FI79989C - Wide-base, half-sunk ship - Google Patents

Description

The present invention relates to a semi-submersible vessel with a new arrangement of floating pontoons or footrests, stability columns and a deck to provide a vessel with improved stability characteristics. A vessel constructed in accordance with this invention is also particularly suitable for use in ice-stricken waters.

A conventional submarine is the result of slow design development. In the early days of offshore oil and gas exploration and production, drilling technology was based on experience gained on land. Offshore drilling rigs were either fixed structures or towers built on piles, or barges or floating docks that were floated to the offshore location and then filled with water so that they rested on the seabed. As additional exploration located boreholes farther offshore, the increased water depth required improved structures. The barge or floating dock approach evolved into a floating structure with semi-submerged floating pontoons or footrests, with gravity columns running upward through the water surface and a floating deck above the stability columns. The deck supported the drilling rig and other exploration equipment. To minimize the vertical movement of the drilling towers, the cross-sectional area of the stability columns was minimized to the waterline levels. The resulting vessels are collectively referred to as semi-submersible.

Although the model of offshore support structures evolved to fit deeper water, the locations of the boreholes also spread to more demanding environments. The first offshore drilling wells were drilled in sheltered waters near the coast. When the storms threatened, staff were evacuated until the danger was over. Today, however, the boundaries of offshore drilling are located in remote waters far from the coast. Distances from 2,79989 coasts prevent rapid evacuation in stormy weather, and offshore drilling rigs are exposed to increasingly severe storms because land masses do not protect the waters.

Because conventional semi-submarine design is the result of evolution through conditions different from those currently encountered in remote and often hostile locations, the stability characteristics of the offshore rig are not best suited to the conditions that strain the vessel when operating in such remote environments.

Conventional semi-submarines are ballasted when severe weather strikes to ensure adequate air clearance between the large waves and the bottom of the deck structure and to increase the height of the working turn. However, such removal of the ballast has the undesirable effect of exposing a larger surface area to wind and waves, while in fact raising the center of gravity and decreasing the metacentric height.

The severity phenomenon is threefold; initial, high angle, and damaged severity. The initial stability of a ship is a familiar concept of metacentric height (GM). It represents the ship's resistance to heeling over small angles of up to 5-10 ° and is essentially a characteristic of the ship's waterline. The technique for determining high angle severity differs from measuring GM. To measure stability, the ship's heel-correcting sloping supports are calculated over a range of heeling angles. The area under the resulting curve represents the energy that the vessel is able to absorb. Finally, severity when damaged measures the ability of a ship to withstand the filling of a tank or compartment with water. Although this is more subjective than other aspects of stability, a thorough analysis reveals the vessel’s ability to survive within the design criteria.

Conventional submarines lose their original stability when the ballast is removed from them. Because ballast water

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3,79989 located at the bottom in pontoons, the vessel’s vertical center of gravity (VCG) increases as it is pumped out and the GM decreases. The current rationale for such a procedure in bad weather is that the stability of the large angle is improved by providing more buoyancy to resist the tilt of the large angle as well as by increasing the angle to which the vessel can tilt before filling with water occurs. Similarly, when operators want to move underwater, the draft is reduced to the surface of the pontoons. The intermediate space before the water level is dramatically elevated as pontoons emerge often signifies a situation where severity is marginal.

A simple answer to the problem would be to increase the breadth of the vessel until the minimum GM value was acceptable. Unfortunately, too much initial stability is also detrimental. The high accelerations that follow from the extreme GM value at operating draft would both test the crew and require more steel throughout the structure to handle the inertia forces. Further, the entire deck structure itself would grow due to the larger spans that occur between the stability columns.

Another problem arises from the exploitation of ice-covered areas off the coast, where ice masses are constantly forming in certain parts of the year. These ice masses may include ice slabs with a thickness of 2.5 m or more and may have considerably thicker "pressure ridges". These ice masses do not stay in place and can move several hundred meters a day due to surface winds and currents. It is clear that these moving ice masses generate considerable forces, which in turn can be devastating to objects in the path of the ice masses.

According to the present invention there is provided a wide hull semi-submersible vessel comprising a deck, a plurality of stability columns extending downwardly and outward from the deck, means connected to the lower ends of the stability columns for providing a wide buoyancy base and means for picking up and unloading said cargo. and to reduce.

The present invention solves the stability problem according to the characterizing part of claim 1 by tilting the stability columns outside the edges of the deck structure to a wider support base and making the deck structure itself watertight and effective at high angles and damaged. The wide effective span results in a higher GM value at small drafts while the skewed position of the columns limits stability at large drafts and does not require additional cover steel. The floating deck structure contributes to the stability of the high angle when immersed and provides spare buoyancy in the event of catastrophic damage, i.e. loss of stability column.

The resulting wide-hull semi-submersible vessel is clearly superior to the conventional semi-submersible model. The GM can be optimized over a range of drafts so that the severity never falls below the minimum values. At the same time, the skew of the columns prevents the GM value from growing too large. In all cases, the stability of the large angle of a wide-hull submarine exceeds the stability of a conventional straight-line model. When damaged, a wide-hull submarine vessel is more resistant to flooding, resulting in greater straightening energy and less risk of being submerged. It has been studied that the vertical inclination of the columns can range from more than 0 to less than 90.

The submarine is particularly suitable for use in ice-stricken waters. The strength of the ice mass in compression is considerably higher than in buckling or bending. According to one aspect of the present invention, the ballast is unloaded and taken in when it is desired to contact the stability columns with the ice mass. As the vessel rises, the off-edge surfaces of the downward and outwardly facing columns provide an upward or bending force against the ice mass, s 79989 located outside the edge of the vessel, breaking such a mass. Conversely, the lowering of the vessel causes the surfaces inside the sides of the columns to exert a downward bending force against the ice located under the deck. The ballast can be continuously picked up and unloaded to lower and raise the vessel periodically when ice conditions are severe.

Figure 1 is a side sectional view of a semi-submersible vessel constructed in accordance with the present invention; Figure 2 is a top plan view of the vessel of Figure 1; Figure 3 is an end sectional view of the vessel of Figure 1 with a drilling tower; Figure 4 is a schematic side sectional view of a baseline vessel with vertical stability bars; Figure 5 is an end sectional view of the vessel of Figure 4; Figure 6 is a top plan view of the vessel of Figure 4; Figure 7 is an end sectional view of an embodiment of the present invention with the stability bars positioned at an angle of 10 °; Figure 8 is an end sectional view of an embodiment of the present invention with the stability bars positioned at an angle of 15 °; Figure 9 is an end sectional view of an embodiment of the present invention with the stability bars positioned at an angle of 20 °; Figure 10 is an end sectional view of an embodiment of the present invention with the stability bars positioned at an angle of 30 °; Figure 11 shows curves representing vessel characteristics with different stability column skew; Figures 12A-12F show the curves of the straightening support as a function of the heeling angle on the models of a straight-legged baseline vessel and a wide-hull submarine vessel according to the present invention; and Figures 13-23 show examples of typical underwater vessel designs that can be modified in accordance with the present invention to provide a wide floating hull and thus improve the stability of these vessels.

