875-E398-01 R0 Structural Calculations_FEA_and Report.pdf

REV ZONE DRAWN CHKD

GENERAL NOTES

RESERVATIONS

NO.

SIZE REV

A 0

DATE: SCALE:

REVISION HISTORY

DESCRIPTION DATE

MARINE DESIGN CENTER

APP'D BY: PROJECT NO. DWG. NO.

3219 875-E398-01

STRUCTURAL CALCULATIONS, FEA, AND REPORT20OCT21 21709

DATE: BHGI PROJ #:

NTS

DRAWN BY: CHECKED BY: Barge Modification

TLL GWB

REFERENCES

DESCRIPTION DWG NO. REV.

Contents References

I. Introduction

II. Methodology

A. Geometry & Mesh

1. Preliminary Analyses on Submodels

B. Loads & Constraints

III. Load Cases

A. Crane Lifts

B. Crane Tie-Down System

IV. Criteria

A. Stresses

B. Buckling

C. Scope of Work Note

V. FEA Results & Analysis

A. Deflection

B. Stresses

1. Load Case 1

2. Locations of Interest

C. Buckling

VI. Crane Stops

A. Geometry, Mesh, Loads, & Constraints

B. FEA Results & Analysis

VII. Conclusion

Appendices Appendix A: GHS Data for Crane Lifts ........................................................................................................ A-1

References

[1] ABS, Rules for Building & Classing Marine Vessels, 2021.

[2] BHGI, 875-E307-01R2 Installation - Deck Plans, 2021.

[3] BHGI, 875-E309-01R2 Installation - Transverse Bhds & Frames, 2021.

[4] BHGI, 875-E311-02R3 Installation - Longitudinal Structure, 2021.

[5] BHGI, 875-E330-02R1 Crane Tie-Down System, 2021.

[6] BHGI, 875-E399-01R1 ABS Structural Calculations, 2021.

[7] BHGI, 875-B065-01R0 Loads Sketch, 2021.

[8] ABS, Rules for Steel Vessels for Service on Rivers and Intracoastal Waterways, 2021.

[9] USACE MDC, Scope of Work: 3219 CELRL Olmsted Ringer Crane Barge Retrofit, 2021.

[10] ABS, Guide for Certification of Container Securing Systems, 2021.

I. Introduction Bristol Harbor Group, Inc. (BHGI) has been contracted by the US Army Corps of Engineers (USACE) Marine Design Center (MDC) to modify the design of the Olmsted Ringer Crane Barge structure to safely support a Manitowoc 16000 crawler crane for the USACE, Louisville District (CELRL).

This report presents the results of a finite element analysis (FEA) carried out to assess conformance of the design to the prescriptions of ABS Marine Vessel Rules (MVR): Part 3, Chapter 2, Section 20 (3-2-20), Guidance on Finite Element Analysis [1].

Load cases were selected based on crane picks that would either cause worst-case still water bending moments or apply peak crane ground bearing loads on deck. In total, five key load cases were investigated. One of those five load cases was run a second time to investigate the effects of crane tie-down loads. In each case, the barge (as well as crane stops and backup structure, as applicable) was assessed for von Mises stresses and buckling.

The model was then expanded to include a set of crane stops on the barge deck. Again, one of the five key load cases was run another time to investigate stresses and buckling of the barge and crane stops.

The results from this FEA work indicate global structural adequacy and that the barge satisfies ABS rules.

II. Methodology A. Geometry & Mesh

Modeling and meshing for the barge, completed in Femap (version 2021.2), are based on the drawings in Refs. [2], [3], and [4].

The global finite element model (FEM) spans from Frame (Fr) 4 to the transom at Fr 32 and includes the entirety of the recessed deck. Note that half a frame length forward of Fr 4 is included in the model to facilitate the application of constraints at the cut plane boundaries. Figure 1 through Figure 6 present the barge geometry and the mesh of the FEM.

Shell elements are primarily used to model the hull geometry for plating, attached stiffeners, and brackets. Beam elements are used only to model truss diagonals. A simplification is made to omit the conduit structure on main deck as its purpose is not related to adding structural strength to the barge.

Effects of the crane tie-down loads on the barge are investigated, but the tie-downs themselves are not modeled. Details of the tie-down system are shown in Ref. [5].

A nominal edge length of 4” was used for the structure. The global mesh is composed of ~821,000 elements in total (~819,000 shell elements and ~2,000 beam elements). Per the referenced barge drawings, ABS Grade A steel material properties were assigned to all elements. This global 3-D model allows for determination of von Mises stresses in the members in order to satisfy the prescriptions of the referenced rules.

Then, from the global model, a submodel consisting of Fr 11 through Fr 31 (plus half a frame forward and aft) was extracted and used in the buckling analysis. This submodel is shown in Figure 7.

Figure 1: Global FEM – External Shell Plating

Figure 2: FEM – Internal Structure

Figure 3: FEM – Typical Transverse Bulkhead

Figure 4: FEM – Typical Transverse Frame

Figure 5: FEM – Radial Structure

Figure 6: FEM – Transom

Figure 7: FEM – Buckling Submodel

1. Preliminary Analyses on Submodels It should be noted that the global FEM for the barge was developed in smaller submodels. These submodels were analyzed as preliminary checks for major issues in the structure at areas of interest so that the issues could be mitigated earlier in the modeling process. Areas of interest include a typical frame in way of the recessed deck but clear of the ringer structure, at the recessed deck step (Fr 13), and at the transom.

Results of the preliminary submodel FEAs, which are not included in this report, led to the following additions or modifications, which are symmetric to port and starboard:

Added diagonal truss members (L4x4x½”) between 25’ Off-Centerline (OCL) Longitudinal Bulkhead (Bhd) and 37’-6” OCL Longitudinal Bhd at frames aft of Fr 13.

Added diagonal truss members (L4x4x½”) between 37’-6” OCL Longitudinal Bhd and Side Shell at frames aft of Fr 13.

Thickened upper portion of 25’ OCL Longitudinal Bhd to ½” at frames aft of Fr 13.

Thickened upper portion of 25’ OCL Longitudinal Bhd Vertical to ¾”. Thickened corresponding corner brackets to ¾” and extended their flanges to meet with the Bhd Longitudinals.

