discharge is used to flood 8P & 8S. If necessary, continue ballasting with 1P, 1S,
10P and 10S until 60 draft is reached and the vessel is level. In some load
conditions, it may be necessary to use the ballast tanks in the center column.
Deballasting from Operating to Transit Draft
If the column tanks were used for ballasting, begin by deballasting those tanks.
When the column tanks are empty, continue deballasting by pumping from tanks 3P, 3S,
8P, and 8S until empty. Continue deballasting by pumping from tanks 2P, 2S, 9P,
and 9S until empty.Continue deballasting by pumping from tanks 1P, 1S, 10P, and
10S until the vessel is at the designated draft.
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Deep Driller Ballasting / Deballasting / Variable Load Change

As a general procedure, the following outline can be used as a guide to
raising and lowering the vessel.
Ballasting from Transit to Operating Draft:
1.Begin ballasting by flooding into Tanks 2P, 2S, 9P, and 9S. Use the Sea
Chest for tanks 2P & 2S and the Overboard Discharge for tanks 9P & 9S.
2.Continue flooding 2P, 2S, 9P and 9S until these tanks are pressed (Full).
3.Flood 3P, 3S, 8P and 8S until these tanks are also pressed. Use the Sea
Chest to flood tanks 3P & 3S. The Overboard Discharge is used to flood 8P
& 8S.
4.If necessary, continue ballasting with 1P, 1S, 10P and 10S until 60 draft is
reached and the vessel is level.
5.In some load conditions, it may be necessary to use the ballast tanks in
the center column.
Deballasting from Operating to Transit Draft
1.
If the column tanks were used for ballasting, begin by
deballasting those tanks.
2.When the column tanks are empty, continue deballasting by pumping
from tanks 3P, 3S, 8P, and 8S until empty.
3.Continue deballasting by pumping from tanks 2P, 2S, 9P, and 9S until
empty.
4.Continue deballasting by pumping from tanks 1P, 1S, 10P, and 10S until
the vessel is at the designated draft.
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Stability Piping Systems DD

1.
The principal action in changing from transit to survival draft in the event heavy
weather threatens is:
A. ballasting
B. deballasting
C. disconnecting
D. hanging off
2.
When two ballast pumps used for deballasting a single tank start cavitating, you
should:
A. open all valves on the discharge side to permit improved flow.
B. close the valve on the discharge side of the pump to re-acquire suction
C. close the valve on the suction side of the ballast pump to re-prime the pump
D. shut down one pump
3.
To effectively use the crossover system on the Deep Driller to pump from the low
side using a high side ballast pump, transverse inclination should not exceed:
A. 8 degrees
B. 6 degrees
C. 4 degrees
D. 2 degrees
4.
Among the valves to open when deballasting using tanks 1P & 10P of the Deep
Driller is:
A. 2 Port
B. 24 Port
C. 48 Port
D. 44 Port
5.
Among the valves to open on the Deep Driller if you have to transfer from 1P to
10S using the stbd. #1 ballast pump, is:
A. 33 starboard
B. 44 starboard
C. 33 Port
D. 44 Port
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6.
What port side valves must be open to transfer ballast from 10P to 1P on the Deep Driller,
using the port #1 ballast pump?
A. 23, 35, 34, 33, 43, and 2
B. 23, 43, 33, and 1B
C. 23, 33, 43, and 1
D. 23, 35, 34, 33, 43, and 1
7.
On the Deep Driller, among the stbd. side valves to open when flooding through the
overboard discharge into ballast tank 1S is?
A. 2
B. 3
C. 7
D. 37
8.
When filling fuel oil tank 6P on the Deep Driller, it is necessary to open valve:
A. 9
B. 10
C. 11
D. 12
9.
Among the valves on the Deep Driller to open when using the salt water service pump to
pump water into tank 10S is:
A. 48
B. 47
C. 37
D. 23
10. On the Deep Driller, when using the starboard #2 ballast pump to provide water to the main
deck from the sea, it is necessary to open valves:
A. 37, 35, 36, and 45
B. 37, 36, 46, and 47
C. 38 and 37
D. 38, 47, 45, and 46
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MODU Stability
Mooring Systems for Mobile Offshore Drilling Units

( Deep Driller Operations Manual)
The MODU Operations Manual used in the Randy Smith Training Solutions Stability &
Ballast Control Course for Mobile Offshore Drilling Units (MODUs) describes the
operation of a Semi submersible Floating Offshore Drilling Unit, the Deep Driller.
This unit depends on an eight-part spread mooring system to stay in position over a
drilling location. The mooring system must resist environmental forces over the
period of time necessary to carry out the intended drilling operation, and hold the
vessel to within a few feet of the fixed position over the drilling location. The system
must also be relatively easy to deploy and retrieve in order to move the vessel from
one drilling location to another as quickly as possible.
The information in this section is taken from the Deep Driller Operations Manual and
contains the core information used in this course to explain a spread mooring
system.
Intertek approved instructors are quite familiar with different types of mooring systems
and recent developments in deep water mooring technology.
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Operating Manual for Deep Driller
Section 2.0 Description of Unit

2.1 The Deep Driller Mooring system consists of a conventional eight-point mooring
system that locates the rig and allows the unit to drill to a maximum depth of 25,000
feet in 600 feet of water.
2.2.2Lightweight Data:
The lightweight condition relevant to the mooring system of this unit consists of: 8
Anchors (LWT type, 15.4 tons each) bolstered in their racks and chain (3,500 feet
each) stowed in the chain lockers.
2.6 Mooring Equipment:
The eight point spread mooring system is provided to maintain the unit on location. Four
double windlass units powered by 800 HP DC motors are located on the main
deck, one at each corner of the platform. A Martin Decker indicating and recording
system is provided to monitor the windlasses and chain tensions. The eight 34,500
lb LWT type anchors are attached to the unit with 3,500 feet of three-inch chain
(breaking strength 1,045,000 pounds). Extended bolster racks, located 25 feet
above the baseline, facilitate racking of the anchors and minimize the potential for
hull damage.
Ref: Deep Driller

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Section 3.0 Operating Data & Stability

3.6.4With regards to Anchor Corrections, the lightship is established with anchors
aboard in the stowed (bolstered) position. When moored, deduct 15.4 long tons for
each of the eight deployed anchors, or a total of 123.2 long tons. Enter the weight
of the deployed anchors in the anchor correction table of the variable load form.
Anchor Chain Correction Tables:
The length of anchor chain originally fitted to the Deep Driller is 3,500 feet. The weight
of this amount of chain is included in lightship displacement. However, if the length
of the installed chain changes, then weight and VCG corrections must be
calculated. The weight of three-inch chain is one long ton per 25 feet or 89.6 lbs
per foot.
Ref: Deep Driller
Weight
1 Long
Tons
Pounds
Per/Foot
3 inch
chain
25 Feet
89.6
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Mooring Systems for Mobile Offshore Drilling Units (Deep

Driller Operations Manual)
The Vertical Center of Gravity (VCG) of the deployed chain can be read directly from
Figure 12 in Section 5 (see graphic on following page) by selecting the appropriate chain
length curve then determining the VCG with chain paid out equal to the addition. This
change in lightship weight must be noted in the Summary table.
Ref : Deep Driller
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Example from Deep Driller:
If the unit was fitted with 3,500 feet of chain and later the chain length was
increased to 4,000 feet, the weight would increase by 500 feet per
mooring line. Since there are eight mooring lines, the total length
increased by 8 x 500 or 4,000 feet. The weight of the 4,000 feet of
chain is 4,000/25 = 160 long tons.
The VCG of the additional length of chain on board is determined by
entering the VCG curve for the new anchor chain length paid out. In
this example, the VCG is 66.5 feet. The figure is read from the
intersection of the 500 feet of chain paid out and the 4,000 feet of chain
installed curve. Add the calculated additional weight and its VCG as a
lightweight correction in the Summary Table, using LCG and TCG as
noted per anchor chain correction table.
While moored the deployed chain weight is deducted from the lightweight
displacement. From the length of chain paid out,
determine from the anchor-chain correction graph the weight
reduction and the corrected VCG. Enter the values in the anchorchain correction table on the load form.
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Anchor Chain Tension Correction:

When the Deep Driller is moored and held in position by its anchors, each
anchor chain is tensioned, partly by its horizontal and partly by its vertical
component of the total line tension TA. With the unit in equilibrium (i.e. not
moving), the horizontal forces cancel each other; however, the effect of the
vertical component, TV, cannot be ignored, TA can be read directly from the
chain tension indicator (kips). Knowing this tension together with the known
water depth enables the vertical force component TV (long tons) for each
anchor chain to be read directly from the Vertical component of Line
Tension Table (Figure 13 in Section 5). Enter the value TV in the anchor
chain tension correction line on the loading form. This force is treated as an
external load acting on the unit at the lower fairlead, 50 above the baseline.
Ref: Deep Driller

Length of Chain Catenary:
The length of chain from the lower fairlead to the touchdown point
can be read from the Anchor Chain Catenary Length Table, Figure 14 in
Section 5. For the water depth (assumes an operating draft of 60 feet)
and chain tension, read directly the length of the catenary. Subtracting
this value from the total length of chain paid out yields the length of chain
lying on the sea bottom.
Ref : Deep Driller
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Mooring Systems For Mobile Offshore Drilling Units