Referring to Figures 1-3, there is shown a wide hull semi-submersible vessel having a watertight floating deck 10 supported on three stability columns 20 extending continuously 6,79989 downwardly and outwardly from the bottom of the outer side of each side of the deck 10. The three stability columns 20 on either side of the vessel are connected to a corresponding elongate pontoon 30 to provide a wide floating hull for the vessel 30. As shown in Figure 3, an example of a structural truss beam arrangement 40 is provided between each of three opposing stability columns 20 and the bottom of deck 10. Each of the three structural truss beam arrangements 40 has a transverse portion 42 connecting opposite pairs of opposing stability columns 20, a vertical portion 44 extending upwardly from the center of the transverse portion 42 to the bottom 46 of the cover 10, and a pair of oblique portions 48, 50 extending upwardly from the center of the transverse portion 42. Structural truss arrangements may be of any shape or design as long as the structural integrity of the ship is maintained.

The cover 10 has a transverse central portion 52 and a protruding portion 54, 56 extending downwardly from each end of the central portion 52 of the cover 10. The inner surface 58, 60 of each protrusion 54, 56 extends downwardly and outwardly from the center portion 52 of the deck 10 at an angle that may correspond to the three downward and outwardly extending three columns of stability 20 on each side of the vessel.

The base 46 of the deck 10 is constructed sufficiently to withstand the "wave pounding" loads caused by the sea, and the entire deck is constructed as a watertight structure up to the level of the main or weather deck 62.

Seawater ballast, fuel oils and drilling water are suitably located in tanks 64 located in each floating pontoon 30 and tanks 66 located in each stability column 20. Spaces for propulsion engines and transmissions and hoists are located in the lower portions of the floating pontoon 30. A dry pulp storage for drilling mud and cement may be located in the upper tanks 68 and deck 10 of the stability columns 20. Engine rooms, storage rooms, workshops and cabins are also located on deck 10. The main or weather deck 62 may be used as additional storage space for pipe racks, drilling rigs and other drilling rigs. equipment and machinery, auxiliary cabins, special or specialized workshops or equipment such as fire-fighting equipment.

The stability bars 20 are tilted away from a vertical angle specifically selected to improve the ship's stability characteristics, which may be in the range of 0-90 °. In normal operating waterline 80, the effective breadth of the ship and consequently the stability of the ship increases without increasing the span and weight of the deck structure and the increasing effective width improves the stability of the ship. When the vessel is in deep ballast, the low position of the ballast water in the ballast tank 64 of the floating pontoons 30 lowers the center of gravity of the vessel, and although the effective width of the vessel decreases, the stability of the vessel does not deteriorate.

As shown in Figure 3, the arrangement of the two protrusions 54, 56 forms an inverted "V" pattern with the base 46 of the deck 10 between the protrusions 54, 56. Such a design of the base 46 of the deck 10 improves the ship's ability to withstand "wave pounding" shock while in deep ballast it minimizes the deck 10 harmful interference in the operating draft. Furthermore, because the cover 10 is watertight throughout, the buoyancy of the cover 10 prevents it from tipping over in the event of catastrophic damage, water filling, or other accident.

The following are the results of a study conducted to demonstrate the benefits of this invention:

Sizing

The semi-submersible hull shape used to study the effect of the proposed model was based on the ship MSV "IOLAIR", "IOLAIR" consists of double pontoons supporting six stability pillars under a floating deck. The pontoons are "ship-shaped" with a streamlined arc forward 8,79989 and a ship-shaped transom that supports the channeled propeller. The stability columns are rectangular in cross section with rounded angles.

To emphasize the effect of the wide-hull semi-submersible vessel model, several simplifications were applied to the shape of the "IÖLAIR" vessel as shown in Figures 4-6. First, all elements, pontoons 92, and stability bars 94 were considered to be rectangular in cross section without rounding, and all six stability bars 94 were given the same dimensions. Further, the front and rear ends of the pontoons 92 were considered blunt without streamlining. The front pillars were considered recessed against the front upright and the rear pillars were similarly positioned against the rear upright. The dimensions of both the pontoons 92 and the stability columns 94 were chosen to be 11.0 m x 7.3 m. The columns 94 were directed a long dimension forward and backward and the pontoons 92 a short dimension upright. The centerline of the columns 94 was aligned with the center of the corresponding pontoon. The buoyancy of the truss beams (not shown) between the columns 94 was ignored. Around the top of the stability columns 94 was a dense box beam 90 having the same width as the columns and depth as the deck structure of the "IOXjAIR" vessel, which formed a spare float ring. Although this minimum reserve buoyancy was not sufficient to support the overall weight of the vessel, it was deliberately chosen to represent the effect of a traditionally floating deck without overpowering without contributing to the angular columns. In the final design, the entire lid is to be waterproof.

The main details of the baseline vessel in Figures 4-6 were also taken from the "lOLAIR" vessel. Both the pontoons 92 and the main deck 90 (they are flat at all ends) became 99.97 m long and the main deck 90 became 47.55 m wide. The depth of the vessel was kept constant at 30.48 m with the floating deck 90 taking the top 4.88 m.

In the study of the straight-legged baseline vessel of Figures 4-6, the slope of the stability columns varied between 0 and 30 ° by rotating 9,79989 columns from the bottom of the deck floating outside the edge 14.63 m above the baseline. Therefore, the cover width and other main dimensions were kept constant.

When the stability columns were tilted outward, the side walls were adjusted to maintain a constant cross-section perpendicular to the column axis. As the slope increased the effective width of the column, the sidewall of the inner edge was reduced, keeping the sidewall of the outer edge constant. The pontoons were not rotated according to the stability columns, but were placed farther apart to maintain their orientation relative to the outer edge of the columns.

A design draft of 20,000 tonnes was selected for the straight-line baseline vessel, which resulted in a nominal design draft of 15.24 m. However, as the columns were tilted outward, the subsidence increased somewhat. To achieve consistency, the design recess of the wide-tilted models was added to maintain the design draft.

The vertical center of gravity of the vessel at the design draft was maintained at 13.71 m above the baseline for all models studied. At the other wells considered, the differences in subsidence were considered a property of addition or removal of the brine ballast. In all cases, the ballast was removed from or added to the space in the pontoons; At a vertical center of gravity of 3.66 m. Therefore, the vertical center of gravity of the vessel at each draft considered was calculated and included in the review. The changes in vertical focus obtained were large in the area considered and therefore important.

The possible consumption of stocks and / or supplements would have the effect of reducing the weight of the top and thus improving the stability. Therefore, alternative loading conditions were not investigated. Fuel consumption would either be offset by adding ballast to the pontoon, which would not change the gravity, or by allowing the ship ln 79989 10 to rise from the water, which would be the same as the calculated ballast removal situations.

Body shape

Wide-hull semi-submersible vessel models with stability bars tilted 10 °, 15 °, 20 °, and 30 ° are shown in Figures 7-9 and 10, respectively.

The exact angle of the stability bars corresponds to the nominal image of a 30 ° wide-body semi-submersible, however, in the case of medium-angle models, the actual angle is slightly different from the nominal. Because the characteristics of vessels with columns closer to the estimated optimum were important, the selected side angles were chosen to be more realistic, i.e., even numbers. The resulting column angle was rounded to the nominal angle. In any case, the difference is quite small, less than one degree.

The hydrostatic characteristics of vessels with stability column angles of 0 °, 20 ° and 30 ° are set out in Annex I.