At the corners of the recessed deck at Fr 13, 1” insert plates were also added. While the preliminary analyses did not indicate that the corners are of concern, these corners are near amidships where a large range of stresses due to barge hog and sag are expected to occur. The insert plates strengthen those corners to help protect against fatigue over the lifespan of the barge.

These revisions have been incorporated into the referenced structural drawings and the final global

FEM.

An additional FEA was run on the submodel made in way of the deck recess step at Fr 13 near amidships to further confirm that longitudinal strength of the barge is sufficient. In Ref. [6], longitudinal strength calculations were completed to determine and compare the required section modulus to the actual section modulus of the barge. The required section modulus calculation is, in part, based on the maximum expected still water bending moment, which is ~12,000 LT-ft for the barge of interest. The actual section modulus passes the requirement. From that longitudinal strength calculation, a “maximum allowable” still water bending moment was back-calculated from the actual section modulus.

This maximum allowable still water bending moment was computed to be ~18,000 LT-ft, which exceeds the expected maximum bending moment by ~50%. Then, a fictitious overload case was created for the barge. Starting with an actual crane lift load case (Load Case 5 from Section III.A), a fictitious ballast-type load was added to the barge until the maximum allowable still water bending moment was achieved.

This overload case was modeled per the method described in Section II.B. After analyzing the stress results from the FEA of this submodel and overload case, longitudinal strength of the barge was further confirmed to be sufficient, as all stresses satisfy the criterion prescribed in Section IV.A.

B. Loads & Constraints To load and balance the barge, first, each load case was modeled in General Hydrostatics (GHS). Crane ground bearing loads and barge self-weight were applied to the barge model in GHS. The program used those inputs and solved for the flotation plane (for the hydrostatic load), shear load distribution, and bending moment distribution to create a balanced model. Descriptions of the load cases analyzed with FEA are in Section III. The GHS data for each of those load case, as well as additional crane lift load cases not analyzed with FEA, are presented in Appendix A.

Then, in the global FEM, crane ground bearing loads were applied to the deck plating, and hydrostatic loads to the bottom, side, and transom shell plating, as distributed pressure loads. Gravitational acceleration was included to capture the self-weight of the model. For boundary conditions that balance the model, the GHS-calculated shear and moment loads were applied to the nodes at the cut plane of the FEM. Because the transom shell plating is included in the global FEM, the hydrostatic load included a longitudinal force component, which was unbalanced due to the absence of the bow area from the model; therefore, an additional force and corresponding moment was applied to the cut plane nodes to balance the model.

When included in the FEA, crane tie-down loads were applied to the deck plating as nodal loads over the area of each tie-down attached to the deck; note that these tie-down loads are minimal enough relative to the rest of the applied loads to not be necessary to model in GHS.

The method of inertia relief was used to address any of the small residual force imbalances that remained by providing numerical stabilization.

Figure 8 and Figure 9, which present Load Case 1 from Section III.A, are representative of how various loads are applied to the FEM.

For the buckling submodel, enforced displacements from the global FEM’s static solution were applied at the forward and aft extents of the section as boundary conditions, with all loads within the section remaining as above.

Figure 8: Loads – Crane Ground Bearing and Hydrostatic Loads (Load Case 1 Shown)

Figure 9: Loads – Cut Plane Loads

III. Load Cases The barge of interest must safely support a Manitowoc 16000 crawler crane which runs along a set of tracks from about amidships to the aft end. Ref. [6] provides information on six numbered crane lifts, and Ref. [7] on four numbered key crane lift locations at which the crane lifts may occur. At each location, the crane boom may extend either forward or aft, at a critical angle determined by 3D Lift Plan, as per USACE direction. See Appendix A for further data related to the barge’s crane lifts.

A. Crane Lifts Crane lift load cases included in this report’s FEA work were selected to include ones that cause maximum hog, sag, or shear in the hull, or that apply a peak crane ground bearing load on deck. Table 1 provides a brief description of the load cases analyzed with FEA.

Table 1: Crane Lift Load Case Descriptions

To simplify these analyses, typically, only the crane bearing pressure loads were modeled for the FEA while the crane tie-down system and crane stop loads were omitted and analyzed separately.

B. Crane Tie-Down System In addition to the crane ground bearing load effects on the barge, the crane tie-down system is also of interest. The tie-down system effects were analyzed near amidships in a representative crane lift Load Case 2, which corresponds to the worst sag condition. For this case, the same loads and constraints from crane lift Load Case 2 are modeled, and then the tie-down loads are applied to the main deck. See Refs. [5] and [6] for details on the crane tie-down system and loads.

Table 2: Crane Tie-Down System Load Case Descriptions

Load Case

Lift Number

Location Number

Crane Direction Description

1 BHGI1 2 Aft Max hog & approx. max shear case

2 BHGI1 1 Fwd Max sag case

3 BHGI1 2 Fwd Peak deck load @ ~Fr 26 on radial bhd

4 4 3 Aft Peak deck load @ ~Fr 28 on ring bhd

5 4 1 Fwd Peak deck load overall

Load Case

Location Number

Crane Direction

6 1 Fwd

BHGI1

w/ tie-down loads

Lift Number

IV. Criteria A. Stresses

The barge of interest is to be in accordance with ABS Rules for Steel Vessels for Service on Rivers and Intracoastal Waterways (Rivers and Waterways) [8], per the referenced drawings, Refs. [2], [3], and [4].

However, ABS Rules for Rivers and Waterways do not include criteria for a finite element analysis;

therefore, ABS MVR [1] is invoked.

ABS MVR 3-2-20, Guidance on Finite Element Analysis, provides von Mises stress criteria for FEA plate element models with static loading. Per Table 2 of this section, the stress limits are variable with mesh size. The barge FEM nominal element edge length is 4”, and typical stiffener spacing is 30”, which corresponds to a mesh size of 13.3% of stiffener spacing (written as 1/7.5 x SS in ABS MVR).