3.8 Mooring System:
The Deep Driller is rated for operational
Bow
water depths of up to 600 feet with eight 15.4

long tons (34,500 pound) LWT anchors deployed
in a symmetrical 45 degree pattern as shown on
page 3-59. Each mooring line has 3,500 feet of
3-inch diameter stud link anchor chain. The chain
Port
Stbd.
has a breaking strength of 1,045,000 pounds and

a proof strength of 693,000 pounds.
3.8.1
Setting the Anchors:
Stern
Upon approach to the surveyed location, the stern
anchors are dropped at preplanned distances
short of
the drill site. The remainder of the anchors are run out by
anchor-handling boats. The order of running the anchors
depends on the prevailing wind and sea. Usually
the two bow anchors are the first to be
deployed. At least one of the two stern anchors dropped when coming on station will have
to be redeployed. When all anchors are seated and unit positioned within tolerances,
the mooring is tested by pulling on opposing pairs of anchors to the desired
test (proof) tension. Tensioning is usually done in three phases of increasing tension with
as much time as possible allowed for soaking between the phases. The tension
should be held sufficiently long to insure the anchors are not slipping. If an anchor
slips, tension and amperage will drop, and the anchor must be re-run.
Ref: Deep Driller
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Water Depth
(ft)
Tension
(kips)
After setting anchors, and in calm
200
198
conditions, the anchor lines are
400
207
600
222

3.8.2 Required Pre-Tensions:
slacked to the following tensions:
Under these tensions, the anchor chain will reach 1/3 of the breaking strength at 6%
offset. This value of offset is the maximum which can be tolerated during drilling
operations.
3.8.3
Drilling Operations:
Normal Drilling operations may continue to a maximum lower ball joint angle of four
degrees (approximately 3% offset). Depending on the water depth, the maximum chain
tension will equal or be less than 1/3 of the breaking strength (348 kips).
If conditions increase in severity, and the vessel approaches 5-6% offset, critical drilling
operations should be suspended, and preparations begun to hang off and wait on
weather. The leeward mooring lines may be slacked a nominal amount in order to reduce
the vessel offset and high line tension.
Ref: Deep Driller
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3.8.5 Disconnect Criteria:

If anchor line tensions exceed breaking strength (522 kips), or it appears the lower ball joint angle
will exceed 10, the marine riser will be disconnected. At least two leeward anchor chains
should be completely slacked. Once the minimum tension is achieved, continued slacking of
chain will only place more chain on the bottom. A reserve of at least 200 feet should be
maintained in the lockers to insure against losing the chain.
3.8.6 Maximum Chain Tension Due to Environment:

The mooring system provides a restoring force that is equal to the environmental force. With a good
prediction of the wind, waves, and current in a new location, a study could determine the
capability of the mooring system to meet the environmental demands.Using the Figures 15 and
16 in Section 5, the maximum anticipated forces which arise from the effect of wind, waves and
current may be determined by considering that the wind, waves and current act at the same
time and come from the same direction. Figure 15 considers that the environmental conditions
act on the bow (or stern). In the second case, Figure 16 shows the effect of the environment
when acting on the beam. The total force is determined from the charts in these two conditions
for the wind, waves, and current. These are then added, and the larger of the two is then used
as the restoring force in subsequent investigations to determine offset and high line tension
(mooring line with the most tension).
The mooring analysis curves in Figures 17, 18, and 19 are used to determine the predicted offset
and high line tensions for a given water depth. Interpolation may be required for water depths
between the values given on the mooring analysis curves.
Ref: Deep Driller
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These latter graphs show the values of offset, high-line tension, and the tensile force at the anchor
corresponding to the restoring force with all lines working. Also shown on the graphs are the offsets
and tensions with the two leeward lines completely slacked.
Example Mooring Analysis:
In this example, the water depth is 600 feet, and the following maximum environmental
conditions exist:
Wind
90 knots (1 minute average)
Waves
60 feet (significant height)
Current
1 knot
The first step in the analysis determines the environmental forces which arise from the given environmental
conditions. Using Figures 15 & 16, the values of the environmental forces are:
Bow
Beam
Wind
600
550
Waves
160
155
Current
25
55
785 kips
760 kips
Total:
The larger of the two forces (785 kips) is more conservative, and is used to enter the mooring analysis curves
corresponding to a water depth of 600 feet, Figure 19.
Ref: Deep Driller
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Enter the mooring analysis graph with a restoring force of 785 kips. Read across to 785
kips on the restoring force (all lines working) line. Reading vertically downward
gives the tension in the high line (HLT) as 470 kips. This is about 45% of the
breaking strength of the chain. The HLT anchor load, with 3,000 feet of chain
outboard, is 390 kips, and the offset is about 64 feet, or 11% of the water depth.
Under these conditions slacking the two leeward lines reduces the high line tensions
and offset. In this case, completely slacking the two leeward lines reduces the
tension in the most heavily loaded line to about 410 kips, the load on the HLT
anchor to about 320 kips, and the offset to about 9% offset.
Ref : Deep Driller
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Stability Mooring
1.
An ideal mooring system would be:

A. symmetrical and in equilibrium
B. asymmetrical and in flux
C. distorted and in equilibrium
D. concentric and in flux
2.
What is the breaking strength of the Deep Drillers anchor chain?

A. 34,500 lbs.
B. 522,000 lbs.
C. 693,000 lbs.
D. 1,045,000 lbs.
3.
When a MODU is afloat in equilibrium, the horizontal component of mooring

line tensions should equal:
A. drilling forces
B. weight forces
C. buoyancy forces
D. environmental forces
4.
Why should you soak an anchor?

A. It can prevent the anchor from slipping during pretensioning
B. It will lubricate all the moving parts of a stock anchor
C. It will increase the maximum breaking strength of the anchor
D. It will keep the anchor chain from fouling
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5.
Cable tension for catenary calculations is taken at the:

A. Chain locker
B. Fairleader
C. Anchor
D. Seafloor
6.
What is the length of the catenary when the Deep Driller is anchored in 600 of
water and the anchor line tension is 170 kips?
A. 891 feet
B. 1,348 feet
C. 1,493 feet
D. 1,657 feet
7.
While anchored in 600 water depth, 3,150 of chain is deployed for line #8.
Tension on that line is 220 kips. According to the Deep Driller Operating
manual, how much of that chain lies along the bottom?
A. 994 feet
B. 1,422 feet
C. 1,728 feet
D. 2,550 feet
8.
The Deep Driller is moored in 600 of water. The average line tension is 190
kips. What is the total vertical component of chain tension?
A. 55.3 long tons
B. 428.8 long tons
C. 442.4 long tons
D. 378.4 long tons
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9.
It is proposed to moor the Deep Driller in 600 of water in a region in which

the effective wind velocity could reach 80 kts, significant wave height could
reach 30, and the current could be 1.5 kts. If these conditions occurred at
the same time from the bow, the total environmental force would be:
A. 620 kips
B. 595 kips
C. 475 kips
D. 425 kips
10. It is proposed to moor the Deep Driller in 600 of water in a region in which
the effective wind velocity could reach 80 kts significant wave height could
reach 30, and the current could be 1.5 kts. If these conditions occurred at the
same time from the beam, the total environmental force would be:
A. 620 kips
B. 595 kips
C. 475 kips
D. 425 kips
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Deep Driller Load Form 4
Exercise
Page 3-41 to 3-45
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Deep Driller Load Form
TOTALS
FSCL
FSCT
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Deep Driller Load Form Part II Stability Summary & Analysis
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TABLE 2 FRESH WATER AND FUEL OIL TANKS
MODU Stability
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MODU Stability

Form #4
Drilling
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Vessel Summary
Stability Summary
MODU Stability
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Load Form Exercises (Deep Driller Operations Manual

This class session will cover information and set-up of the load forms in the operations
manual. Sample Load Forms from the Deep Driller Operations Manual will be used to
perform the following exercises.
Students are cautioned to watch the signs (positive and negative) when performing the
calculations.
It is advised that students work together in pairs when doing these exercises. In this
way, by comparing figures with one another, mistakes can be revealed early before too
much work has been put into the exercise.
Your instructor will work the first exercise step-by-step with you to ensure that everyone
understands the calculating procedures in completing the load form.
On the second load form exercise, students will complete the calculations with their
partner. Instructor will circulate among the students checking the figures to catch
mistakes before the student gets too far into the calculation process.
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Stability & Ballast Control for MODUs Load Form Exercise #1

(Deep Driller Manual)
Student will complete the following problem with use of the Deep Driller Operations
Manual. All answers should be in hundredths (rounded off two decimal places)
with the exception of Moments which may be rounded off to whole numbers.
PROBLEM: The DEEP DRILLER is loaded as shown in Sample Load

Form #4 (drilling). If all the liquid mud (456.66 long tons) is
discharged, What is the new:
1. Displacement?
2. KG / VCG?
Long Tons
_____________ Feet
3. LCG?
Feet
4. TCG?
Feet
5. FSML?
F t-Long Tons
6. FSCL?
Feet
7. FSMT?
Ft-Long Tons
8. FSCT?
Feet
9. KGL?
Feet
10. KGT?
eet
11. Draft?
Feet (nearest hundredth)
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TOTALS
FSCL
FSCT
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Deep Driller Load Form Part II Stability Summary & Analysis
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Student will complete the following problem with use of the Deep Driller
Operations Manual. All answers should be in hundredths (rounded off
two decimal places) with the exception of Moments which may be
rounded off to whole numbers.
Form #4 (drilling). If a non-liquid load of 275.8 long tons is
discharged from a distance of 130 above the keel, 40 forward of
amidships, and 30 to port of the centerline, what is the new:
1. Displacement?
2. KG / VCG?
Long Tons
Feet
3. LCG?
Feet
4. TCG?
Feet
5. FSML?
Ft-Long Tons
6. FSCL?
Feet
7. FSMT?
Ft-Long Tons
8. FSCT?
Feet
9. KGL?
Feet
10. KGT?
Feet
11. Draft?
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TOTALS
FSCL
FSCT
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Deep Driller Load Form Part II Stability Summary &

Analysis
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Student will complete the following problem with use of the Deep Driller
Operations Manual. All answers should be in hundredths (rounded off
two decimal places) with the exception of Moments which may be
rounded off to whole numbers.