Initial Severity

Figure 11 shows the initial gravity of a wide hull submarine. The figure shows the GM value along the horizontal axis corresponding to any draft along the vertical axis. The different curves represent the characteristics of vessels with different stability column skew ranging from 0-30 °.

As can be seen, with a design draft of 15.24 m, the stability improves with a rapidly increasing column slope from 1.37 m GM at 0 ° to 9.45 m GM at 30 °.

At lighter drafts, the severity varies over a larger area. In ships with a column slope of less than about 10 °, the stability is actually reduced; while on ships with a higher slope, the stability increases. In a very light space before the pontoons come to the surface, in a straight-legged baseline ship

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11,79989 have a negative GM, but a 30 ° wide-hull semi-submersible vessel has a GM that exceeds 30.48 m.

The properties are less anomalous at depths greater than 15.24 m. Because the stability columns in all ship models are rotated around the bottom of the same point, the floating deck, their water boundaries become more and more similar as ships are loaded with more ballast. When the bottom of the floating deck is about to be submerged, the only differences in gravity are due to small differences in the ship’s ballast, giving slightly different vertical priorities. At these drafts, the GM values are about 4.57-5.18 m for all models studied.

The GM was calculated using the drawings in Figures 4-10 and the hydrostatic values shown in Annex I for the 7.32 m and 25.60 m water lines, the drafts just before the pontoons broke to the surface and just before the floating deck was submerged. With other calculated drafts, GM was obtained from the straightening arm curves described in the next section for vessels with 0 °, 20 °, and 30 ° column angles. At medium angles of 10 ° and 15 °, GM was calculated using plots and hydrostatic values at 7.62 m and 15.24 m drafts, and the rest of the curve was obtained by continuing the lines between the cases that were perfectly measured.

Figure 11 does not show the GM value under conditions where pontoons are exposed or the floating deck is underwater. The severity in these situations so far exceeds the severity in the indicated draft range, making the comparison irrelevant. However, Annex II sets out the calculations of the adjustment levies from which GM can be identified in these areas.

The conclusion to be drawn from Figure 11 is that a judicious choice of the slope of the gravity column gives a wide-hull semi-submersible vessel with improved GM over the entire range of draft use. Based on this initial study, an angle of about 10-20 ° is preferred.

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High angle gravity

The righting lever (GZ) curves as a function of heel angle were calculated for a straight-legged baseline vessel and wide-hull semi-submersible vessel models with 20 ° and 30 ° heeling bars. Details of the calculations are set out in Annex II. The results are shown in Figures 12A-12F. To facilitate comparison of the different models considered, each of Figures 12A-12F shows the results for these three vessels at a given draft. The drafts used range from 7.35 meters, with pontoons almost visible, to 25.62 meters, a floating deck almost at the water’s edge. Each of Figures 12A-12F shows the GZ values along the vertical axis corresponding to the heeling angle of the vessel along the horizontal axis.

In each case studied, the high-angle gravity improved as the slope of the gravity column increased. In addition, it should be noted that the maximum straightening arm and the area under the curve, the nighting energy varied inversely proportional to the draft. All models had higher nighting energy at lower draft than in deep ballast.

From this part of the study, it must be concluded that any tilting of the stability columns is beneficial and that the more skewed they are, the greater the advantage obtained.

Another important finding that can be made from this part of the study concerns wind-induced tilting. Egon P.D. Bjerregaard and Svenn Belschov, "Wind Overturning Effect is a Semi-Submersible," OTC paper 3063, 10th Annual Offshore Technology Conference, Houston, Texas, 8-11. May 1978 have reported wind heeling moments and lever forces for the MSV "IOLAIR" calculated by the ABS method. The data provided were used to develop approximate wind slope curves for the models in this study. The resulting tilt arms are drawn in Figures 12A-12F. They reveal that a straight-legged baseline vessel tilts up to 17 ° 51.44 m / s in wind with its is 79989 at a design draft of 15.24 m. However, the wide-hull semi-submersible vessel models studied tilt less than 3 ° under the same conditions. The large difference reveals the sensitivity of the vessel’s performance to small differences between the GM and the model and can be read as a property of the relationship between the angle of the straightening arms and the heeling arms.

Severity damaged

The study included a brief review of the severity of damage to a straight-legged baseline vessel and a wide-hull semi-submersible vessel with stability bars at an angle of 30 °. Two conditions were examined. In the first, one front gravity column is filled with water between the top of the pontoon and the bottom of the floating deck; in another the filling of the same pillar, together with the first 23.16 meters of its pontoon. The cases were selected to represent catastrophic accidents and ignored the larger subset that is actually expected in the final design.

The analysis reveals that at both levels of damage, the wide-hull semi-submersible vessel retains a greater right-of-way energy and suffers less subsidence than the baseline vessel.

For the purposes of this study, the relative performance rather than absolute figures of the two models considered is important. Because the chosen simplified body shape had only a watertight ring around the main deck instead of a fully floating structure, the final measurement of tilt and travel depth has been exaggerated. The final model would have a fully floating cover structure. Therefore, the following table shows the results of the two conditions studied for comparison.

Details of the calculation of the damaged severity are given in Annex III.

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Results of damaged severity

Baseline_ WBSS 30 ° _

Ship Department Column Column & Column Column & Water Filled _ My Bowl _ My Bowl

Tilt 18.0 ° 21.0 ° 12.2 ° 17.0 °

Travel draft (m) 10.36 15.54 11.89 13.87

Draft (m) 17.62 19.81 18.41 20.42

Angle height -0.043 -5.82 0.96 -3.96 above final WL (m)

Conclusions

The proposed concept of a wide-hull semi-submersible vessel really gives a vessel with clearly better characteristics in all areas of gravity.

With the base size and ratios chosen as a basis, the preferred angle of the stability column is between 10-20 °, but even better properties were demonstrated with the angles of the stability columns being above 0-30 °. The exact model depends on the desired operating characteristics. The floating deck structure is useful at high heeling angles and in damaged conditions and is advantageous to incorporate into the design.

Although the above description and study was characteristic of a semi-submersible vessel with an elongate deck and parallel pontoons connected by deck stability bars such as those shown in Figure 13, the present invention contemplates any number of stability bars and tilting of the stability bars to the outer edge of the deck structure. is shown in Figures 14-23.

Figure 14 shows a pentagonal arrangement of the stability bars 96 and legs 97. Each of Figures 13 and 14 also shows a drilling rig 100, 101 and a device for the respective vessels 102; 103 for forward transport. The present invention encompasses furnishing stability columns 96 and legs 97 to improve the stability of a radially outwardly shown pentagonal vessel.

Similarly, Figure 15 shows a triangular arrangement of the stability bars 104 and legs 105 with these stability bars and legs tilted outward as shown by the dashed lines. The underwater vessel models of Figures 16-23 are known by the following names: Figure 16 Ring, Figure 17 A-Type, Figure 18 Y-Type, Figure 19 V-Type, Figure 20 Catamaran, Figure 21 Angle Catamaran, Figure 22 Trimaran and Figure 23 Grid.

A semi-submersible vessel constructed in accordance with this invention is particularly suitable for operation in ice-infested waters. Referring, for example, to Figure 3, a vessel is shown stationary drilling a subsea borehole in a drilling rig 53 through a deck 10 through a floating channel or night tank 55. When it is desired to break the offshore residue, as shown at 61, the seawater ballast in the ballast tanks 61 is pumped into the sea by pumps 57, 59 to raise the ship so that the columns 20 exert an upward force on the mass 61, breaking it.