Therefore, based on ABS MVR 3-2-20, the criterion used for the barge for static loading is as follows:

von Mises stress ≤ 0.78SmFy where: Sm = 1.0 for mild steel Fy = 34 ksi for grade A steel, for plate ≤ 1” thick = 32 ksi for grade A steel, for plate > 1” thick

Note: Some of the barge’s plating is thicker than 1”, so the corresponding lower yield strength is used for the stress criterion for simplification while being conservative.

von Mises stress ≤ 24.96 ksi

B. Buckling BHGI’s general acceptance criterion for linear eigenvalue buckling (Euler buckling) is a minimum buckling load factor (BLF) of 3.0. This allows for adequate margin since this is an inherently under-conservative analysis which does not take account of any initial imperfections or load perturbations.

C. Scope of Work Note Note that this barge’s Scope of Work document [9] states that its structure is to be analyzed for the following:

1. Bending stress

2. Axial tension stress

3. Axial compression stress (buckling)

4. Interaction of axial and bending stress, where applicable

5. Shear stress

6. Bearing stress

7. Hencky-von Mises (HVM) combined stress

Items 3 and 7 for eigenvalue buckling and von Mises stresses, respectively, are directly addressed in this report. The von Mises combined stresses holistically include the constituent stress components, and unless indicated otherwise by significant hot spots, further stress analysis would not be necessary.

Furthermore, Item 7 is consistent with ABS MVR [1] criteria for post-processing FEA results, which do not go into detail for constituent stress components for shell models.

V. FEA Results & Analysis Each of the load cases described in Section III was first run for the global model with NASTRAN using a linear static solution for stress and deflection, and then a linear eigenvalue buckling solution was run for the submodel to determine the first six buckling modes.

The following sections present holistic results from Load Case 1 and at locations of interest in their worst load case (including in way of the crane tie-downs) as well as from the buckling analysis. Results for all load cases investigated indicate stresses and buckling load factors pass the criteria put forth in Section

IV.

(Note that results for the global FEM are shown for Fr 11 to Fr 32 only, which omits boundary condition effects at the forwardmost end of the model.)

A. Deflection Figure 10 shows deflections for Load Case 1. The contour scale ranges from 0 in (blue) to 0.5 in (red).

Figure 10: Load Case 1 – Deflections (in) – Shell Plating

B. Stresses For each load case, von Mises stresses were evaluated and found to pass the stress criterion.

1. Load Case 1 The following presents the von Mises stress distribution for Load Case 1. This load case was selected for holistic presentation because it corresponds to the expected worst-case still water bending moment for the barge and also corresponds to the lowest buckling load factor of the load cases investigated.

In the figures below, the contour scale ranges from 0 ksi (blue) to 30 ksi (red).

Figure 11 shows stresses in the shell plating.

Figure 12 shows stresses in the internal structure.

Figure 13 shows stresses in the main deck plating and stiffeners.

Figure 14 shows stresses in the bottom shell and stiffeners.

Figure 15 shows stresses in the side shell, transverse bulkheads, radial bulkheads, and stiffeners.

Figure 16 shows stresses in the internal longitudinal bulkheads and stiffeners.

Figure 17 shows stresses in the diagonals, with the internal longitudinal bulkheads shown for reference.

Figure 11: Load Case 1 – von Mises Stress (ksi) – Shell Plating

Figure 12: Load Case 1 – von Mises Stress (ksi) – Internal Structure

Figure 13: Load Case 1 – von Mises Stress (ksi) – Main Deck Plate & Stiffeners

Figure 14: Load Case 1 – von Mises Stress (ksi) – Bottom Shell & Stiffeners

Figure 15: Load Case 1 – von Mises Stress (ksi) – Side Shell, Transverse Bulkheads, Radial Bulkheads, & Stiffeners

Figure 16: Load Case 1 – von Mises Stress (ksi) – Internal Longitudinal Bulkheads & Stiffeners

Figure 17: Load Case 1 – von Mises Stress (ksi) – Diagonals with Internal Longitudinal Bulkheads for Reference

2. Locations of Interest The following presents the von Mises stress distribution, with annotations, at several locations of interest for their respective worst-case load cases. These areas were selected for presentation because they correspond to structure with relatively high stresses compared to the rest of the barge; however, these locations do not have high enough stresses relative to the stress criterion in Section IV.A to be of concern.

In the figures below, the contour scale ranges from 0 ksi (blue) to 30 ksi (red).

Figure 18 shows stresses due to Load Case 3 in the main deck and shell plating.

Figure 19 and Figure 20 show stresses due to Load Case 1 in the internal structure.

Figure 21 shows stresses due to Load Case 2 in the internal structure.

Figure 22 shows stresses due to Load Case 6 (tie-downs included) in the main deck and shell plating.

Table 3 presents stress results at the identified locations of interest. These stresses are compared to the stress criterion.

Figure 18: Load Case 3 – von Mises Stress (ksi) – Shell Plating

Figure 19: Load Case 1 – von Mises Stress (ksi) – Internal Structure

Figure 20: Load Case 1 – von Mises Stress (ksi) – Internal Structure

Figure 21: Load Case 2 – von Mises Stress (ksi) – Internal Structure

Figure 22: Load Case 6 – von Mises Stress (ksi) – Shell Plating

Table 3: von Mises Stress Assessment

ID Description

Case vM Stress [ksi]

Criterion [ksi] Status Ratio

A Main Deck Pl 3 14.7 25.0 Pass 0.59

B CL Bhd Aft of Radial Struct 1 7.8 25.0 Pass 0.31

C CL Bhd IWO Recess Step 1 16.5 25.0 Pass 0.66

D 25' OCL CL Bhd Vert 2 9.8 25.0 Pass 0.39

E Main Deck Pl IWO Tie-Downs 6 6.6 25.0 Pass 0.26

C. Buckling For each load case, the first six buckling mode shapes (eigenvectors) and buckling load factors (BLFs or eigenvalues) were determined.

Figure 23 shows the first buckling mode shape, which occurs in the centerline bulkhead, and corresponding BLF for Load Case 1, which had the lowest BLF of the load cases investigated.

Table 4 presents the first-mode BLF value for each load case and compares them to the buckling criterion.

The first BLF for each load case investigated pass the buckling criterion.