Form #4 (drilling). If the entire contents of Fuel Oil tank 4P is
offloaded, find the new:
1. Displacement?
Long Tons
2. KG / VCG?
Feet
3. LCG?
Feet
4. TCG?
Feet
5. FSML?
Ft-Long Tons
6. FSCL?
Feet
7. FSMT?
Ft-Long Tons
8. FSCT?
Feet
9. KGL?
10. KGT?
Feet
Feet
11. Draft?
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Deep Driller Load Form Part II Stability & Analysis
TOTALS
FSCL
FSCT
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Deep Driller Load Form Part II Stability & Analysis
MODU Stability
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Jack Up Modes of Operation
MODU Stability
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Coastal Driller Operations Manual

Introductory Overview
Student is advised to realize the importance of information contained in the manual for
the safe operation of the rig in both daily operations and emergency situations.
Regulations state that the OIM of the rig must be fully aware of the provisions in the
operations manual. For those students who may go on to pursue an OIM license, it
should be emphasized that knowledge of the Marine Operations Manual specified to
your unit is extremely important.
In perusing the Coastal Driller Operations Manual; student will find that the use of the
index and table of contents is the quickest way to locate particular information.
Emphasis should be placed on the Stability section where the student can find the
formulae necessary to carry out stability calculations.
Adherence to guidelines, outlined in the manual, are essential for safe operation of the
rig. Familiarization with all sections dealing with such areas as loadline draft, maximum
allowable KG, watertight integrity, maximum leg reactions, etc. is very important.
Students will learn how to use the charts, graphs, tables and curves given in the manual;
in order that they have a basic understanding when they must refer back to these areas
in completing later exercises.
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Stability CD
1.
The Coastal Driller is in transit at a draft of 10. It loads 216.43 kips of water
aboard. What is the new draft?
A. 9 feet 10 inches
B. 10 feet 2 inches
C. 10 feet 3 inches
D. 10 feet 4 inches
2.
While in transit at a draft of 10.5 feet, the Coastal Driller has a KGT of 60.0 feet.
What is the GMT?
A. 139.92 feet
B. 138.89 feet
C. 79.92 feet
D. 78.89 feet
3.
What is the increase in transverse free surface moments for the Coastal Driller if
2.0 of drill water is transferred from a full drill water tank #23 to an empty drill
water tank #6?
A. 9,172 ft-kips
B. 3,914 ft-kips
C. 2,109 ft-kips
D. 932 ft-kips
4.
What is the change in longitudinal moments for the Coastal Driller if 2.0 of drill
water is transferred from a full drill water tank #23 to an empty drill water tank
#6?
A. 7,990 ft-kip increase
B. 7,990 ft-kips decrease
C. 8,502 ft-kip decrease
D. 16,041 ft-kip decrease
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5.
The Coastal Driller is loaded as shown in the Sample Load Form #1 (Rig Move). If the
contents of #6 & #7 drill water tanks are discharged, what would be the new VCG?
A. 47.21 feet
B. 47.69 feet
C. 48.41 feet
D. 49.16 feet
6.
The Coastal Driller is loaded as shown in the Sample Load Form #1 (Rig Move). What
is the new TCG if the entire contents of drill water tanks #6 & #7 are discharged?
A. -0.23 foot
B. 0.00 foot
C. 0.23 foot
D. 0.54 foot
7.
While loaded as shown in the Coastal Driller Sample Load Form #3 (Drilling), all of
the casing is discharged, what is the change in LCG?
A. 1.98 feet forward
B. 1.98 feet aft
C. 0.02 foot forward
D. 0.02 foot aft
8.
The Coastal Driller, with no trim, is at a true mean draft of 10 10. TM is -6,800 ft.kips. Using only tanks #1, #25, and #26, how many kips of drill water must be
transferred to level the jack-up?
A. Transfer 53.1 kips each from #25 & and #26 to # 1
B. Transfer 100 kips from #26 to #25
C. Transfer 200 kips from #25 to #26
D. Transfer 100 kips from #25 to #26
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Stability CD
9.
The lightweight of the Coastal Driller is?

A. 7,099 kips
B. 8,708 kips
C. 11,777 kips
D. 14,158 kips
10. The maximum variable load, while in an operating condition, for the elevated
Coastal Driller is?
A. 1,381 kips
B. 2,381 kips
C. 3,381 kips
D. 4,381 kips
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Hydrostatic Tables
(Coastal Driller Operations Manual Pg. 5-4 & 5-5)
This session will explain the various columns of information found in the Hydrostatic
Tables of the operating manual. It should be noted that Draft is given in feet and
inches and not in decimal (tenths) format. For any given draft, student may obtain
the corresponding displacement from the Hydrostatic Tables or vice-versa. If, upon
completion of a load form, your total displacement does not agree with the
displacement given in the Hydrostatic Tables for your particular draft, it is probable
that there is an error in your load form calculations.Also, it should be noted that the
values for the longitudinal center of buoyancy (LCB), the longitudinal center of
flotation (LCF), and KPI remain constant for all drafts due to the barge-type shape of
the Coastal Drillers hull and constant water plane area.
The values given for KML (height of the longitudinal metacenter) and KMT (height of the
transverse metacenter) are important to the calculation of GML (metacentric height
corrected for longitudinal free surface effect) and GMT (metacentric height corrected
for transverse free surface effect).
Formulae:
KML KGL = GML
and
KMT KGT = GMT
To calculate GML or GMT, we must first know either our displacement or draft so that we
can go into our Hydrostatic Tables to obtain KML or KMT. Students will learn the use
of KPI to calculate new draft after loading or discharging of weight. Emphasis should
be placed on the fact that the draft change calculated using KPI is given in inches
and may have to be converted into feet for the calculation of the new draft.
One final note concerning the use of the Hydrostatic Tables is the possible need for
interpolation. In this case, however, interpolation is not critical as the drafts are
broken down into inches and one can usually obtain a fairly accurate draft or
displacement with a quick mental calculation.
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Stability Hydrostatic Tables CD
1.
The Coastal Driller, with a draft of 10 3 in seawater, has a displacement of:

A. 13,011 kips
B. 13,336 kips
C. 13,445 kips
D. 14,637 kips
2.
The Coastal Driller, with a draft of 10 6 has a displacement of:

A. 13,662 kips
B. 13,553 kips
C. 13,011 kips
D. 12,252 kips
3.
The longitudinal location of the center of flotation of the Coastal Driller has a value of:
A. 207.33 feet AF
B. 160.33 feet AF
C. 119.44 feet AF
D. 38.33 feet AF
4.
The Coastal Driller, with a displacement of 13,553 kips, has a draft of:
A. 10.5 feet
B. 11 feet 6 inches
C. 11 feet 2 inches
D. 10 feet 5 inches
5.
When the Coastal Driller is level at a draft of 10.5, what is the value of the LCG:
A. 0.00 feet
B. 111.35 feet
C. 119.44 feet
D. 120.59 feet
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6.
The Coastal Driller is in transit at a draft of 10. It off-loads 216.43 kips of weight.
A. 9 feet 10 inches
B. 10 feet 2 inches
C. 10 feet 3 inches
D. 10 feet 4 inches
7.
The Coastal Driller is in transit at a draft of 10.5. It discharges 216.43 kips of weight.
A. 10.7 feet
B. 10 feet 3 inches
C. 10 feet 8 inches
D. 10 feet 4 inches
8.
The height of the transverse metacenter of the Coastal Driller at a displacement of

13,011kips is:
A. 144.21 feet
B. 145.33 feet
C. 267.98 feet
D. 270.13 feet
9.
The height of the longitudinal metacenter of the Coastal Driller at a displacement of

13,553 kips is:
A. 139.92 feet
B. 108.43 feet
C. 259.74 feet
D. 119.44 feet
10.
While in transit at a draft of 10.5, the Coastal Driller has a KGT of 60. What is the
GMT?
A. 139.92 feet
B. 138.89 feet
C. 79.92 feet
D. 78.89 feet
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Tank Tables
(Coastal Driller Operations Manual)
Information for using the Coastal Driller Tank Tables begins on page 6-1. It will also be
helpful to look at the tank layout illustrations on pages 5-27 and 5-28. It should be
noted that the tanks are listed in numerical order followed by the mud pits.
The tank layout illustrations can be used for explaining use of the LCG and TCG given
for each tank in the tables. It is important that the student understand that the
values given for LCG and TCG will tell them the distance of the tank from frame
zero (LCG) and from the centerline (TCG). In effect, the LCG and TCG of a tank
provide a specific location of that particular tank on the rig.
Students should notice that, while the LCG and TCG values of a tank remain constant,
the VCG of the tank changes with the sounding (VCG = one half of the sounding).
Students should note that the free surface moments (FSML and FSMT) for a slack tank
are already calculated and available in the tank table. Students should understand
that free surface only exists in a slack tank; an empty tank or a full tank does not
have free surface.
The information (#4) on page 6-1 that explains the equation used to convert the weight
of mud in the mud pits to actual weight in kips. Students will need an
understanding of this equation in order to complete some of the questions in the
following Tank Tables exercise.
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Stability Tank Tables CD