Conversely, when it is desired to break the residue under the cover 10, such as the mass shown in 63, the ballast is pumped by pumps 57, 59 from the surrounding water to the ballast tanks 56 into deep ballast or to place the vessel in water so that the stability columns 20 cause a downward bending force.

The semi-submersible vessel considered in this invention finds use not only in the oil drilling shown in Figure 3, but also in production at offshore locations and for utilities in offshore facilities, such as a lifeboat. Thus, it has been thought that a semi-submersible vessel used for commercial purposes could act as an icebreaker to protect offshore installations.

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ANNEX I

hydrostatics

i BASIC FORM

ii WBSS 20 ° TILT

iii WBSS TILT 30 °

1-1 17 79989 HYDROSTATICS BASE LINE 0 °

Units and definitions Sinking Sinking (tonnes)

Draft Height (m) above the baseline at the center of the vessel KB Height of the center of the floating deck (m) above the baseline LCB Distance of the longitudinal center of the floating deck from the center of the vessel LCF Distance of the longitudinal center of the float from the center of the vessel (mx tonnes) to change the draft 1 cm TPI Tons per 1 cm draft TRANS KM Transverse metacentric height (m) above baseline 3

Volume Displaced volume (m) 2 WPLANE AREA Area at water level (m)

Length of the vessel = 99,974 m Maximum radius = 51,206 m

Flow 0.00 m Water density 0.975 m3 / 1000 kg draft

Draft m Volume m Immersion tonnes LCB m KB m WPLANE AREA m3 6.0960 13374.6 13711.44 0 3.0480 2194.00 7.3149 16048.8 16453.05 0 3.6573 2194.00 7.3155 16049, 7 16453.88 0 3.6576 481.61 9.1440 16930.3 17356.68 0 3.8953 481.61 12.192 18398.2 18861.60 0 4.4358 481.61 15.240 19866.1 20366.52 0 5 , 1212 481.61 18.288 21334.1 21871.43 0 5.9227 481.61 21.336 22802.0 23376.34 0 6.8165 481.61 25.603 24857.0 25483.07 0 8.1933 481.61 25.604 24857, 8 25484.37 0 8.1939 2185.08 1-2, 8 79989

Draft m LCF m TPI ten- LONG KM m TRANS KM m ΜΓ1 mxn ia / cm term 6.0960 0 22.5 161.4 71.079 217.09 7.3148 0 22.5 135.6 60.350 217.09 7.3155 0 4.92 44, 17 15.935 66.67 9.1440 0 4.92 42.31 15.533 66.67 12.192 0 4.92 39.78 15.146 66.67 15.240 0 4.92 37.86 15.039 66.67 18.288 0 4.92 36.39 15.155 66.67 21.336 0 4.92 35.33 15.456 66.67 25.603 0 4.92 34.35 16.118 66.67 25604 0 22.4 123.4 34.890 293.63

hydrostatics

20 °

Length of the vessel = 99,974 m Maximum radius = 64,618 m 3

Travel draft 0 m Water density 0.975 m / 1000 kg 3

Draft m Volume m Immersion tennis LCB m KB m WPLANE AREA m2 6.0960 13374.6 13711.442 0 3.048 2194.00 7.3149 16048.9 16453.05 0 3.7 2194.00 7.3155 16049.6 16453.9 0 3.65 512.6 9.1440 16987.6 17415.5 0 3.9 512.6 12.192 18551.2 19018.4 0 4.47 512.6 15.240 20114.7 20621.3 0 5.19 512.6 18.288 21678.2 22224 , 3 0 6.03 512.6 21.336 23241.8 23827.2 0 6.95 512.6 25.603 25430.6 26071.1 0 8.3 512.6 25.604 25431.5 26071.975 0 8.38 2259 4

Draft m LCF m TPI ten- LONG KM m TRANS KM m MH mx nia / cm tonnes 6.0960 0 22.5 161.4 122.7 217.09 7'3148 0 22.5 135.6 103.3 217.09 7 '3155 0 5.24 4.73 26.40 71.006 9/1440 0 5.24 44.7 24.3 71.006 12.192 o 5.24 41.8 21.6 71.006 15.240 0 5.24 39.6 19.6 71,006 18,288 o 5.24 37.97 18.2 71.006 21/336 0 5.24 36.7 17.2 71.006 25.603 o 5.24 35.6 16.4 71.006 25.604 o 23.16 122.9 35.2 298.7 1-3 19 79989

hydrostatics

30 °

Length of the vessel = 99.974 m Maximum radius = 72.32 m 3

Travel draft 0 m Water density 0.975 m / 1000 ka 3 2

Draft m Volume m Uppourra tonnes LCB m KB n WFLANE AREA m 6.0960 13374.6 13711.4 0 3.048 2193.9 7.3149 16043.8 16453.05 0 3.7 2193.9 7.3155 16049.7 16453.9 0 3.7 556.05 9.1440 17066.4 17496.3 0 4.0 556.05 12.192 18761.3 19233.8 0 4.6 556.05 15.240 20456.1 20971.4 0 5.3 556.05 18.288 22150.9 22708 , 9 0 6.2 556.05 21.336 23845.9 24449.1 '. 0 7.2 556.05 25.603 26218.5 26878.9 0 8.6 556.05 25.604 26219.4 26879.8 0 8.6 2361.6

Draft m LCF m TPI ten- DONG KM m TRANS KM m ΜΓ1 mx nia / cm tonnes 6.0960 0 22.48 161.4 159.05 217.09 7.3149 0 22.48 135.6 133.6 217.09 7.3155 0 5 , 7 50.4 35.27 76.10 9.1440 0 5.7 47.10 31.6 76.10 12.192 0 5.7 44.5 26.8 76.10 15.240 0 5.7 42.001 23.18 76 10 18,288 0 5.7 40.05 20.5 76.10 21.336 0 5.7 38.7 18.6 76.10 25.603 0 5.7 37.2 16.9 76.10 25.604 0 24.2 122 3 35.6 305.7 1-4 20 79989

ANNEX II ADJUSTMENTS

i BASIC FORM

ii WBSS 20 ° TILT

iii WBSS 30 ° TILT

iv VCG BASIC FORMAT

V VCG 20 ° TILT

vi VCG 30 ° TILT

II-L

II

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i BASIC FORM

II-2 22 79989

DYNAMIC STABILITY

Name of vessel Basic form PVM 11/9/82

Units and definitions Sinking Sinking (tonnes)

Draft Height (m) above the baseline at the center of the vessel KG Height of the center of gravity above the baseline (m) LCB Distance of the longitudinal center of the floating deck from the center of the vessel (m) LCG Distance of the longitudinal center of gravity from the center of the vessel (m) TRIM Depth (m) )

Length of the vessel = 99,974 m

Water density = 0.975 m 2/1000 kg

Design condition 1

Draft 7,010 m

Sinkage 15749 tons KG 16,636 m LCG 0 m

Tilt RA m Uopoura tonnes LCB m Draft m TRIM m Repeats heel 0.00 0.0000 1574 -0 7.0015 0 2 0.57 0.460 1574 0 7.0015 0 1 5.00 1.318 1574 -0 7.927 0 2 10.00 2.105 1574 0 9.07 0 2 15.00 2.10 1574 0 10.25 0 2 20.00 3.10 1574 0 11.48 0 2 25.00 5.10 1574 0 12.80 0 3 30.00 7.17 1574 0 13.60 0 4 35.00 10.76 1574 0 14.09 0 3 40.00 12.30 1574 -0 13.21 0 3