Figure 23: Load Case 1 – Deflections (in) in 1st Mode of Buckling

Table 4: Buckling Assessment

Case

BLF

(1st Mode) Criterion Status Ratio

1 3.67 3.00 Pass 1.22

2 5.91 3.00 Pass 1.97

3 5.32 3.00 Pass 1.77

4 4.95 3.00 Pass 1.65

5 5.80 3.00 Pass 1.93

6 5.91 3.00 Pass 1.97

VI. Crane Stops A. Geometry, Mesh, Loads, & Constraints

The crane stops were analyzed by utilizing an expanded model that included the crane stops at the forward ends of the tracks. The results for the crane stops at the stern are expected to be similar or improved, since the loads are similar, and they are supported by the full depth of transom plating and associated stiffeners.

Figure 24 through Figure 25 show the geometry of the crane stops, and Figure 26 through Figure 29 show the mesh of the crane stops and its integration with the mesh on and below the main deck. In order to accurately capture the details of the crane stop stiffeners, an element edge length of 3” was applied, with a transition mesh between the stops, the main deck, and the supporting under-deck structure.

Figure 30 through Figure 31 show a sub-model with enforced boundary conditions extracted for a linear eigenvalue buckling analysis.

Figure 32 through Figure 33 show the loads applied to the crane stops and treads. The crane stop loads were additive to Load Case 5, as described in Section III.A. These additional loads were calculated using the mass of the crane and the transverse and longitudinal accelerations that the crane experiences. The accelerations were estimated using the ABS Guide for Certification of Container Securing Systems [10] Section 6 Securing System Design Principles, Subsection 3 Design Loads, as a general guide, which provides calculations for accelerations experienced by an object on deck as a function of vessel geometry. The accelerations were found at a transit condition and lifting condition. The transit condition utilized the crane mass and deck immersion angles in pitch and roll, while the lifting condition utilized the crane and lift load mass at the maximum crane operating angle of 2°. The transit accelerations were found to be greater. Therefore, ABS calculated pitch and roll angles (designed for seafaring containerships) were replaced with this vessel's deck immersion angles in pitch and roll, as the maximum angles to design the stops for. This process gave maximum longitudinal and transverse loads.

The total longitudinal load was applied to the stops, divided equally between port and starboard sides, and distributed across an area of 5'-0" x 9" on each, indicative of the tread acting against the uppermost 9" beam stacked in the crane stop. The transverse load acting on the crane stops due to friction was distributed across these same areas, normal to the applied longitudinal. The transverse load acting on the crane treads due to friction (the balance of the total transverse load not supported by friction at the stops), was distributed across the crane tread contact areas. Transverse friction loads assumed a coefficient of friction of 0.3.

Total loads on the treads and stops, combining the longitudinal and transverse loads described above with the vertical loads from Load Case 5, were as follows:

Crane Stops:

o Fx = 64.4 kips (TOTAL P/S) o Fy = 19.3 kips (TOTAL P/S)

Crane Treads:

o Fy = 96.9 kips (PORT), 126.4 kips (STBD) o Fz = 427.1 kips (PORT), 558.3 kips (STBD)

The longitudinal loads were balanced by additional forward cut-plane Fx reaction loads (in lieu of headlog pressure). The transverse loads were balanced by additional side-shell pressure below the water plane. Small residual moments were balanced by inertia relief in the solution phase.

Figure 24: Crane Stops – Geometry – Image 01

Figure 25: Crane Stops – Geometry – Image 02

Figure 26: Crane Stops – Mesh – Image 01

Figure 27: Crane Stops – Mesh – Image 02

Figure 28: Crane Stops – Mesh – Image 03

Figure 29: Crane Stops – Mesh – Image 04

Figure 30: Crane Stops – Buckling Submodel – Image 01

Figure 31: Crane Stops – Buckling Submodel – Image 02

Figure 32: Crane Bearing Load – Treads

Figure 33: Crane Bearing Load – Stops

B. FEA Results & Analysis The crane stop load case was run with NASTRAN to determine the linear static solution and linear eigenvalue buckling solution.

Figure 34 through Figure 37 show von Mises Stress results for the crane stops and backup structure, with a maximum of 14.9 ksi, well below the maximum acceptance criterion given in Section IV.A.

Figure 38 through Figure 39 show the first buckling mode shape and BLF. The first mode occurs in the longitudinal bulkheads beneath the crane stops with a load factor of 6.0, which is above the minimum acceptance criterion given in Section IV.B. All higher modes up to a load factor of 20 were found to be in the same longitudinal bulkheads. No buckling modes were found in the crane stop plating or stiffeners up to that limit.

Figure 34: Load Case 5 with Crane Stops –von Mises Stress (ksi) – Image 01

Figure 35: Load Case 5 with Crane Stops –von Mises Stress (ksi) – Image 02

Figure 36: Load Case 5 with Crane Stops –von Mises Stress (ksi) – Image 03

Figure 37: Load Case 5 with Crane Stops –von Mises Stress (ksi) – Image 04

Figure 38: Load Case 5 with Crane Stops – Buckling Mode 1 – Image 01

Figure 39: Load Case 5 with Crane Stops – Buckling Mode 1 – Image 02

VII. Conclusion The results of the FEA work presented in this report show that the barge structure meets the ABS stress criterion as well as the prescribed buckling criterion.

A-1

Appendix A: GHS Data for Crane Lifts

A-2

Quick Reference for FEA Load Case GHS Data for Crane Lifts

FEA

Load Case Lift Number

Location Number

Crane Direction

Page Number

1 BHGI1 2 Aft A-136 2 & 6 BHGI1 1 Fwd A-127

3 BHGI1 2 Fwd A-133 4 4 3 Aft A-118

5 & Crane Stops 4 1 Fwd A-103

A-3

Contents

Lift Number

Location Number

Crane Direction

Page Number

Fwd A-7 Aft A-10

Fwd A-13 Aft A-16

Fwd A-19 Aft A-22

Fwd A-25 Aft A-28

Fwd A-31 Aft A-34

Fwd A-37 Aft A-40

Fwd A-43 Aft A-46

Fwd A-49 Aft A-52

Fwd A-55 Aft A-58

Fwd A-61 Aft A-64

Fwd A-67 Aft A-70

Fwd A-73 Aft A-76

Fwd A-79 Aft A-82

Fwd A-85 Aft A-88

Fwd A-91 Aft A-94

Fwd A-97 Aft A-100

Note: Crane direction is general and is at predetermined critical angle.