1.
What is the sounding in drill water tank #1 for the Coastal Driller, if the weight of drill water in
the tank is 388.32 kips?
A.. 14.5 feet
B. 15.0 feet
C. 15.5 feet
D. 16.0 feet
2.
What is the VCG of the drill water in the Coastal Drillers #1 Drill Water Tank, if the weight in
the tank is 388.32 kips?
A. 7.25 feet
B. 7.50 feet
C. 7.75 feet
D. 8.00 feet
3.
What is the TM for 10.5 of sea water in preload tank #2 for the Coastal Driller?
A. 15,044 ft-kips
B. 12,123 ft-kips
C. 5,468 ft-kips
D. 2,732 ft-kips
4.
What are the vertical moments for 14.0 of drill water in the Coastal Drillers #1 drill water
tank?
A. 2,455 ft-kips
B. 2,543 ft-kips
C. 2,725 ft-kips
D. 2,997 ft-kips
5.
What is the change in transverse moments for the Coastal Driller if 2.5 of drill water is
discharged from drill water tank #23?
A. +1,671 ft-kips
B. -1,671 ft-kips
C. -1,800 ft-kips
D. -2,982 ft-kips
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6.
What longitudinal moments are created when 379.97 kips of fresh water is
placed in the Coastal Drillers #1 drill water tank?
A. 1,729 ft-kips
B. 1,739 ft-kips
C. 1,749 ft-kips
D. 1,759 ft-kips
7.
The sounding level of 12 lb. per gallon mud, in mud pit 1S of the Coastal
Driller is 5.5. What is the weight of the mud?
A. 104.53 kips
B. 114.37 kips
C. 116.45 kips
D. 127.41 kips
8.
The sounding level of 17 lb. per gallon mud in mud pit 2S of the Coastal
Driller is 7.75. What are the LM for this mud?
A. 16,310 ft-kips
B. 16,342 ft-kips
C. 20,387 ft-kips
D. 20,781 ft-kips
9.
What is the increase in longitudinal free surface moments for the Coastal
Driller if 2.0 of drill water is transferred from a full drill water tank #23 to an
empty drill water tank #6?
A. 9,172 ft-kips
B. 3,914 ft-kips
C. 2,109 ft-kips
D. 932 ft-kips
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10.
What is the weight in drill water tank #1 for the Coastal Driller, if the
sounding in the tank is 8 2 ?
A. 202.16 kips
B. 204.60 kips
C. 206.87 kips
D. 209.34 kips
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Preloading & Leg Reactions

This study session will cover Pages 3-3 through 3-9 of the Coastal Driller Manual Preloading
and leg reactions.
Proper preloading to simulate the effect of environmental forces on the jackups stability is a
critical operation requiring knowledge of the sea floor and soils in which the legs will be entering.
Information as to these soil characteristics must be obtained and the location approved by the
insurance company underwriters before a rig can jack up on the location.
The mathematical calculation for finding leg reactions will use the given formula sheet on page 525 of the operations manual. It should be stressed that if the calculation for the bow leg is
incorrect, then the following calculations for both port and starboard legs will also be incorrect. It
should also be pointed out that, when doing leg reaction calculations, the majority of math
mistakes are made because students fail to indicate a portside TCG with the negative sign.
Particular attention should be paid to the starboard leg and port leg formulas as these call for use
of the TCG and of course, TCG must be designated as either positive or negative.
This session will also cover the Allowable Wind and Wave During Drilling charts shown on
pages 5-9 through 5-20 of the operating manual. Additionally, students will be introduced to the
Limits of Service-Elevated table displayed on page 5-21.
If time permits, your instructor may elicit student participation in a general discussion of actual
punch-through or preloading problems experienced by those individuals who have served on
jackups. The sharing of actual experiences can be a valuable supplement to the information
provided in the manual.
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Stability Leg Reactions CD

1.
Sea water temporarily pumped into tanks to simulate the increased vertical
loading of environmental forces is termed:
A. preload
B. liquid variable load
C. fixed load
D. basic load
2.
Preloading tests the soil to the vertical leg reaction that would be imposed
by:
A. static forces and drilling loads
B. a severe storm
C. the design storm
D. environmental forces
3.
The Coastal Driller, following the discharge of preload, should:

A. leave the dump valves open
B. close all the dump valves
C. remove the dump valves
D. replace the dump valves
4.
The Coastal Driller is elevated in 250 of water, experiencing 2 knots current

and 70 knot winds. With a maximum leg reaction of 5,760 kips, the maximum
wave height for drilling is:
A. 15 feet
B. 20 feet
C. 25 feet
D. 30 feet
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Stability Leg Reactions CD

5.
The Coastal Driller, while elevated in 200 of water, has 2 knots of current, 50 knots
of wind, and 30 seas. What is the max. leg reaction for drilling?
A. 6,090 kips
B. 5,980 kips
C. 5,540 kips
D. 5,320 kips
6.
The Coastal Driller, while drilling, has a total weight of 15,400 kips. The LCG is
120.00 AF, and the TCG is 0.5 to port of the centerline. What is the bow leg
reaction? (use worksheet on page 197)
A. 4,737 kips
B. 4,916 kips
C. 5,063 kips
D. 5,145 kips
7.
120.00 AF, and the TCG is 0.5 to port of the centerline. What is the starboard leg
A. 4,956 kips
B. 5,063 kips
C. 5,104 kips
D. 5,233 kips
8.
120.00 AF, and the TCG is 0.5 to port of the centerline. What is the port leg
A. 5,063 kips
B. 5,104 kips
C. 5,233 kips
D. 5,345 kips
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Coastal Driller Leg Reactions
Note: Round answers to 2 decimal places.
Given: Total Weight: _________ Kips
LCG: _________ Feet AF
TCG: _________ ( + Stbd. or Port)
Bow Leg Reaction: Total Weight of Rig x (160-LCG)
121.67
Bow Leg Reaction: ___________ = ___________
121.67
121.67
Bow Leg Reaction : ____________ Kips
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COASTAL DRILLER LEG REACTIONS
NOTE: ROUND ANSWERS TO 2 DECIMAL PLACES.
GIVEN: Total Weight: ______ Kips
LCG: _______ Feet AF
TCG: _______ (+ stbd. or Port)
Bow Leg Reaction: _______ Kips (from previous sheet)
Stbd. Leg Reaction: [ Total Weight of Rig x (60 + TCG) ] (Bow Leg Reaction x 60)
120
Stbd. Leg Reaction: _____________________
120

120

120

120
Stbd. Leg Reaction: _____________________ Kips
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GIVEN: Total Weight: _________Kips

TCG: _________ (+stbd. or Port)
Bow Leg Reaction: ________ Kips (from previous sheets)
Stbd. Leg Reaction: ________ Kips (from previous sheets)
Port Leg Reaction: [ Total Weight of Rig x (60 - TCG) ] (Bow Leg Reaction x 60
120
Port Leg Reaction: _________________________________
120
120
120
120
Port Leg Reaction: _____________ Kips
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Coastal Driller Short Cut

GIVEN: Total Weight: _________Kips
TCG: _________ (+stbd. or Port)
Total Displacement: ________ Kips
-Bow Leg Reaction: ________ Kips
-Stbd. Leg Reaction: ________ Kips
__________________________________
Port Leg Reaction: _________ Kips
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Load Form Exercises

The previous calculations and information regarding set-up of the load forms in the
operations manual have laid the ground work for performing the following Load
Form Exercises.
Students are cautioned to watch the signs (positive and negative) when performing the
calculations.
It is advised that students work together in pairs when doing these exercises. In this way,
by comparing figures with one another, mistakes can be revealed early before too
much work has been put into the exercise.
Your instructor will work the first exercise step-by-step with you to ensure that everyone
understands the calculating procedures in completing the load form.
On the second load form exercise, students will be turned loose to complete the
calculations with their partner.
It is advised that, time permitting, students complete the third load form exercise on their
own with no assistance from their partner. You will be allowed, however, to question
the instructor when necessary. If time does not allow for completion of the third load
form exercise in the classroom, it will be done as a homework assignment.
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Coastal Driller Load Form 1
Page 4-13 to 4-15
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Reaction Summary
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Solid Variable Loads
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Liquid Variable Loads