II

II-3

Design condition 2 23 79989

Draft 7,285 m

Submersion 16,257 tons KG 16.23 m LCG 0 m

Tilt RA m Draft ICE m Draft m TRIM m Repeats angle of the tower 0.00 0.0000 1625 0 7.2 0 2 0.57 0.23 1625 -0 7.3 0 2 5.00 0.9 1625 0 8.2 0 2 10.00 1.65 1625 -0 9.4 0 2 15.00 2.5 1625 0 10.6 0 2 20.00 3.5 1625 -0 11.9 0 2 25.00 4.6 1625 0 13.17 0 3 30.00 6.9 1625 -0 14.33 0 4 35.00 10.7 1625 0 14.48 0 3 40.00 12.5 1625 0 14.07 0 3

Design condition 3

Draft 7,346 m

Submersion 16,460 tons KG 16,075 m LCG 0 iti

Tilt RA m Draft LCB m Draft m TRIM m Repetition angle tons 0.00 0.0000 16460 0 7.332 0 2 0.57 0.07 16460 0 7.448 0 2 5.00 0.72 16460 0 8.446 0 2 10.00 1.48 16460 -0 9.589 0 2 15.00 2.32 16460 0 10.769 0 2 20.00 3.28 16460 0 12.005 0 2 25.00 4.42 16460 0 13.323 0 2 30.00 6.79 16460 0 14.456 0 4 35.00 10.6 16460 0 14.644 0 3 40.00 12.45 16460 0 14.416 0 3 II-4

Design condition 4 24 7 9 9 8 9

Draft 9,144 m

Submersion 17,273 tons KG 15,490 m LCG 0

Tilt RA in Sink LCB m Draft m TRIM m Repeats wear tower 0.00 0.0000 17273 -0 8.973 0 2 0.57 0.00076 17273 -0 8.973 0 1 5.00 0.1307 17273 -0 9.147 0 4 10.00 0 , 8524 17273 -0 10.20 0 4 15.00 1.6753 17273 0 11.36 0 3 20.00 2.623 17273 0 12.59 0 2 25.00 3.7505 17273 0 13.91 0 2 30.00 6.415 17273 0 14.93 0 4 35.00 10.453 17273 -0 15.26 0 3 40.00 12.1315 17273 -0 15.71 0 3

Design condition 5

Draft 11,278 m

Submersion 18288 tons KG 14,835 m LCG 0

Tilt RA m Immersion LCB m Draft m TRIM m Repetitions angle tons 0.00 0.0000 18288 -0 11.031 0 2 0.57 0.0042 18288 0 11.031 0 1 5.00 0.0404 18288 -0 11.031 0 1 10.00 0, 2356 18288 -0 11.229 0 4 15.00 0.9858 18288 0 12.228 0 4 20.00 1.9044 18288 0 13.397 0 4 25.00 3.0102 18288 0 14.678 0 4 30.00 6.0408 18288 0 15.512 0 4 35.00 10.01 18288 0 16.034 0 3 40.00 11,211 18288 0 17,230 0 4

II

II-5

Design condition 6 25 79989

Draft 13.4112 m

Submersion 19,305 tons KG 14,246 m LCG 0

Tilt KA m Immersion LCB m Draft m TRIM m Repetitions wear tcnnia 0.00 0.0000 19 305 0 13.089 0 2 0.57 0.0084 1 9 305 0 1 3.089 0 1 5.00 0.0768 1 9 305 0 1 3.089 0 1 10.00 0,1744 19 3C5 -0 13 089 0 1 15.00 0,4797 19 3C5 -0 13 * 343 0 4 20.00 1,3178 19 305 -0 1/34 0 4 25.00 2,5217 19 3C5 0 15 ^ 486 0 3 30.00 5,777 19 305 0 16 * 069 0 3 35.00 9,427 19 305 0 16 * 786 0 3 40.00 10,200 19 3C5 -0 18 * 480 0 4

Design condition 7

Draft 15,240 m

Submersion 20 321 tonnes KG 13,716 m LCG 0

Tilt RA m Submersion LCB m Draft m TRIM m Repetitions angle tcnnia 0.00 0.0000 20 321 0 15.147 0 2 0.57 0.0132 20 321 0 15.147 0 1 5.00 0.1187 20 321 -0 15.147 0 1 10.00 0,2567 20 321 0 15,147 0 1 15.00 0,4350 20 321 0 15,147 0 1 20.00 0,8982 20 321 0 15,496 0 4 25.00 2,3065 20 321 -0 16,296 0 2 30.00 5,6189 20 321 0 16,641 0 3 35.00 8.7342 20 321 -0 17.526 0 3 40.00 9.2309 20 321 -0 19.546 0 4 II-6

Design condition 8 26 79989

Draft 21,336 m

Submersion 23369 tonnes KG 12,405 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetitions angle tons 0.00 0.0000 23369 0 21.332 0 2 0.57 0.0305 23369 0 21.321 0 1 5.00 0.2688 23369 0 21.321 0 1 10.00 0.55318 23369 0 21,321 0 1 15.00 1,1484 23369 0 20,734 0 4 20.00 1,95166 23369 0 19,786 0 4 25.00 2,9290 23369 0 18,758 0 4 30.00 5,2232 23369 0 18,694 0 3 35.00 6,3693 23369 0 20,182 0 4 40.00 6,62077 23369 0 22,550 0 4

Design condition 9

Draft 25,572 m

Submersion 25401 tonnes KG 1 1, 704 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetition angle tons 0.00 0.0000 25401 0 25.437 0 2 0.57 0.0520 25401 0 25.418 0 3 5.00 0.7119 25401 0 24.607 0 4 10.00 1.4769 25401 0 23,670 0 4 15.00 2,2820 25401 0 22,704 0 4 20.00 3,1524 25401 0 21,692 0 4 25.00 4,0056 25401 0 20,807 0 4 30.00 4,7316 25401 0 20,851 0 3 35.00 5,0955 25401 0 22,589 0 4 40.00 5,2682 25401 0 24,930 0 4 II-7 li 27 79989

Design condition 10

Draft 25,633 m

Submersion 25604 tonnes KG 1 1, 6 4 0 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetitions angle tons 0.00 0.0000 25604 0 25.657 0 2 0.57 0.1347 25604 0 25.59 0 3 5.00 0.8048 25604 0 24.786 0 4 10.00 1,5779 25604 0 23,850 0 4 15.00 2.3899 25694 0 22.884 0 4 20.00 3.2655 25604 0 21.872 0 4 25.00 4.0815 25604 0 21.060 0 4 30.00 4.6572 25604 0 21.174 0 3 35.00 4.9900 25604 0 22,876 0 4 40.00 5,1525 25604 0 25,203 0 4 II-8 28 79989

ii WBSS 20 ° TILT

II-9 li 29 79989

DYNAMIC STABILITY

Length of the vessel = 99,974 m

Water density = 9.975 m 2/1000 kg

Design condition 1

Draft 7.0104 m Submersion 15.241 tons KG 16.80 ra LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repeats gold tons 0.00 0.0000 15 241 0 6.775 0 5 0.57 0.942 15 241 0 6.775 0 1 5.00 3.624 15 241 0 7.919 0 2 10.00 5.717 15 241 -0 9,4646 0 2 15.00 7,674 15 241 0 11,101 0 2 20.00 9,555 15 241 -0 12,859 0 3 25.00 11,427 15 241 0 14,767 0 5 30.00 15,430 15 241 0 15,625 0 4 35.00 17,116 15 241 0 14,483 0 3 40.00 15,430 15 241 0 11,798 0 4

