BARGE BALLASTING, STABILITY AND LONGITUDINAL STRENGTH DURING TRANSPORTATION OF

JACKET

1. PROCEDURE

1.1 DATA REQUIRED

General arrangement of Barge
Principle dimensions of Barge
The lightship weight and COG of the barge.
Cargo Characteristics
Tank Plan

1.2 ANALYSIS PROCEDURE

STABILITY (INTACT & FLOODED)

To calculate stability a single body model will be used. The model consists of one rigid body composed of
several compartments. The weights of all items will be modelled as point loads with correct inertia properties.

INTACT STABILITY
In intact stability condition it is considered that there is no damage in compartments. The software perform
the hydrostatic analysis by ballasting the tanks to achieve the equilibrium.
The criteria for intact stability of barge is as follows

Barge would have to meet the following criteria:

Range of intact stability shall be more than 36 degrees.
The area under the righting moment curve to the second intercept of the righting and wind
overturning moment curves or the down-flooding angle, whichever is less, shall be not less than 40%
in excess of the area under the overturning moment curve to the same limiting angle. The wind
velocity taken for overturning moment calculations shall be the lesser of the design wind speed or
100 knots.

Metacentric height (GM) shall be positive throughout the range shown in 1.1. The initial metacentric
height, GM0, should be adequate to provide positive control with a margin for computational
inaccuracy. A GM0 of around 1.0 m will normally be required, and in any case shall not be less than
0.15 m.

DAMAGED STABILITY
In damage stability condition it is considered that any of the compartment of the barge is damaged and the
compartment is fully flooded with seawater. In the damaged condition, the barge should meet following
criteria

The tow should have positive stability with any one compartment flooded.
The area under the righting moment curve from the angle of loll to the second intercept of the
righting and wind overturning moment curves or the down-flooding angle, whichever is less, shall be
not less than 40% in excess of the area under the wind overturning moment curve to the same
limiting angle
1.6. The wind velocity taken for overturning moment calculations shall be 25meters/second.

LONGITUDINAL STRENGTH
The barge longitudinal loading has been calculated considering the weight distribution of the barge, Cargo
and ballast water and the loading due to a hogging and sagging wave.

Once the maximum cargo loading the barge global longitudinal strength shall be carried out to check whether
within this load the barge will still have adequate shear and bending moment capacity or not.

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The allowable bending moment is calculated based on minimum Mid-ship Section Modulus in accordance
with Biro Klasifikasi Indonesia (BKI) Rules for Classification & Construction of Seagoing Ships, Volume II
Rules for Hull, Section 5 Longitudinal Strength, Sub-section 5.C.2 BKI 2004 with ASTM A-36

SHEAR STRENGTH
The allowable shear force is also calculated based on minimum Mid-ship Shear Area from the vessels
construction drawings; which is computed from two (2) of existing Side-Shell Plates 8.0 mm thickness and
one (1) of existing Longitudinal Bulkhead plate 8.0 mm thickness, using ASTM A-36 material grade. The
calculated allowable shear force for this typical barge 180Ft is

BUCKLING CALCULATIONS

1.3 SOFTWARE TO BE USED

MOSES:- Moses is Hydrostatic and hydrodynamic Analysis software for offshore installation and platform
design. It provides a complete range of functions, from modeling of hulls and calculation of stability, to
prediction of motions, mooring analysis, structural analysis, and jacket launch. This suite can be used for
new or existing FPSO and platform studies, as well as for transportation and installation analysis. The
software can import SACS models of topsides or cargo structures.

1.4 RESULTS

STABILITY (INTACT & FLOODED)

LONGITUDINAL STRENGTH
SHEAR STRENGTH
BUCKLING CALCULATIONS

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