Form #1 Rig
Move
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PROBLEM: The Coastal Driller is loaded as shown in Sample Load Form #1 (Rig Move). If
the entire contents of drill water tanks #6 and #25 are discharged, what is the new:
(Please complete both sheet 1 and sheet 2 of the attached Load Form calculating the new
values after these drill water tanks are discharged).
1. Displacement?
Kips
2. LCG
Feet
3. TCG?
Feet
4. KG/VCG?
Feet
5. FSML?
Ft-Kips
6. FSCL?
Feet
7. FSMT?
Ft-Kips
8. FSCT?
Feet
9. KGL?
Feet
10. KGT?
Feet
11. Draft?
hundredth)
Feet (nearest
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Summary Load Sheet
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Coastal Driller Load Form
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PROBLEM: The Coastal Driller is loaded as shown in Sample Load Form #1 (Rig
Move). If the entire contents of the four bulk tanks are back-loaded onto a supply
boat, what is the new:
(Please complete both sheet 1 and sheet 2 of the attached Load Form calculating the
new values after these 4 tanks are emptied).
1. Displacement?
Kips
2. LCG?
Feet
3. TCG?
Feet
4. KG/VCG?
Feet
5. FSML?
Ft-Kips
6. FSCL?
Feet
7. FSMT?
Ft-Kips
8. FSCT?
Feet
9. KGL?
Feet
10. KGT?
Feet
11. Draft?
hundredth)
Feet (nearest
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FSCL FSCT
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PROBLEM: The Coastal Driller is loaded as shown in Sample Load Form #1 (Rig
Move). If the entire contents of the Port and Stbd. Drill collar racks are back-loaded
onto a supply boat, what is the new:
(Please complete both sheet 1 and sheet 2 of the attached Load Form calculating the
new values after the racks are emptied).
1. Displacement?
Kips
2. LCG?
Feet
3. TCG?
Feet
4. KG/VCG?
Feet
5. FSML?
Ft-Kips
6. FSCL?
Feet
7. FSMT?
Ft-Kips
8. FSCT?
Feet
9. KGL?
Feet
10. KGT?
Feet
11. Draft?
hundredth)
Feet (nearest
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FSCL
FSCT
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Storm Survival Preparations

This exercise will cover the following sections in the Coastal Driller Operating Manual:
Pages 2-7 to 2-12, Operational Recommendations Severe Storm (Afloat) and
Page 3-8 to 3-12, Operational Instructions Severe Storm (Elevated).
Emphasis shall be placed on storm preparation in ample time paying close attention to
time factors listed in the operating manual (see Page 2-8, Mode Transition Table).
The importance of constant monitoring of weather conditions should also be
stressed as history shows us that many of our offshore marine disasters were, in
fact, due to severe weather and in some cases, negligence in monitoring changing
weather conditions.
The question and answer exercise in this section will reinforce your knowledge of the
operating manual guidelines for storm/survival mode preparation.
Your comments concerning actual problems they may have encountered on the rig due to
severe weather or lack of proper preparation will be welcome. These actual case
illustrations may be used as an interesting, learning tool for general class discussion
to determine how these past events can be prevented from recurring in the future.
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Stability Storm / Survival CD

1.
A severe storm threatens the Coastal Driller, and a decision is made to evacuate the unit. If
practical, all non-essential personnel should be off the unit in advance of the storms predicted
arrival by:
A. 12 hours
B. 24 hours
C. 36 hours
D. 48 hours
2.
The routes to be used during evacuation of the Coastal Driller are shown in the:
A. official log
B. station bill
C. posted Fire Control/Life Saving Plan
D. control room under glass
3.
When threatened with a severe storm while operating in 250 of water, the Coastal Driller
should be placed at an air gap of:
A. 35 feet
B. 32 feet
C. 30 feet
D. 25 feet
4.
While on a normal tow, the Coastal Driller is threatened with the approach of a severe storm.
Including the time required to place the generators on line, the approximate time required to
lower the legs from a TOC (tip of can) position of 1.2 to 60.5 is:
A. 8 minutes
B. 32 minutes
C. 47 minutes
D. 55 minutes
5.
It is vital to the safety of the elevated Coastal Driller that the hull be kept above:
A. the charted water depth
B. the charted water depth plus the tide
C. the still water level
D. the wave action
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Stability Storm / Survival CD

6. The maximum variable load for the Coastal Driller while elevated in a severe storm is:
A. 2,381 kips
B. 3,381 kips
C. 7,099 kips
D. 21,297 kips
7.
During a severe storm while the Coastal Driller is elevated, on board loads must be shifted
so that the TCG is on the centerline and the LCG is:
A. 40.00 AF0
B. 68.33 AF0
C. 119.44 AF0
D. 160.33 AF0
8.
In a severe storm while elevated, the drilling loads on the Coastal Driller must be
considered as:
A. hook loads
B. setback loads
C. rotary loads
D. variable loads
9.
The maximum weight for the Coastal Driller in severe storm conditions is:
A. 14,158 kips
B. 14,400 kips
C. 15,158 kips
D. 17,280 kips
10. The Coastal Driller, in transit during a severe storm while at a draft of 96, has a KGT of
39.1 and a KGL of 39.9. The margin on the maximum allowable KG is:
A. 2.6 feet
B. 3.4 feet
C. 25.1 feet
D. 25.9 feet
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Storm Survival Preparations

Storm Survival Preparations cover the section in the Deep Driller Operating Manual
entitled Severe Storm and Survival Draft found on Pages 3-8 through 3-10.
Emphasis shall be placed on storm preparation in ample time paying close attention to
time factors listed in the operating manual. The importance of constant monitoring
of weather conditions should also be stressed as history shows us that many of our
offshore marine disasters were, in fact, due to severe weather and in some cases,
negligence in monitoring changing weather conditions.
The question and answer exercise in this section will reinforce the students knowledge
of the operating manual guidelines for storm/survival mode preparation.
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Stability Storm / Survival DD

1.
When preparing a MODU for heavy weather, fuel oil day tanks should be:
A. pumped overboard to calm the seas.
B. drained to the lower hulls to reduce F.S.
C. filled to ensure that sufficient fuel oil is available during a lengthy emergency.
D. partially drained to increase F.S. in order to reduce motions.
2.
The plans, for use during emergencies aboard the Deep Driller, are readily
available in the:
A. wheel house under glass
B. pump room
C. OIMs office
D. Ballast control room
3.
In the event the motion of the Deep Driller is such that critical motion limits
are exceeded, you should:
A. place the unit at 65 draft
B. place the unit at 45 draft
C. shift loads to increase KG
D. place the unit in standby
4.
The Deep Driller is on location during a storm. Windward anchor tensions

begin to exceed the test tensions. To reduce tension while minimizing offset
over the well, you should:
A. increase tension on the leeward chain
B. pay out more chain on the windward side
C. reduce tension on the leeward chains
D. connect an emergency tow wire to the work boa
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5.
For the Deep Driller, in deballasting to survival draft when threatened with heavy
weather from 100 knot winds, a load form should be calculated to determine that:
A. the maximum allowable KG is exceeded
B. KG corrected for free surface effects does not exceed 62.24
C. KG corrected for free surface effects does not exceed 62.09
D. GM remains the same
6.
For planning purposes, the time required to place the Deep Driller at survival draft
from the drilling mode to counter heavy weather is:
A. 2 hours
B. 4 hours
C. 6 hours
D. 8 hours
7.
Before deballasting to survival draft in the event of heavy weather, the Deep Driller
Operations Manual recommends that the mooring lines be slacked:
A. 10
B. 20
C. 30
D. 40
8.
The principal action in changing from transit to survival draft in the event heavy
weather threatens is:
A. ballasting
B. deballasting
C. disconnecting
D. hanging off
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9.
The KG of the Deep Driller increases from 57 to 59 while drilling at a 60 draft

during an ice storm. What action should be taken?
A. continue drilling operations while waiting for the ice to melt
B. reduce the deck load until you reach the allowable KG for the draft
C. notify the USCG that the rig is temporarily above the allowable KG
D. deballast to reach the allowable KG
10. During the passage of a severe storm the maximum vertical moments,
including free surface moments, permitted on the Deep Driller at survival
draft is:
A. 998,942 ft-tons
B. 996,522 ft-tons
C. 990,430 ft-tons
D. 889,555 ft-tons
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Damage Stability & Damage Control

Damage Stability is defined as the stability of a rig after flooding. The order of
importance when assessing damage control is:
1. First control FIRE,
2. Then control FLOODING,
3. And finally, make REPAIRS to any structural damage
Preserving Reserve Buoyancy is the most important consideration on a damaged

floating MODU. With increased flooding, reserve buoyancy will decrease. To preserve
buoyancy, watertight integrity must be maintained. On semi-submersibles, stability is
seriously reducedif flooding occurs in the column void spaces which represent a major
part of the reserve buoyancy for the rig.
A floating MODU with a list or trim that is continually worsening is an indication of