Design condition 2

Draft 7,284 m

Draft 16,257 tons KG 16,386 m LCG 0

Tilt RA m Immersion LCB ra Draft m TRIM ra Repeats angle tcnnia 0.00 0.000 16 257 -0 7.227 0 2 0.57 0.455 16 257 -0 7.340 0 2 5.00 2.309 16 257 -0 8.650 0 2 10.00 4.235 16 257 - 0 10,206 0 2 15.00 6,043 16 257 -0 11,846 0 2 20.00 7,789 16 257 0 13,608 0 2 25.00 9,736 16 257 0 15,477 0 4 30.00 14,599 16 257 -0 16,352 0 4 35.00 17,410 16 257 0 15,993 0 3 40.00 16,076 16 257 0 13,676 0 5 11-10

Design condition 3 30 79989

Draft 7,345 m

Submersion 16,458 tons KG 16,231 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repeats angle tons 0.00 0.000 16 458 -0 7.327 0 2 0.57 0.243 16 458 0 7.486 0 2 5.00 2.073 16 458 -0 8.803 0 2 10.00 3.975 16 458 0 10.353 0 2 15.00 5.763 16 458 -0 11.994 0 2 20.00 7.399 16 458 -0 13.758 0 2 25.00 9.479 16 458 -0 15.612 0 4 30.00 14.476 16 458 -0 16.484 0 4 35.00 17.398 16 458 -0 16.286 0 3 40.00 16.241 16 458 -0 14.146 0 5

Design condition 4

Draft 9,144 m

Submersion 17,374 tons KG 15,569 m LCG 0

Tilt RA m Draft LCB Draft m TRIM m Repetitions angle tons 0.00 0.000 17 374 0 9.065 0 2 0.57 0.088 17 374 0 9.066 0 2 5.00 1.0948 17 374 -0 9.504 0 4 10.00 2.8846 17 374 0 11,020 0 2 15.00 4,588 17 374 -0 12,665 0 2 20.00 6,242 17,374 0 14,432 0 2 25.00 8,483 17,374 0 16,195 0 4 30.00 13,901 17,374 0 17,059 0 4 35.00 16,941 17,374 0 17,562 0 3 40.00 16,857 17,374 0 18,022 0 3 11-11

Design condition 5 3, 79989

Draft 1 1, 277 m

Submersion 18441 tonnes KG 14,880 m LCG 0

Tilt- RA m Draft, LCB m Draft m TRIM m Repetitions as tonnes 0.00 0.000 18 441 0 11.094 0 2 0.57 0.076 18 441 -0 11.095 0 2 5.00 0.670 18 441 -0 11.165 0 2 10.00 1.799 18 441 0 11,921 0 4 15.00 3,381 18 441 -0 13,474 0 4 20.00 4,955 18 441 0 15,221 0 3 25.00 7,560 18 441 -0 16,835 0 4 30.00 13,111 18 441 -0 17,716 0 3 35.00 15,759 18 441 0 18,964 0 4 40.00 15,731 18 441 0 21,177 0 5

Design condition 6

Draft 13.4112 m

Submersion 19,508 tons KG 14,265 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repeats angle tonnes 0.00 0.000 19508 0 13.123 0 2 0.57 0.0667 19508 0 13.124 0 2 5.00 0.587 19508 0 13.192 0 2 10.00 1.2036 19508 0 13.402 0 2 15.00 2,378 19508 0 14.456 0 4 20.00 3.846 19508 0 16.102 0 4 25.00 6.902 19508 -0 17.442 0 4 30.00 12.213 19508 0 18.366 0 3 35.00 14.222 19508 0 20.229 0 4 40.00 14.275 19508 0 22.861 0 5 11-12

Design condition 7 32 79989

Draft 15.24 m

Submersion 20575 tons KG 13,716 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetitions as tons 0.00 0.000 20575 0 15.151 0 2 0.57 0.059 20575 -0 15.152 0 2 5.00 0.523 20575 0 15.218 0 2 10.00 1.073 20575 0 15.421 0 2 15.00 1.686 20575 0 15,788 0 4 20.00 2,927 20575 0 17,129 0 4 25.00 6,427 20575 0 18,051 0 3 30.00 11,238 20575 -0 19,005 0 3 35.00 12,732 20575 0 21,287 0 4 40.00 12,852 20575 0 24,168 0 5

Design condition 8

Draft 21,336 m

Submersion 23826 tonnes KG 12.344 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetition angle tons 0.00 -0,000 23826 0 21.334 0 2 0.57 0.0484 23826 0 21.335 0 2 5.00 0.4282 23826 0 21.394 0 2 10.00 0.8799 23826 0 21,569 0 4 15.00 1,8534 23826 0 21,058 0 4 20.00 3,1906 23826 0 20,307 0 3 25.00 5,7576 23826 0 20,016 0 4 30.00 8,181 23826 0 21,395 0 4 35.00 8,771 23826 0 24,101 0 4 40.00 9,002 23826 0 27,382 0 4 11-13 li

Design condition 9 33 79989

Draft 25,572 m

Submersion 26011 tonnes KG 11, 61 3 m LCG 0

Tilt RA m Immersion LCB m Draft m TRIM m Repetition angle tons 0.00 0.000 26011 0 25.488 0 2 0.57 0.0667 26011 0 25.446 0 3 5.00 0.8068 26011 0 24.665 0 4 10.00 1.7474 26011 0 23.805 0 4 15.00 2,8401 26011 0 22,966 0 4 20.00 4,13735 26011 0 22,153 0 4 25.00 5,3977 26011 0 21,883 0 4 30.00 6,2816 26011 0 23,678 0 4 35.00 6,7235 26011 0 26,334 0 4 40.00 6, 9223 26011 0 29,613 0 4

Design condition 10

Draft 25,633 m

Submersion 26011 tons KG 11,491 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetitions as tons 0.00 0.000 26011 0 25.752 0 2 0.57 0.2087 26011 0 25.737 0 3 5.00 0.9756 26011 0 24.995 0 4 10.00 1.9223 26011 0 24.135 0 4 15.00 3,0156 26011 0 23,293 0 4 20.00 4,2766 26011 0 22,518 0 4 25.00 5,3400 26011 0 22,422 0 3 30.00 5,9868 26011 0 24,178 0 4 35.00 6,3956 26011 0 26,802 0 4 40.00 6, 5873 26011 0 30,059 0 4 11-14 34 79989

iii WBSS 30 ° TILT

11-15 35 79989 DYNAMIC STABILITY 30 °

Length of the vessel = 99,974 m 3

Water density = 0.975 m / kg

Design condition 1

Draft 7.0104 m

Sinking 15749 tons KG 17,026 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repeats Angle of the tower 0.00 0.000 15749 -0 7.00156 0 2 0.57 1.1948 15749 0 7.0073 0 3 5.00 4.152 15749 0 8.4600 0 2 10.00 7.053 15749 0 10,209 0 2 15.00 9.6322 15749 0 12.088 0 2 20.00 11.976 15749 -0 14.130 0 3 25.00 14.810 15749 0 16.174 0 5 30.00 19.580 15749 0 16.561 0 4 35.00 19.146 15749 0 14.630 0 4 40.00 17.330 15749 0 11.9819 0 4