A-4

Location Number

Crane Direction

Page Number

Fwd A-103 Aft A-106

Fwd A-109 Aft A-112

Fwd A-115 Aft A-118

Fwd A-121 Aft A-124

Fwd A-127 Aft A-130

Fwd A-133 Aft A-136

Fwd A-139 Aft A-142

Fwd A-145 Aft A-148

Note: Crane direction is general and is at predetermined critical angle.

BHGI1

A-5

Summary of GHS Data for Crane Lifts

Max Shear 328.9 LT Max Hogging Bending Moment 12,148 LT-ft Max Sagging Bending Moment -7,538 LT-ft

Lift Number

Location Number

Crane Direction

Max Shear

[LT]

Max Moment [LT-ft]

Fwd 214.5 -6,124 Aft 187.2 -5,854

Fwd 226.4 5,917 Aft 277.9 10,642

Fwd 209.1 4,444 Aft 234.9 8,212

Fwd 200.6 -5,208 Aft 190.5 4,631

Fwd 223.6 -7,012 Aft 211.6 -6,791

Fwd 244.0 7,603 Aft 275.7 10,390

Fwd 220.2 5,513 Aft 237.4 7,744

Fwd 206.8 -5,046 Aft 203.3 4,104

Fwd 245.1 -7,432 Aft 213.4 -7,043

Fwd 257.0 6,222 Aft 328.9 12,102

Fwd 236.8 4,532 Aft 275.9 9,220

Fwd 227.2 -6,381 Aft 219.4 4,948

Fwd 239.8 -7,247 Aft 208.3 -6,860

Fwd 252.0 6,222 Aft 317.1 11,822

Fwd 232.1 4,551 Aft 267.0 9,009

Fwd 222.5 -6,159 Aft 213.1 4,862

Note: For moment, (+) = Hog, (-) = Sag

A-6

Location Number

Crane Direction

Max Shear

[LT]

Max Moment [LT-ft]

Fwd 239.1 -7,085 Aft 210.7 -6,901

Fwd 250.3 6,046 Aft 325.4 11,877

Fwd 231.2 4,440 Aft 273.0 9,088

Fwd 222.1 -6,190 Aft 216.8 4,946

Fwd 246.6 -7,538 Aft 214.0 -7,125

Fwd 258.8 6,291 Aft 328.6 12,148

Fwd 238.3 4,570 Aft 275.7 9,239

Fwd 228.4 -6,421 Aft 219.5 4,936

BHGI1

Note: For moment, (+) = Hog, (-) = Sag

10/04/21 16:21:51 Bristol Harbor Group Page 1

GHS 16.72A "LIFT 0, LOCATION 1, FWD"

WEIGHT and DISPLACEMENT STATUS Baseline draft: 4.003 @ Origin

Trim: Fwd 0.44 deg., Heel: Stbd 0.66 deg.

Part------------------------------Weight(LT)----LCG-----TCG-----VCG LIGHT SHIP 1,240.04 97.90a 2.62s 7.20 corr 0.02 97.90a 2.62s 7.20 STBDTREAD 231.66 106.24a 14.50s 12.00 PORTTREAD 173.08 105.39a 9.50p 12.00

Total Weight--------> 1,644.79 99.86a 3.02s 8.38 SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt

HULL 0.999 1,644.80 99.81a 3.09s 1.65 -4.00

Righting Arms: 0.00 0.00s Distances in FEET.------------------------------------------------------------

HYDROSTATIC PROPERTIES

Trim: Fwd 0.44 deg., Heel: Stbd 0.66 deg., VCG = 8.38

LCF Displacement Buoyancy-Ctr. Weight/ Moment/ Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----GML-----GMT

3.193 1,644.80 99.81a 1.65 44.07 104.84a 27561 960.0 260.26

Distances in FEET.-------Specific Gravity = 0.999.-----------Moment in Ft-LT.

Draft is from Baseline.

LONGITUDINAL STRENGTH at Heel = Stbd 0.66 deg.

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft

0.00 0.00 0.0 0.0

0.00 6.21 0.0 0.0 8.86a 6.45 0.00 -56.1 250.6 8.86a 6.45 0.00 -56.1 250.6

12.06a 6.53 2.85 -72.3 459.7 18.00a 6.69 10.64 -71.5 911.5 18.09a 6.69 10.75 -71.1 918.1 24.12a 6.64 10.62 -46.8 1,276.0 31.16a 6.58 10.47 -19.1 1,510.8 38.19a 6.53 10.32 7.9 1,553.0 45.23a 6.47 10.17 34.2 1,407.4 52.26a 6.41 10.02 59.9 1,078.6 59.30a 6.36 9.87 85.0 571.4 66.33a 6.30 9.72 109.3 -109.5 69.00a 6.28 9.66 118.4 -412.2 73.37a 6.26 9.57 133.0 -959.4 80.40a 6.24 9.41 155.8 -1,972.7 87.44a 6.22 9.26 177.7 -3,143.1 94.47a 6.19 9.11 198.6 -4,464.2 97.80a 6.18 9.04 208.3 -5,139.9 97.80a 6.28 9.04 208.3 -5,140.0 98.00a 6.28 9.04 208.8 -5,181.6 98.00a 6.18 9.04 208.8 -5,181.6