Progressive Flooding. To control progressive flooding, secure all watertight boundaries
and pump out flooded compartments.
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When experiencing an unexpected list or trim, First determine the cause before taking
any countermeasures. If you determine that the list or trim is caused by off-center
ballast, (uneven weight distribution), then counter-flooding (adding weight on the
opposite corner) into empty tanks will decrease the list or trim. If, however, you are
counter-flooding and the rig suddenly takes a list or trim to the opposite side,
immediately Stop counter-flooding. If the cause of the list or trim is due to negative
initial stability (angle of loll), counter-flooding into empty tanks may cause the rig to
flop to an even greater angle.
Counter-flooding is not normally the first course of action to be taken to correct a list or
trim situation. Counter-flooding will, of course, add weight that will increase your draft
and you may already be at the maximum loadline draft. Prior to taking the action of
counter-flooding, it is usually recommended that you pump from tanks containing ballast
in the vicinity of the damage or, if possible, attempt to pump from the damaged tank.
Damage to the hull can present the threat of continued progressive flooding. Hull
damage at the waterline or just above the waterline should be repaired first to reduce
this threat. Underwater hull damage presents difficulties in repair due to accessibility and
water pressure. Plug holes, to reduce the entry of water as much as possible, using
wedges, rags, and other soft materials as gaskets. Once openings are plugged,
establish and maintain the flooding boundaries.
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Fighting a fire with hoses in a watertight compartment presents an additional stability
problem due to water collecting in the compartment and causing a list. To reduce the
impact on the rigs stability, control the fire as much as is possible by securing all
ventilation into the compartment and where possible, drain the fire-fighting water and
pump overboard. (also you will have a reduction in stability due to free surface
effect).
This session will cover the appropriate sections in the Coastal Driller Manual Page 2-1
Stability Criteria and Pages 2-8 to 2-12 Emergency Procedures for Unexpected List or Trim.
Emphasis shall be placed on the preservation of reserve buoyancy, maintaining watertight

integrity, maintaining displacement and KG less than the maximum allowed, and
determining the probable cause of any unexpected list or trim so that the appropriate
corrective action may be taken.
The written exercise for this section requires the student to use the Coastal Driller Operating
Manual to verify the guidelines given for emergency situations. This will reinforce the fact
that the operating manual is designed to offer guidance for various situations in the
corrective actions to be taken.
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Stability Damage Control CD

1.
Damage stability of a MODU is the stability:

A. which exists when the wind speed is less than 50 knots
B. before collision
C. after flooding
D. at survival draft
2.
If a MODU takes a sudden severe list or trim from an unknown cause, you should first:
A. determine the cause before taking countermeasures
B. assume the shift is due to off-center loads
C. counterflood on the side opposite the list or trim
D. assume the cause is environmental forces
3.
Repairing damage to the hull of a MODU at or above the waterline reduces the threat of:
A. free surface effects
B. capsizing the MODU
C. continued progressive flooding
D. wind overturning moments
4.
The order of importance in addressing damage control on a MODU is:

A. control flooding, control fire, repair structural damage
B. restore vital services, control fire, control flooding
C. control fire, restore vital services, control flooding
D. control fire, control flooding, repair structural damage
5.
The Coastal Driller has sufficient reserve stability to overcome damage due to flooding
of any one watertight compartment in winds to:
A. 36 knots
B. 50 knots
C. 70 knots
D. 100 knots
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Stability Damage Control CD

6.
The Coastal Drillers ability to meet the damage stability criteria depends on
maintaining a watertight integrity, KGL and KGT less than maximum allowed,
level attitude, and displacement less than:
A. 11,777 kips
B. 13,158 kips
C. 14,158 kips
D. 17,280 kips
7.
On the Coastal Driller, in case one of the two bilge pits is flooded, the other
can operate through a(n):
A. 6 line connected to the independent isolation valves to the sea chest
B. separate bilge discharge manifold
C. independent scavenger manifold
D. crossover arrangement
8.
If the low side bilge pump fails and the high side has insufficient suction to
dewater the low side of the Coastal Driller when afloat, you should use the:
A. saltwater eductor system
B. raw water tower pumps
C. mud pumps
D. preload pumps
9.
Among the possible causes of unexpected rapid increasing inclination of the

floating Coastal Driller is:
A. consumption of on board liquids
B. miscalculation of loads
C. external environmental forces
D. flooding due to hull damage
10. Among the possible causes of unexpected constant inclination of the floating
Coastal Driller is:
A. consumption of on board liquids
B. miscalculation of loads
C. liquid transfer through open valves
D. flooding due to hull damage
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This exercise on Damage Stability and Damage Control will cover section 4.0
Damage Control in the Deep Driller Manual.
Emphasis shall be placed on the preservation of reserve buoyancy, maintaining

watertight integrity, maintaining displacement and KG less than the maximum
allowed, and determining the probable cause of any unexpected list or trim so
that the appropriate corrective action may be taken.
The written exercise for this section requires the student to use the Deep Driller
Operating Manual as guidelines given for emergency situations. This will
reinforce the fact that the operating manual is designed to offer guidance for
various situations and the corrective actions to be taken.
Note the Downflooding Angle chart given in the Deep Driller Manual on page
5-16. The approximate downflooding angle is the maximum angle at
which the intact stability curves (found in operating manual) are valid. It
is the angle at which flooding into the chain lockers may be expected to
occur. The Downflooding Angle chart shows the approximate combination
of effective draft, list and trim at which downflooding might occur. We are
cautioned in the use of this chart as it is intended to serve only as a guide
and wave over-topping could occur before the actual predicted downflooding
angles are reached.
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Stability Damage Control DD

1.
If the cause of a sudden severe list or trim is negative initial stability, counterflooding into empty tanks may:
A. increase the righting moment
B. cause an increase in the righting arm
C. bring the unit to an upright equilibrium position
D. cause the unit to flop to a greater angle
2.
With damaged floating vessels, the most important consideration is the

preservation of:
A. bilge pumping capacity
B. reserve buoyancy
C. level attitude
D. instability
3.
A fire in a ballast pump room can be brought under control with minimal
impact on stability by:
A. cooling the outside bulkheads with water
B. shutting all sources of air into the compartment
C. closing the sea chest
D. flooding the compartment with salt water
4.
The maximum angle at which the intact stability curves are valid for MODUs
is the angle for:
A. the limit of positive stability
B. the limit of small-angle stability
C. maximum offset
D. down flooding
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5.
Failure of both port ballast pumps on the Deep Driller prevents their use. To
deballast from tank 1P, you may use:
A. port saltwater service pump
B. port drill water pump
C. port bilge pump
D. stbd. ballast pump and crossover system
6.
While drilling loaded as shown in Sample Load Form #4 (Drilling), the Deep
Driller suffers an unexpected but slowly increasing starboard and aft
inclination. The wind and waves are light. This inclination could have been
caused by:
A. the failure of mooring lines 6 and 7
B. the drilling crew dumping the mud
C. the drill string breaking
D. ballast tanks equalizing into tank 10S
7.
While drilling loaded as shown in Sample Load Form #4 (Drilling), the Deep
Driller suffers a sudden unexpected inclination to starboard and aft. Strong
wind and high waves are from the port bow. Among the possible causes, you
should consider:
A. failure of mooring lines 5 and 6
B. failure of mooring lines 1 and 2
C. leak in ballast tank 9P
D. ballast tanks equalizing into tank 10S
8.
While the Deep Driller is operating as shows in Sample Load Form #4

(Drilling), casing is accidentally dropped over the starboard side. If the
starboard aft inclination is slowly increasing, which tank is probably
damaged?
A. 9S
B. 8S
C. 10S
D. 10P
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9.
The Deep Driller, while loaded as shown in the Sample Load Form #4
(Drilling), suffers damage to the starboard forward column below the
waterline. Pumping from 2S and 3S isnot sufficient to prevent increasing
stbd. list and bow down trim. You should considercounter flooding in tank:
A. 2P
B. 9P
C. C2BP
D. 10P
10. The Deep Driller is loaded as shown in Sample Load Form #4 (Drilling). If port
valves 24 and 2 are mistakenly opened, the change in inclination will be
increasing trim by the:
A. bow with a port list
B. bow
C. stern
D. stern with a starboard list
Give a brief explanation for your answer to question number 10 above:

__________________________________________________________________
__________________________________________________________________
__________________________________________________________________
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Worst Case Scenario Bottom Bearing Unit

Scenario Specifics
TASK: Jack-up rig move
LOCATION: Gulf of Mexico
TIME OF YEAR: 14 April
RIG TYPE: Bethlehem Mat Supported Slot Type Jack-up
DEPARTING LOCATION: Mustang Island, Water depth 124, Block 803
ARRIVING LOCATION: Mustang Island East extension, Water depth 198, Block A-57
TOWING VESSELS:
1.
A.
B.
Gulf Explorer
Twin screw 3600 HP
117 L x 32B x 10.7D
2. Gulf Knight
A.
Twin screw 2400 HP
B.
99 L x 30 B x 9.7 Depth
3. Gulf Viking
A.
Twin screw 2400 HP
B.
98.1 L x 27 B x 9.7 Depth
WEATHER: Departure 4-6 foot SSE seas with 10-15 knot winds.
Forecast 4-6 foot seas with 15-20 knot winds, diminishing
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Scenario: Pre-Transit Preparations
1.
You, the rig mover, have decided to jack the unit down and commence tow to
the new location. The tug Gulf Explorer is designated as lead tug and tied
on the port bow. The Gulf Viking is also on the port bow with the Gulf
Knight tied alongside her.
0700 Commence jacking down
0830 Platform in water
1000 Mat breaks suction and clears bottom
2.
As soon as the mat is raised, you check your trim and stability calculations
and find an unexplained list to port and decide to add salt water to the
starboard side mud pit.
3.
460 BBL are added to the pit to correct the list. Mean draft is 89 and
freeboard is 56. The calculated freeboard equals 73.
4.
After checking your charts and the intended route of the tow, you decide to
leave the mat down at a depth of 80 during the move, as you will have
sufficient bottom clearance during the move, and will save time jacking on
arrival at the new location. Jacking speed of you rig is approximately 30 per
hour.
NOTE: Since this is a short move of 12 hours or less, you have also decided to
leave the derrick and substructure aft instead of skidding it to the forward
stowed position.
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Scenario: Transit from block 803 to A-57
5.
1100 14 April Departed block 803 with tow on course 062 T, average speed 3
knots.
6.
2300 14 April Seas SE at 5-7, wind SE 15 knots with gusts. At one mile from
location you commence jacking down from the 80 draft and reposition the tugs,
Gulf Knight is on the port stern, Gulf Explorer is on the starboard stern, and the
Gulf Viking remains on the port bow. Towlines are shortened for maneuvering and
the rig swings around toward the location, keyway first, with the bow headed into
the seas.
7.
0100 15 April - You stop lowering the mat at 148 draft. Winds freshening and
seas have increased in excess of recommended jacking operations. You decide to
leave the mat at this elevation and order your bow tug to pull into the seas in order
to hold the rig on location. The other two tugs remain tied on the stern.
Scenario: The Catastrophe