Design condition 2

Draft 7.28472 m

Draft 16257 tonnes KG 16.609 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetition angle tons 0.00 0.000 16257 0 7.227 0 2 0.57 0.615 16257 0 7.335 0 2 5.00 3,431 16257 0 8.823 0 2 10.00 6.230 16257 -0 10.577 0 2 15.00 8.724 16257 0 12,462 0 2 20.00 10,996 16257 0 14,503 0 3 25.00 14,076 16257 0 16,506 0 5 30.00 19,344 16257 -0 16,969 0 4 35.00 19,464 16257 0 15,360 0 4 40.00 17,722 16257 0 12,822 0 5 11-16

Design condition 3 36 79989

Draft 7,345 m

Submersion 16,460 tons KG 16,447 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetitions as tons 0.00 -0,000 16460 0 7,326 0 2 0,57 0,379 16460 0 7,503 0 2 5.00 3,1555 16460 0 8,969 0 2 10.00 5,916 16460 0 10,724 0 2 15.00 8,378 16460 0 12,607 0 2 20.00 10,622 16460 0 14,653 0 3 25.00 13,797 16460 0 16,631 0 5 30.00 19,230 16460 0 17,129 0 3 35.00 19,584 16460 0 15,677 0 4 40.00 17,870 16460 0 13,178 0 5

Design condition 4

Draft 9,144 m

Submersion 17578 tons KG 15,633 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetitions angle tons 0.00 -0,000 17578 0 9.286 0 2 0.57 0.157 17578 -0 9.288 0 2 5.00 1.764 17578 0 9.795 0 4 10.00 4.318 17578 0 11.532 0 2 15.00 6.618 17578 -0 13,422 0 2 20.00 8,727 17578 0 15,475 0 2 25.00 12,415 17578 -0 17,275 0 4 30.00 18,402 17578 0 17,996 0 3 35.00 20,120 17578 0 17,933 0 3 40.00 18,578 17578 0 15,776 0 5 li TT-17

Design condition 5 79989 37

Draft 11,277 m

Submersion 18695 tonnes KG 14,920 m LCG 0

Tilt RA m Uppourta LCB m Draft m TRIM m Repeats angle tonnes 0.00 -0,000 18695 0 11,247 0 2 0.57 0.1319 18695 -0 11.248 0 2 5.00 1.1606 18695 0 11.370 0 2 10.00 2.944 18695 -0 12,407 0 4 15.00 5,078 18695 -0 14,241 0 3 20.00 7,0704 18695 0 16,296 0 2 25.00 11,313 18695 0 17,880 0 4 30.00 17,303 18695 0 18,840 0 3 35.00 19,021 18695 0 20,384 0 4 40.00 18,710 18695 0 22,373 0 5

Design condition 6

Draft 13,411 m

Submersion 19812 tons KG 14,283 m LCG 0

Tilt RA m Immersion LCB m Draft m TRIM m Repetition angle tons 0.00 -0,000 19812 0 13,207 0 2 0.57 0.1118 19812 0 13.209 0 2 5.00 0.982 19812 0 13.325 0 2 10.00 1.999 19812 0 13.687 0 4 15.00 3,767 19812 -0 15,178 0 4 20.00 5,635 19812 0 17,154 0 4 25.00 10,435 19812 0 18,455 0 4 30.00 16,005 19812 0 19,665 0 3 35.00 17,202 19812 0 22,029 0 5 40.00 17,116 19812 0 24,925 0 5 11-18

Design condition 7 38 79989

Draft 15.24 m

Submersion 20930 tons KG 13.46 m LCG 0

Tilt FA m Draft LCB m Draft m TRIM m Repetition angle tons 0.00 0.000 20930 0 15.168 0 2 0.57 0.095 20930 -0 15.169 0 2 5.00 0.837 20930 0 15.281 0 2 10.00 1.705 20930 0 15.627 0 2 15.00 2.743 20930 0 16,361 0 4 20.00 4,650 20930 0 18,027 0 4 25.00 9,707 20930 0 19,013 0 4 30.00 14,559 20930 0 20,470 0 4 35.00 15,407 20930 0 23,283 0 5 40.00 15,416 20930 0 26,540 0 5

Design condition 8

Draft 21,336 m

Submersion 24,385 tons KG 12,293 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetition angle tons 0.00 0.000 24385 0 21.228 0 2 0.57 0.063 24385 0 21.229 0 2 5.00 0.557 24385 0 21.325 0 2 10.00 1.143 24385 0 21.610 0 4 15.00 2.395 24385 0 21,219 0 4 20.00 4,194 24385 0 20,613 0 3 25.00 7,907 24385 0 20,946 0 4 30.00 9,934 24385 0 23,122 0 4 35.00 10,517 24385 0 26,296 0 4 40.00 10,721 24385 0 30,088 0 5 li 11-19 39 79989

Design condition 9

Draft 25,572 m

Submersion 26620 tonnes KG 1 1, 567 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repeats angle tonnes 0.00 0.000 26620 0 25.149 0 2 0.57 0.0542 26620 0 25.150 0 2 5.00 0.8086 26620 0 24.542 0 4 10.00 1.8903 26620 0 23.747 0 4 15.00 3,2183 26620 0 23,006 0 4 20.00 4,876 26620 0 22,358 0 4 25.00 6,666 26620 0 22,738 0 4 30.00 7,562 26620 0 25.207 0 4 35.00 8.038 26620 0 28.355 0 4 40.00 8.248 26620 0 32.138 0 4

Design condition 10

Draft 25,633 m

Immersion 27128 tons KG 11, 418 m LCG 0

Tilt RA m Draft LCB m Draft m TRIM m Repetition angle tons 0.00 -0,000 27128 0 25.706 0 2 0.57 0.183 27128 0 25.672 0 3 5.00 1.004 27128 0 24.937 0 4 10.00 2.084 27128 0 24.154 0 4 15.00 3.401 27128 0 23,384 0 3 20.00 4,979 27128 0 22,791 0 4 25.00 6,336 27128 0 23,300 0 4 30.00 7,101 27128 0 25,739 0 4 35.00 7,551 27128 0 28,860 0 4 40.00 7,762 27128 0 32,629 0 4 11-20

iv VCG BASIC FORMAT

40 79989

VCG = 13.7 m, 20320 TONS OF SURFACE

UPPOUMA dBALLAST dBALL MOM TOTAL MOM KG

TONNES TONNIA m X TONNIA mx TONNIA m 25401 5080 18581 297304 11.70 23369 3048 11149 289872 12.41 20321 0 0 278723 13.72 19305 -1016 - 3716 275006 14.25 18289 -2032 - 7433 271290 14.83 17273 -3048 -11149 267574 15.49 16460 -3861 -13936 264601 16.08 16257 -4060 -14865 263858 16.23 15749 -4572 -16723 261999 16.64 11-21