100.00a 6.17 8.99 214.5 -5,604.0 100.00a 52.34 8.99 214.5 -5,604.0

A-7

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LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft 101.51a 48.34 8.96 152.1 -5,879.1 108.54a 29.70 8.81 -59.9 -6,124.1 115.58a 11.05 8.66 -141.8 -5,335.5 116.17a 9.48 8.65 -142.7 -5,251.0 116.17a 9.48 8.65 -142.7 -5,251.0 118.71a 6.11 8.59 -140.6 -4,888.2 118.71a 6.11 8.59 -140.6 -4,888.2 122.61a 6.10 8.51 -131.1 -4,356.4 129.65a 6.07 8.36 -114.6 -3,489.8 136.68a 6.05 8.20 -99.0 -2,736.3 143.72a 6.02 8.05 -84.2 -2,089.5 150.75a 6.00 7.90 -70.4 -1,543.1 157.79a 5.97 7.75 -57.5 -1,090.9 164.82a 5.95 7.60 -45.4 -726.7 171.86a 5.93 7.45 -34.3 -444.0 178.89a 5.90 7.30 -24.0 -236.6 185.93a 5.88 7.15 -14.6 -98.2 192.96a 5.85 6.99 -6.2 -22.5 200.00a 5.83 6.44 0.0 0.0 200.00a 0.00 0.0

S U M M A R Y

Largest Shear: 214.5 LT at 100.00a Largest Bending Moment: -6,124 LT-Ft at 108.54a (Sagging)

A-8

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A-9

10/04/21 16:21:51 Bristol Harbor Group Page 4

GHS 16.72A "LIFT 0, LOCATION 1, AFT"

WEIGHT and DISPLACEMENT STATUS Baseline draft: 3.396 @ Origin

Trim: Fwd 0.11 deg., Heel: Stbd 0.66 deg.

Part------------------------------Weight(LT)----LCG-----TCG-----VCG LIGHT SHIP 1,240.04 97.90a 2.62s 7.20 corr 0.02 97.90a 2.62s 7.20 STBDTREAD 231.66 128.01a 14.50s 12.00 PORTTREAD 173.08 128.86a 9.50p 12.00

Total Weight--------> 1,644.79 105.40a 3.02s 8.38 SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt

HULL 0.999 1,644.78 105.39a 3.10s 1.62 -3.40

Righting Arms: 0.00 0.00s Distances in FEET.------------------------------------------------------------

HYDROSTATIC PROPERTIES

Trim: Fwd 0.11 deg., Heel: Stbd 0.66 deg., VCG = 8.38

LCF Displacement Buoyancy-Ctr. Weight/ Moment/ Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----GML-----GMT

3.192 1,644.78 105.39a 1.62 43.87 105.27a 27184 946.9 258.40

Distances in FEET.-------Specific Gravity = 0.999.-----------Moment in Ft-LT.

Draft is from Baseline.

LONGITUDINAL STRENGTH at Heel = Stbd 0.66 deg.

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft

0.00 0.00 0.0 0.0

0.00 6.21 0.0 0.0 9.96a 6.48 0.00 -63.2 313.6 9.96a 6.48 0.00 -63.2 313.6

12.06a 6.53 1.37 -75.4 459.8 18.00a 6.69 9.24 -83.2 954.0 18.09a 6.69 9.36 -82.9 961.6 24.12a 6.64 9.33 -66.8 1,413.7 31.16a 6.58 9.29 -47.9 1,817.8 38.19a 6.53 9.25 -28.8 2,088.2 45.23a 6.47 9.21 -9.6 2,223.9 52.26a 6.41 9.17 9.8 2,223.9 59.30a 6.36 9.13 29.3 2,087.5 66.33a 6.30 9.10 48.9 1,813.6 69.00a 6.28 9.08 56.3 1,673.6 73.37a 6.26 9.06 68.5 1,401.4 80.40a 6.24 9.02 88.1 851.0 87.44a 6.22 8.98 107.6 163.0 94.47a 6.19 8.94 127.1 -661.9 97.80a 6.18 8.93 136.2 -1,099.6 97.80a 6.28 8.93 136.2 -1,099.6 98.00a 6.28 8.93 136.7 -1,126.8 98.00a 6.18 8.93 136.7 -1,126.9

101.51a 6.17 8.91 146.4 -1,623.0 108.54a 6.14 8.87 165.6 -2,719.5

A-10

10/04/21 16:21:51 Bristol Harbor Group Page 5

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft 115.54a 6.12 8.83 184.6 -3,943.8 115.54a 6.12 8.83 184.6 -3,943.8 115.58a 6.17 8.83 184.7 -3,950.8 118.08a 9.47 8.82 187.2 -4,417.4 118.08a 9.47 8.82 187.2 -4,417.5 122.61a 21.46 8.79 157.0 -5,217.6 129.65a 40.06 8.75 2.3 -5,854.1 134.25a 52.23 8.73 -169.8 -5,489.8 134.25a 6.06 8.73 -169.8 -5,489.8 136.68a 6.05 8.72 -163.3 -5,084.4 143.72a 6.02 8.68 -144.6 -4,000.8 150.75a 6.00 8.64 -125.9 -3,048.4 157.79a 5.97 8.60 -107.4 -2,226.9 164.82a 5.95 8.56 -89.0 -1,535.4 171.86a 5.93 8.53 -70.6 -973.3 178.89a 5.90 8.49 -52.4 -539.7 185.93a 5.88 8.45 -34.3 -234.1 192.96a 5.85 8.41 -16.2 -55.8 200.00a 5.83 7.89 -0.0 0.0 200.00a 0.00 -0.0

S U M M A R Y

Largest Shear: 187.2 LT at 118.08a Largest Bending Moment: -5,854 LT-Ft at 129.65a (Sagging)

A-11

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A-12

10/04/21 16:21:51 Bristol Harbor Group Page 7

GHS 16.72A "LIFT 0, LOCATION 2, FWD"

WEIGHT and DISPLACEMENT STATUS Baseline draft: 2.239 @ Origin

Trim: Aft 0.51 deg., Heel: Stbd 0.67 deg.

Part------------------------------Weight(LT)----LCG-----TCG-----VCG LIGHT SHIP 1,240.04 97.90a 2.62s 7.20 corr 0.02 97.90a 2.62s 7.20 STBDTREAD 231.66 168.99a 14.50s 12.00 PORTTREAD 173.08 168.14a 9.50p 12.00

Total Weight--------> 1,644.79 115.30a 3.02s 8.38 SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt

HULL 0.999 1,644.81 115.36a 3.10s 1.65 -2.24

Righting Arms: 0.00 0.00s Distances in FEET.------------------------------------------------------------

HYDROSTATIC PROPERTIES

Trim: Aft 0.51 deg., Heel: Stbd 0.67 deg., VCG = 8.38

LCF Displacement Buoyancy-Ctr. Weight/ Moment/ Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----GML-----GMT

3.197 1,644.81 115.36a 1.65 42.89 107.37a 25403 884.8 254.31

Distances in FEET.-------Specific Gravity = 0.999.-----------Moment in Ft-LT.