8.
0600 15 April Crew boat arrives with six service personnel embarked. Personnel
discharged via crane and personnel basket.
630
Seas have increased to 10-12.
1000
15 April Wind and seas continue to increase. You order the two tugs at
the stern of the rig to swing around in an attempt to maintain the rig near location.
All three towlines are lengthened.
1000-1400 15 April Seas and swells continue to build. Heavy spray and water
routinely passing over main deck. Water entering ventilation system and crew
constantly mopping up water in living quarters.
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1510 15 April Tug Gulf Knight, located at the port stern experiences
equipment failure. One engine is inoperative and she cannot hold her
heading into the heavy seas. Tug Gulf Knight drops back to a trailing
position.
1930 15 April Tug Gulf Viking towline on port bow parted. Tug had been
holding into the 20-25 seas and 50-55 knot winds at this time. Attempts to
reconnect the towline are unsuccessful.
2000 15 April You request that the Toolpusher drop the anchor, holding
power estimated at 50,000 pounds (10,000 lbs. x 1000 of 2 1/8 wire), in an
attempt to hold the rig until the tugs towline can be reconnected. The
Toolpusher thought that the anchor would probably just fall onto the mat, but
informs the Rig Mechanic and Electrician to check on the anchor.
9.
At this point the Company Man informs the driller that some of the pipe on deck
has shifted. The driller, without consulting others, sounds the general alarm to
abandon the rig. You question the drillers decision and actions. The driller explains
he sounded the alarm just to attract the crews attention and to get all hands up and
about. You attempt to organize a crew in an order to secure the shifted pipe and
also to reconnect a towline to the Gulf Viking. However, the Tool pusher and the
driller state that conditions are too hazardous and a possibility exists that personnel
may be killed or maimed in their efforts. All hands, with life preservers donned, are
now on deck awaiting further orders.
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10.
2030 15 April The struggles of the tugs Gulf Explorer and Gulf Knight to keep the rig
into the seas are ineffective and you order them to come about and pull the rig from dead
astern slow. This effort may keep the rig bow into the seas, but will also result in the rig
moving with the weather into shallower water. The shift of pipe, combined with the wind
and weather from the port side, has created a 3-4 list to starboard.
2110 15 April The derrick structure shifts transversely to starboard and the rig increases
its list to starboard. The Company Man and the Toolpusher decide it is time to abandon the
rig and have the men enter the two survival capsules. You decide to remain on board in an
endeavor to save the rig.
11.
2115 15 April Unknown to you, the Oil Company Representative completed a call to his
office requesting Coast Guard assistance. At 2010 the Coast Guard Air Station received a
report that an oil rig was sinking and the first rescue helicopter is airborne at 2018.
2120 15 April The rescue helicopter arrives in the vicinity of the rig. The rig is generally
headed into the wind and seas with seas breaking over the port bow. The rig is now listing
20-25 by the starboard quarter.
2125 15 April You proceed to the forward port corner of the helipad as the helicopter
approaches lowering a rescue basket.
2130 15 April After two unsuccessful attempts, the helicopter succeeds and you
scramble into the basket just as the rig capsizes to starboard, sinking by the starboard
quarter. You learn later that 13 crewmembers were lost when 1 of the survival capsules
capsized alongside the Gulf Viking.
If you had the previous 36 hours to live over again..would you have done
anything differently?
On the next page, tell us what, when, why, where, how, etc.
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In your opinion, what were the contributing factors to this disaster?

_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
What observations did you make concerning discrepancies in operational and safety
procedures?
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
If you were the OIM, what would you have done to prevent this disaster?
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
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Worst Case Scenario Semi Submersible Unit