II

v VCG 20 ° TILT

41 79989

VCG = 13.7 m, 20575 TONNES OF SURFACE

UPPOUMA dBALLAST dBALL MOM TOTAL MOM KG

TONNES TONNIA m X TONNIA mx TONNIA m 26417 5842 21369 363576 11.49 26611 5436 19882 362089 11.61 23826 3251 11892 294099 12.34 20575 0 0 282207 13.72 19629 -1067 - 3902 278305 14.26 18441 -2134 - 7804 274403 14.88 17374 -3201 -11706 270500 15.57 16460 -4115 -15051 267156 16.23 16257 -4318 -15794 266413 16.39 15749 -4826 -17652 264554 16.80 11-22

vi VCG 30 ° TILT

42 79989

VCG = 13.7 m, 20320 TONS OF SURFACE

UPPOUMA dBALLAST dBALL MOM TOTAL MOM KG

TONNES TONNIA mx TONNIA mx TONNIA m 27129 6198 22669 309754 11.42 26621 5690 20811 307896 11.57 24385 3455 12635 299720 12.29 20931 0 0 287084 13.72 19813 -1118 - 4088 282997 14.28 18695 -2235 14.92 17578 -3353 -12264 274821 15.63 16460 -4471 -16352 270733 16.45 16257 -4674 -17095 269989 16.61 15749 -5182 -18953 268131 17.03 11-23 43 79989

ANNEX III

DAMAGED STABILITY i BASIC FORM

iii WBSS 30 ° TILT

III-1 44 79989

Vessel name Basic form DATE

Damaged condition 2

Draft 15.24 m

Submersion 20320 tons VCG 13.72 m LCG 0 m

Damaged parts ID NO. Part Permeation Leakage Filling Density Free depth surface (m) (m "Vt) (m x t) 1 Pillar 1-S 1.00 7.32 0.975 0.0 3 Float 1-S 1.00 0.00 0.975 0.0

Characteristics of the damaged ship after leakage Sinkage = 20 320 tonnes LCG = - 0 m VCG = 13,72 m TCG = - 0 m

Transverse metacentre (0 degrees) = 23.94 m Metacentric height vertical. (0 °) = 10.23 m

Tilt Adjustment Submersion LCB m Draft m TRIM m Repeats as tons 0.000 -3.208 20320 1.082 19.85 -17.06 26 10.000 -1.754 20320 2.023 19.29 -18.21 11 20.000 -0.151 20320 1.691 19.62 -16, 28 7 30,000 2,666 20320 1,274 20,14 -14,02 12 40,000 4,495 20320 1,240 23,33 -17,68 10 III-2 45 79989

DAMAGED STABILITY

Vessel name Basic form DATE

Damaged condition 1

Draft 15.24 m

Submersion 20320 tons VCG 13.72 m LCG 0 m

Damaged parts ID NO. Part Permeation Leakage Filling Density Free depth surface (m) (m ^ / t) (m x t) 1 Pillar 1-S 1.00 7.32 0.975 0.0

Properties of the damaged ship after leakage

Submersion = 20320 tonnes LCG = -0 m VCG = 13.72 m TCG = -0 m

Transverse metacentre (0 degrees) = 13.73 m

Metacentric height vertical. (0 degrees) = 0.015 m

Tilt Adjustment Countersinking LCB m Draft m TRIM m Repeats angle tons 0.000 -1.142 20320 0.853 17.48 -10.32 19 10.000 -0.928 20320 1.548 17.74 -13.25 9 20,000 0.124 20320 0.981 17.57 - 8.83 7 30,000 4,154 20320 0,478 17,65 - 4,86 9 40 000 6,779 20320 0,521 20,93 - 6,85 10 III-3 46 79989

DAMAGED STABILITY Vessel name 30 ^ wide DATE

Damaged condition 1

Draft 15.24 m

Submersion 20930 tons VCG 13.72 m LCG 0 m

Damaged parts ID NO. Part Permeation Leakage Filling Density Free depth surface (m) (m ^ / t) (m x t) 1 Pillar 1-S 1.00 7.32 0.975 0.0

Properties of the damaged ship after leakage

Submersion = 20930 tonnes LCG = -0 m VCG = 13.72 m TCG = -0 m

Transverse metacentre (0 degrees) = 19.79 m

Metacentric height vertical. (0 degrees) = 6.07 m

Tilt Adjustment Submersion LCB m Draft m TRIM m Repetition angle tons 0.000 -1.615 20930 0.783 17.455 - 9.680 18 10,000 0.295 20930 1,450 18,217 -12,310 8 20,000 2,919 20930 0.713 19,226 - 6,248 7 30,000 10,820 20930 0,585 21,726 0.627 28.038 -8.336 14 III-4 47 79989

Vessel name 30 ° wide PVM

Damaged condition 2

Draft 15.24 m

Submersion 20930 tons VCG 13.72 m LCG 0 m

Damaged parts ID NO. Part Permeation Leakage Filling Density Free depth surface (m) (m ^ / t) (mxt) 1 Pillar 1-S 1.00 7.32 0.975 0.0 3 Float 1-S 1.00 0.00 0.975 0, 0

Properties of the damaged ship after leakage

Submersion = 20930 tonnes LCG = -0 m VCG = 13.72 m TCG = -0 m

Transverse metacentre (0 degrees) = 29.18 m

Metacentric height vertical. (0 degrees) = 15.47 m

Tilt-Adjustment support Draft LCB m Draft m TRIM m Repeats angle tons 0.000 -4.612 20930 1.04 19.84 -16.72 23: 10,000 -2.099 20930 1.89 19.66 -16.78 7 20.000 1.478 20930 1, 36 20.75 -12.65 10 30,000 6,753 20930 1.19 23.50 -13.02 9 40,000 8,211 20930 1.14 29.43 -15.95 16 III-5

Claims (8)

A wide hull semi-submersible vessel comprising a deck (10), means including a plurality of stability columns (20) exiting the deck, means (30) connected to the lower end of each gravity to provide a wide floating base and means (64, 66) for unloading and taking ballast, characterized in , that the stability bars extend downwards and outwards from the bottom of both the left and right sides of the deck to change the effective width of the vessel as a function of draft. Vessel according to claim 1, characterized in that the means for providing the base comprises a pair of longitudinally elongated pontoons connected to the lower ends of the stability columns on each side of the vessel. Vessel according to Claim 1 or 2, characterized in that the cover is watertight. Vessel according to one of Claims 1 to 3, characterized in that the elongate, horizontal hollow projections (54, 56) are arranged up to the bottom of both the left and right sides above the stability columns. Vessel according to one of Claims 1 to 4, characterized in that the inner surfaces (58, 60) of the projections extend downwards and outwards from the central part (52) of the deck at the same angle as the gravity bars. Vessel according to one of Claims 1 to 5, characterized in that the stability bars extend downwards and outwards at an angle of more than 0 and less than 90 °. Method for breaking an ice mass with a wide-body semi-submersible tank according to one of Claims 1 to 6, characterized in that by unloading and taking the ballast 49 79989 onto the vessel, gravity-contactors are brought into contact with the ice mass. A method according to claim 7, characterized in that the buoyancy of the vessel is continuously changed in order to raise and lower the vessel. so 79989