Configuración de la Profino Revolution Lite

A. General Requirements

1. Stability and freeboard shall satisfy the requirements of the regulations applicable to the type ofunit and location in question. Particularly, it has to bedetermined whether the unit is to be regarded as aship or a mobile offshore installation.

2. For ship-type units guidance is given under C to E below. Depending on the decision of the Administration, such units may be regarded as "special- purpose ships", e.g. with a view to watertight subdivision (see Rules for Hull, Vol. II, Section 29, II C).

The arrangement of collision and peak bulkheads may be specially considered, if mooring facilities are provided at the vessel's end.

3. For mobile offshore units, e.g. semi-

submersibles, the provisions of the IMO "Code for

the Construction and Equipment of Mobile

OffshoreDrilling Units" are applicable. See also Rules forSpecific Type of Units and Equipment, Volume 3, Section 3.

4. A computer-based stability-control and

checking system will generally be required.

B. Documents for Approval

1. A "Stability Booklet" is to be prepared and submitted for approval, containing all relevant information and instructions related to floatability and stability of the unit, in all modes of operation. The Stability Booklet may be part of the general Operations Manual (see Section 1, D. 1.).

2. Plans/documents for the following items are to be submitted for approval, apart from the Stability Booklet:

– general arrangement and detail plans,

containing information on the location of controlrooms; watertight and weathertight doors andhatches; windows, sidescuttles and any otheropenings, particularly down-

flooding openings.

– seawater ballast system; solid ballast, if any.

– piping systems, including points of

discharge.

– intact and damage stability calculations.

– information on computer control

(hardware/software).

– control systems related to the items

listed above.

C. Watertight Integrity; Freeboard

1. Watertight integrity shall generally be achieved according to established shipbuilding practice and has to be in line with the provisions of theInternational Convention on Load Lines (1966), if applicable. Any external openings necessary during normal operations, below the down-flooding level as defined in the stability calculations, shall be keptunder constant control and be capable of being closed immediately from a central control/operating station. 2. The number of openings in watertight bulk heads shall be kept as small as possible. Any necessary penetrations shall be designed according to acknowledged standards. Closing appliances for internal openings shall be capable of being operated from a constantly accessible control room (see above) as well as locally from both sides of the bulkhead.

3. Any doors, hatch-covers, etc., relevant

regarding the considerations mentioned above, shall beclearly marked to this effect.

4. The freeboard shall comply with the

provisions of the International Convention on Load Lines(1966), where applicable to the type of unit, with possible modifications due to the damage stabilityrequirements (see E. below).

D. Intact Stability

1. Sufficient stability of the production unit has to be demonstrated for all operating and emergency conditions as described in Section 3. In the stability calculations it is usually assumed that the unit is floating free, without restraints from mooring lines or Section 6 - Subdivision, Stability, Freeboard A, B, C, D 6 - 1

risers. While such restraints will normally have a stabilizing effect, any possible negative influences, e.g. due to asymmetrical/incomplete mooringand riser arrangements, shall be carefully considered.

2. The intact stability criteria of IMO Intact Stability Code shall generally be observed. For semi- submersible units, see also the IMO Code for Mobile Offshore Drilling Units, and Rules for Specific Type of Units and Equipment, Volume 3, Section 3.

3. Particularly regarding wind heeling

moments and icing, reference is made to the regulations mentioned above. Wind forces may be calculated according to the indications given in Section 3, B.and D. The wind heeling moment curve is to be determined for a sufficient number of heeling angles upto an angle beyond the "second intercept" (crossingpoint) with the righting moment curve.

Wind tunnel tests may be required/recommended in particular cases.

4. For all operating and emergency conditions, the effect of free liquid surfaces in tanks and containments shall be accounted for in the stability calculations. The principle that the number of tanks with partial filling should be kept at a minimum should always be observed. The tanks/containments which may be filled only partially during normal operations,and those for which partial filling is not allowed forextreme environment conditions or during transit and/or installation operations, shall be clearly statedin the Stability Booklet and Operations Manual.

5. Any anticipated lifting operations using the unit’s own facilities shall be accounted for in the stability calculations, where relevant.

6. Inclining Test: An inclining test is to be carried out with the unit as near to completion as possible, in order to determine/check the center(s) of gravity assumed in the calculations. The results shall be recorded in the Stability Booklet, and the necessary corrections made.

E. Subdivision; Damage Stability

1. The unit shall have a freeboard and shall be subdivided in such a way as to ensure sufficient buoyancy and stability to sustain flooding of compartments as defined in the applicable regulations. As a minimum requirement, the 1-compartment status isto be achieved (see 6. below).

2. For ship-type units including storage facilities, considered as new buildings whose delivered onor after 6 July 1996 the double - hull requirementsaccording to Regulation 19, Annex I, MARPOL73/78(IMO) have to be observed.

Exemptions regarding a double bottom requirement may be considered for units which will not be able to leave the location with oil storage and fuel tanks (partially) filled.

3. In the damaged/flooded condition,

considering increased draught, heel and trim, and the heelingeffect of wind with a (sustained) speed of 25,8 m/s (50 knots) blowing from any direction, the resulting waterline shall still remain below any opening through which progressive flooding may occur.

4. Any means provided to counter act heeling, e.g. shifting of water ballast, may not be taken into account when determining the final waterline mentioned above.

5. All structures mounted on deck shall be designed to withstand the maximum angles of inclination of the unit in the damaged condition. See alsoSection 4, C.

6. Damage assumptions

6.1 Any one compartment adjacent to the sea shall be considered damaged to the following extent: – depth of damage (penetration): 1,5 m – vertical extent: From the base line upwards

to the uppermost continuous deck.

– horizontal extent (along hull): Full length of compartment, minimum 3 m. (i.e., in case of bulkheads placed closer than 3 m, two com- partments will be considered flooded). 6.2 All piping, ducts etc., within the extent defined above are to be considered damaged. Effective/positive means of closure are to be provided topreclude flooding of other compartments.

6.3 For column-stabilized (semi-submersible) units, see also Rules mentioned in A.3. for details regarding damage assumptions, means to ensure watertight integrity, and ballast system.

Section 7