Draft is from Baseline.

LONGITUDINAL STRENGTH at Heel = Stbd 0.67 deg.

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft

0.00 0.00 0.0 0.0

0.00 6.21 0.0 0.0 5.99a 6.37 -37.7 109.2

11.98a 6.53 0.00 -76.3 446.8 11.98a 6.53 0.00 -76.3 446.9 12.06a 6.53 0.00 -76.8 453.3 18.00a 6.69 6.58 -96.5 983.9 18.09a 6.69 6.68 -96.6 992.7 24.12a 6.64 6.83 -96.0 1,570.7 31.16a 6.58 7.01 -93.8 2,235.8 38.19a 6.53 7.18 -90.0 2,879.9 45.23a 6.47 7.36 -84.6 3,491.6 52.26a 6.41 7.53 -77.6 4,059.5 59.30a 6.36 7.71 -68.9 4,572.1 66.33a 6.30 7.88 -58.6 5,017.9 69.00a 6.28 7.95 -54.3 5,167.2 73.37a 6.26 8.06 -46.7 5,385.6 80.40a 6.24 8.23 -33.4 5,664.6 87.44a 6.22 8.41 -18.7 5,845.1 94.47a 6.19 8.58 -2.6 5,917.2 97.80a 6.18 8.66 5.5 5,910.8 97.80a 6.28 8.66 5.5 5,910.8 98.00a 6.28 8.67 6.0 5,909.5 98.00a 6.18 8.67 6.0 5,909.5

101.51a 6.17 8.76 14.9 5,871.2

A-13

10/04/21 16:21:51 Bristol Harbor Group Page 8

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft 108.54a 6.14 8.93 33.8 5,697.1 115.58a 6.12 9.11 54.1 5,385.2 122.61a 6.10 9.28 75.8 4,925.4 129.65a 6.07 9.46 98.9 4,308.0 136.68a 6.05 9.63 123.4 3,523.2 143.72a 6.02 9.81 149.3 2,561.0 150.75a 6.00 9.98 176.6 1,411.4 157.79a 5.97 10.16 205.3 65.0 162.75a 5.96 10.28 226.4 -1,008.3 162.75a 52.13 10.28 226.4 -1,008.4 164.82a 46.63 10.33 145.4 -1,393.0 171.86a 27.98 10.50 -43.8 -1,676.5 178.89a 9.33 10.68 -100.5 -1,095.2 178.92a 9.26 10.68 -100.4 -1,092.6 178.92a 9.26 10.68 -100.4 -1,092.5 181.46a 5.89 10.74 -92.5 -847.0 181.46a 5.89 10.74 -92.5 -847.0 185.93a 5.88 10.85 -70.5 -484.8 192.96a 5.85 11.03 -34.8 -117.0 200.00a 5.83 10.55 -0.0 0.0 200.00a 0.00 -0.0

S U M M A R Y

Largest Shear: 226.4 LT at 162.75a Largest Bending Moment: 5,917 LT-Ft at 94.47a (Hogging)

A-14

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A-15

10/04/21 16:21:51 Bristol Harbor Group Page 10

GHS 16.72A "LIFT 0, LOCATION 2, AFT"

WEIGHT and DISPLACEMENT STATUS Baseline draft: 1.589 @ Origin

Trim: Aft 0.86 deg., Heel: Stbd 0.68 deg.

Part------------------------------Weight(LT)----LCG-----TCG-----VCG LIGHT SHIP 1,240.04 97.90a 2.62s 7.20 corr 0.02 97.90a 2.62s 7.20 STBDTREAD 231.66 190.76a 14.50s 12.00 PORTTREAD 173.08 191.61a 9.50p 12.00

Total Weight--------> 1,644.79 120.84a 3.02s 8.38 SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt

HULL 0.999 1,644.78 120.94a 3.10s 1.72 -1.59

Righting Arms: 0.00 0.00s Distances in FEET.------------------------------------------------------------

HYDROSTATIC PROPERTIES

Trim: Aft 0.86 deg., Heel: Stbd 0.68 deg., VCG = 8.38

LCF Displacement Buoyancy-Ctr. Weight/ Moment/ Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----GML-----GMT

3.204 1,644.78 120.94a 1.72 42.84 107.48a 25321 882.0 253.36

Distances in FEET.-------Specific Gravity = 0.999.-----------Moment in Ft-LT.

Draft is from Baseline.

LONGITUDINAL STRENGTH at Heel = Stbd 0.68 deg.

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft

0.00 0.00 0.0 0.0

0.00 6.21 0.0 0.0 6.56a 6.38 -41.3 129.5

13.12a 6.56 0.00 -83.8 534.0 13.12a 6.56 0.00 -83.8 534.0 18.00a 6.69 5.08 -103.7 996.8 18.09a 6.69 5.18 -103.8 1,006.2 24.12a 6.64 5.43 -112.0 1,652.9 31.16a 6.58 5.73 -119.3 2,462.2 38.19a 6.53 6.02 -124.1 3,314.0 45.23a 6.47 6.31 -126.4 4,190.7 52.26a 6.41 6.61 -126.3 5,075.3 59.30a 6.36 6.90 -123.7 5,950.1 66.33a 6.30 7.20 -118.6 6,797.9 69.00a 6.28 7.31 -116.0 7,108.8 73.37a 6.26 7.49 -111.1 7,601.4 80.40a 6.24 7.79 -101.3 8,344.1 87.44a 6.22 8.08 -89.3 9,010.2 94.47a 6.19 8.37 -75.1 9,584.1 97.80a 6.18 8.51 -67.6 9,818.9 97.80a 6.28 8.51 -67.6 9,819.0 98.00a 6.28 8.52 -67.1 9,832.3 98.00a 6.18 8.52 -67.1 9,832.3