Scenario Specifics
TASK: On location, drilling an exploratory well
LOCATION: Atlantic Ocean, moored in 260 feet of water off the Grand Banks of
Newfoundland, about 166 miles east of Canada
TIME OF YEAR: 14 February
RIG TYPE: 408 foot-long, twin hull, eight-column, self-propelled semi-submersible
CREW: 84 persons, including the toolpusher, designated as person-in-charge, by the
rigs operating manual
WEATHER: Winds of about 14 knots with approximate 5 foot seas
WEATHER FORECAST: By midnight, expected to have 70 knot winds from the west
with gusts up to 90 knots & 20 foot seas
STANDBY BOAT: Normally maintains a position of 1 to 2 nautical miles from the rig
ADDITIONAL INFORMATION: Two other rigs drilling in the general vicinity; RIG Alocated approximately 8 nautical miles northeast of your position and RIG B-located
approximately 19 nautical miles north of your position; both rigs have individual
standby boats.
SEQUENCE OF EVENTS: Time and description of events are compiled from testimony
of shore side personnel in direct radio communication with the rig and personnel
from the other two rigs and standby vessels who overhead intraship radio
communications.
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Scenario: Storm Preparations
1330 Your rig receives the weather forecast that winds are expected to increase to 70-90 knots
with 20 foot seas. At 1357, you are drilling at 18 feet per hour. A few minutes later, RIG B
to the north is experiencing 62 knot winds with 27 foot seas.
1545 Weather worsening; neighboring rigs A and B have hung off.
1630 Drilling operations are suspended and preparations to hang off commence.
1642 - With winds gusting up to 70 knots, the compensator hoses are blowing out the side of
the derrick; drilling foreman controls situation by attaching air winches to the hose to pull it
back.
1858 The Toolpusher informs the Company Drilling Superintendent that he has hung off,
sheared the drill pipe with the shear rams and the riser is disconnected. Weather is
building but there are no problems and the intentions are to ride out the storm.
Scenario: The Disaster
1900 The senior control room operator notifies the tool pusher that a wave has knocked out a
window in the control room and there is glass and water on the floor; he also states that a
panel is wet and he is getting shocks from it. A few minutes later the senior control room
operator tells the tool pusher that everything is fine and they are mopping up the water and
picking up the glass.
1945 The junior control room operator reports that there is water on the floor, the gas detection
panel is knocked out, the PA system is knocked out, and he is getting electrical shocks;
also reports that all valves are opening on the portside; a short time later, he reports that
everything seems okay now.
(NTSB findings indicated that the control room operators had not received sufficient
training in the operation of the ballasting system prior to their assignment)
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2044 The senior drilling foreman reports to the company superintendent that the rig is now
experiencing 50-foot plus seas with 90-100 knot winds; he informs the superintendent that the
control room had a window taken out but the water has been mopped up and all equipment is
functioning properly; he ends his report by saying everything is normal on the rig.
2100 An electronic technician is requested to report to the control room; valves are opening on
their own and the panel is giving electrical shocks.
2100 A call is made to the standby vessel inquiring as to his location; the standby boat replies
7 miles away from the rig.
2200 The senior drilling foreman once again reports to the company superintendent stating
that the wind and seas have come down slightly from earlier (now 34-55 foot seas with 80-85
knot winds) and control room equipment is functioning normally; he tells the company
superintendent that the rig, along with the two neighboring rigs, are all riding out the storm with
no problems.
0052 15 February A distress message is sent indicating that the rig has a severe list and is in
need of immediate assistance; the crew is attempting to isolate the problem but do not know
what the problem is.
(NTSB findings indicate that the list was caused by liquids filling empty or partially empty
forward ballast tanks in the rigs lower hull after its ballast control system suffered an
electrical malfunction and the crew was thereafter unable to manually operate the ballast
control system effectively; in addition, the rigs operating manual did not provide for
adequate emergency procedures to be followed in the event of an electrical malfunction;
it was also learned that although the rigs operating manual recommended keeping
center tanks empty, the control room operators practice was to keep the center ballast
tanks full and the forward ballast tanks empty or partially empty.)
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0105 The rig calls the standby vessel requesting that she come in a little closer; the standby
vessel is at this time, according to the Master, 8 nautical miles south of the rig due to severe
weather; the call indicates that the rig is listing to port and all countermeasures have proven
ineffective; the standby vessel says she is on her way.
0109 Another distress message is sent stating the rig has a list to port of 12-15 degrees with
winds from the west at approximately 75 knots.
0110 A call is made to Rig A requesting that they relay the mayday and state that the crew
ispreparing to take to the lifeboats
0115 Calls are made to Rig A and rig B requesting that they dispatch their standby vessels
toprovide assistance in evacuation of the rig; both vessels are dispatched.
(NTSB findings state that the rig was equipped with 4 lifeboats two 50-man boats and
two 58-man boats; lifeboats No. 1 (port forward) and No. 2 (port aft) were both operated
on the off-load release system, lifeboat No. 4 (starboard aft) was operational, while
lifeboat No. 3 was lashed to the upper deck with no provisions or equipment; also, there
were ten 20-person inflatable life rafts, 127 life preservers but no exposure suits on
board).
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0130 All outside communications are broken with the rig.
0150 The rigs standby vessel is 0.2 nautical miles from the rig and can see the illuminated rig;
the vessel spots small lights in the water and sees red distress flares and 3 minutes later
sights a lifeboat under power and apparently in good shape. The lifeboat comes alongside
the standby vessel at which time the vessels crew throws a line with life rings attached to
the lifeboat; four to six men, wearing lifejackets, exit the lifeboat and are standing on its
portside; the lifeboat capsizes and throws the men into the sea; the master of the standby
vessel sights 8 or 9 men clinging to the capsized lifeboat in the water. A few minutes later,
the master sees the men clinging to the lifeboat let go and drift away; he instructs his crew
to throw a life raft over the side which inflates beside the men in the water; no effort is
made by any of the men to grab the life raft or other lines which are being thrown to them by
the standby vessels crew.
(NTSB findings indicate that the crew of the standby vessel was wearing foul weather gear
but they did not have exposure suits designed for rescue operations and their rescue
equipment consisted of one grappling hook and heaving lines.)
The master, forced off location by heavy seas, maneuvers the vessel back around to an upwind
position from the lifeboat and at this time sees several bodies in the water, but no signs of
life.
0300 approximately The rig capsizes and sinks
RESCUE OPERATIONS CONTINUE NO SURVIVORS ARE FOUND
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In your opinion, what were the contributing factors to this disaster?
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
What observations did you make concerning discrepancies in operational and safety
procedures?
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
If you were the OIM, what would you have done to prevent this disaster?
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
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Glossary
Surge -Back & forth fore and aft motion
Sway - Back & forth port and starboard motion
Heave -Vertical motion of a floating vessel.
Yaw - Rotation about the vertical axis of a vessel (fishtailing)
Rolling - Rotation about a vessels longitudinal axis.
Pitching - Rotation about a vessel transverse axis.
Stability - The tendency of a vessel to return to its original position after the external
force causing the inclination is removed. (external forces are wind, waves and current)
Initial stability - Stability at small angles (8 -10 degrees). Initial stability is measured
with a quantity called GM or metacentric height.
Metacentric Height - A measure of initial stability. It is abbreviated GM.
Height of Metacenter - The height of the transverse or the longitudinal metacenter
above the keel. Abbreviated KMT or KML.
Righting Arm - Perpendicular distance between the 2 lines of force on an inclined
vessel. The forces are weight and buoyancy.Abbreviated GZ
Righting Moment - The product of vessel weight x GZ, when G is below M. Causes a
vessel to return to its original position.
Upsetting Moment - The product of vessel weight x GZ, when G is above M Causes
a vessel to either capsize or reach an angle of loll. May also be called Overturning
Moment.
Center of Bouyancy - The geometric center of the underwater portion of a floating
vessel Abbreviated with B.
Center of flotation -The geometric center of the waterplane area of a floating vessel.
The point about which a vessel trims. Also called tippingcenter. Abbreviated LCF & COF
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Glossary
Longitudinal Center of Bouyancy - The geometric center of the underwater portion of
a floating vessel measured along the centerline or fore-aft. Abbreviated LCB
Trimming Lever - The perpendicular distance between the lines of force thru the LCB
and the LCG of a floating vessel.
Rolling Period (T) - time (sec) to make a complete roll. port to starboard and back
again.
Pitching Period - time (sec) to pitch from bow down to stern down and back again
Heave Period - time (sec) to go from top to bottom to top again
Keel (K) - Keel, is the reference point for vertical measurements
Baseline - is the top of the hull keel plate
Frame Zero - The first structural frame forward. Reference point for longitudinal
measurements. Distances aft of frame zero are written AF
Displacement () - The total weight of the vessel. Displacement is also the weight of
water displaced by the submerged portion of a floating object.
Volume of Displacement (V) - The volume of water displaced by a vessel.
Archimedes Principle - A floating object displaces exactly its own weight in the fluid it
is floating in.
Lightship Weight -The weight of a vessel without any cargo or ballast. The lightship
weight and center of gravity are verified with a test called an inclining experiment.
Center of Gravity (G) -The center of concentration of the weight of the rig and all
additional weights on board the rig. VCG is the height of the center of gravity; the vertical
distance of the rigs center of gravity above the keel. TCG is transverse center of gravity.
It is measured from the vessel centerline. LCG is the longitudinal center of gravity. It is
measured from frame zero or the Amidships.
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Glossary
Metacenter (M) -The point where a vertical line drawn through the center of buoyancy
crosses the centerline of the vessel. Said another way, it is the point to which the center
of gravity may rise and still permit the vessel to have positive stability.
Reserve Buoyancy -The volume of all intact space above the waterline of a floating
vessel.
Intact Buoyancy - The intact space below the surface of a flooded area, or below the
water line.
Freeboard -The distance from the waterline to the main deck.
Angle of Loll -The angle to which a floating vessel with an initial negative GM will lie in
still water.
Mean Draft - The mathematical average of the draft readings.
True Mean Draft -The draft at the center of flotation (LCF).
Wind Heeling Moment - A moment created by the force of the wind on the side of the
vessel (force x d) When a wind force causes a floating vessel to heel to a static angle,
the wind heeling moment is equal to the righting moment.
Trim - The mathematical difference between the average forward and average aft draft
marks.
List - The mathematical difference between the average port and average starboard
draft marks.
Heel -Used synonymously with List in the Marine Operations manual. Sometimes used
to indicate a transverse inclination caused by external forces like wind, where the TCG
remains on the centerline.
Weight per Inch - A property in a vessels hydrostatic table. Indicates the load in tons
required to change the mean draft by one inch caused by adding weight or removing
weight.
Free Surface Effect - Is caused by the movement of liquid in tanks that are neither full
nor empty and causes a virtual rise in the vessel VCG and a loss of stability.
Notes
MODU Stability
Notes
MODU Stability

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Intertek Moody Consulting & Training Services

Stability & Ballast Control For Mobile Offshore Drilling Units

37-1/4 Hour USCG Approved

122 James Comeaux Rd

Intertek Moody Consulting & Training Services

Mobile Offshore Drilling Units

37-1/4 Hour USCG Approved

STABILITY & BALLAST

(0) Registration and Orientation

(1) Initial Stability Theory, Static and Dynamic (classroom

(1) Initial Stability Theory - Continued (classroom

(2) Calculations of Moments & Centers of Gravity (Classroom

(2) Calculations of Moments & Center of Gravity /Introduction

Optional Study Period with Instructor

(3) Draft, List, & Trim (Classroom lecture, written exercises)

(4) Free Surface Effect (Classroom lecture, written exercises)

(5) Jackup Operations Manual/Introductory Overview (Coastal

(6) Coastal Driller Lecture/Written Exercises Hydrostatic

(6) Coastal Driller Lecture/Written Exercises Hydrostatic

Optional Study Period with Instructor

(7) Effect of Weight, Ballast, & Free Surface on Stability

(7) Effect of Weight, Ballast, & Free Surface on Stability

(8) Semi-submersible Operations Manual/Introductory

(9) Deep Driller Lecture/Written Exercises Hydrostatic

(9) Deep Driller Lecture/Written Exercises Hydrostatic

Optional Study Period with Instructor

(10) Effect of Weight, Ballast, & Free Surface on Stability

(10) Effect of Weight, Ballast, & Free Surface on Stability

(11) Storm Survival Preparations Coastal Driller

(12) Storm Survival Preparations Deep Driller

(13) Damage Stability & Damage Control Coastal Driller

(14) Damage Stability & Damage Control Deep Driller

Optional Study Period with instructor

(15) Worst Case Scenarios (Role Playing/Written Exercise)

(15) Worst Case Scenarios (Role Playing/Written Exercise)

(15) Worst Case Scenarios Ocean Ranger Disaster Video

(16) Course Review/Instructor Critiques

Final Examination, Part I Load Form Calculations

Final Examination, Part II Multiple Choice Questions

Stability & Ballast Control for Mobile Offshore Drilling Units

Moments & Center of Gravity Calculations

Draft, List and Trim

Free Surface Effect

Deep Driller Operations Manual Exercises (Hydrostatic Tables, Tank

9. Deep Driller Operations Manual Load Form Exercises (Effect of weight,

Examination and Assessment

Part I - Operations, 50-question multiple-choice examination

Determination of Final Grade:

To find the new LCG

To find the shift of G, Due to a shifted weight

Calculating Heel (caused by external forces)

13. Calculating Free Surface

KG = Height of Center of Gravity

THUS: GML + KGL = KML or KML - GML = KGL

THEN : FSCT KG KGT

THEN : FSCL KG KGL

FSMT = Transverse Free Surface Moments

Transverse Moments = Weight x TCG

LCG = Total Longitudinal Moments

Longitudinal Moments = Weight x LCG

VCG = Total Vertical Moments

Vertical Moments = Weight x VCG

Deep Driller and Coastal Driller