101.51a 6.17 8.67 -58.6 10,050.1 108.54a 6.14 8.96 -39.9 10,392.3

A-16

10/04/21 16:21:51 Bristol Harbor Group Page 11

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft 115.58a 6.12 9.26 -19.0 10,594.9 122.61a 6.10 9.55 4.2 10,642.2 129.65a 6.07 9.85 29.7 10,518.4 136.68a 6.05 10.14 57.4 10,207.7 143.72a 6.02 10.43 87.3 9,694.5 150.75a 6.00 10.73 119.4 8,962.7 157.79a 5.97 11.02 153.8 7,996.9 164.82a 5.95 11.32 190.5 6,781.2 171.86a 5.93 11.61 229.4 5,299.9 178.29a 5.90 11.88 266.9 3,700.0 178.29a 5.90 11.88 266.9 3,699.9 178.89a 6.70 11.91 270.2 3,537.2 180.83a 9.26 11.99 277.9 3,004.2 180.83a 9.26 11.99 277.9 3,004.2 185.93a 22.74 12.20 258.0 1,604.8 192.96a 41.33 12.49 119.5 195.4 197.00a 52.00 12.24 -18.9 -25.7 197.00a 5.84 12.24 -18.9 -25.7 200.00a 5.83 12.05 -0.0 0.0 200.00a 0.00 -0.0

S U M M A R Y

Largest Shear: 277.9 LT at 180.83a Largest Bending Moment: 10,642 LT-Ft at 122.61a (Hogging)

A-17

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A-18

10/04/21 16:21:51 Bristol Harbor Group Page 13

GHS 16.72A "LIFT 0, LOCATION 3, FWD"

WEIGHT and DISPLACEMENT STATUS Baseline draft: 2.549 @ Origin

Trim: Aft 0.35 deg., Heel: Stbd 0.67 deg.

Part------------------------------Weight(LT)----LCG-----TCG-----VCG LIGHT SHIP 1,240.04 97.90a 2.62s 7.20 corr 0.02 97.90a 2.62s 7.20 STBDTREAD 231.66 158.53a 14.50s 12.00 PORTTREAD 173.08 157.68a 9.50p 12.00

Total Weight--------> 1,644.79 112.73a 3.02s 8.38 SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt

HULL 0.999 1,644.79 112.77a 3.10s 1.64 -2.55

Righting Arms: 0.00 0.00s Distances in FEET.------------------------------------------------------------

HYDROSTATIC PROPERTIES

Trim: Aft 0.35 deg., Heel: Stbd 0.67 deg., VCG = 8.38

LCF Displacement Buoyancy-Ctr. Weight/ Moment/ Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----GML-----GMT

3.194 1,644.79 112.77a 1.64 43.08 106.95a 25759 897.2 254.38

Distances in FEET.-------Specific Gravity = 0.999.-----------Moment in Ft-LT.

Draft is from Baseline.

LONGITUDINAL STRENGTH at Heel = Stbd 0.67 deg.

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft

0.00 0.00 0.0 0.0

0.00 6.21 0.0 0.0 5.72a 6.36 -36.0 100.5

11.44a 6.52 0.00 -72.8 409.2 11.44a 6.52 0.00 -72.8 409.3 12.06a 6.53 0.12 -76.8 455.3 18.00a 6.69 7.29 -94.1 981.2 18.09a 6.69 7.40 -94.0 989.7 24.12a 6.64 7.50 -89.3 1,540.6 31.16a 6.58 7.62 -82.6 2,143.3 38.19a 6.53 7.74 -74.7 2,694.7 45.23a 6.47 7.86 -65.6 3,186.3 52.26a 6.41 7.97 -55.2 3,609.3 59.30a 6.36 8.09 -43.6 3,955.1 66.33a 6.30 8.21 -30.8 4,215.0 69.00a 6.28 8.26 -25.6 4,289.4 73.37a 6.26 8.33 -16.8 4,380.5 80.40a 6.24 8.45 -1.8 4,443.9 87.44a 6.22 8.57 14.3 4,398.0 94.47a 6.19 8.68 31.3 4,235.9 97.80a 6.18 8.74 39.7 4,116.6 97.80a 6.28 8.74 39.7 4,116.6 98.00a 6.28 8.74 40.2 4,108.6 98.00a 6.18 8.74 40.2 4,108.6

101.51a 6.17 8.80 49.3 3,950.5

A-19

10/04/21 16:21:51 Bristol Harbor Group Page 14

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft 108.54a 6.14 8.92 68.3 3,534.8 115.58a 6.12 9.04 88.4 2,981.8 122.61a 6.10 9.16 109.4 2,284.3 129.65a 6.07 9.27 131.4 1,435.3 136.68a 6.05 9.39 154.5 427.9 143.72a 6.02 9.51 178.5 -745.2 150.75a 6.00 9.63 203.5 -2,091.1 152.29a 5.99 9.66 209.1 -2,408.6 152.29a 52.16 9.66 209.1 -2,408.6 157.79a 37.59 9.75 15.7 -2,991.8 164.82a 18.94 9.87 -114.1 -2,570.8 168.46a 9.30 9.93 -129.5 -2,118.6 168.46a 9.30 9.93 -129.5 -2,118.6 171.00a 5.93 9.97 -123.5 -1,796.3 171.00a 5.93 9.97 -123.5 -1,796.3 171.86a 5.93 9.98 -120.1 -1,692.0 178.89a 5.90 10.10 -91.0 -951.4 185.93a 5.88 10.22 -61.0 -418.7 192.96a 5.85 10.34 -29.9 -100.9 200.00a 5.83 9.85 -0.0 0.0 200.00a 0.00 -0.0

S U M M A R Y

Largest Shear: 209.1 LT at 152.29a Largest Bending Moment: 4,444 LT-Ft at 80.40a (Hogging)

A-20

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A-21

10/04/21 16:21:51 Bristol Harbor Group Page 16

GHS 16.72A "LIFT 0, LOCATION 3, AFT"

WEIGHT and DISPLACEMENT STATUS Baseline draft: 1.891 @ Origin

Trim: Aft 0.70 deg., Heel: Stbd 0.67 deg.

Part------------------------------Weight(LT)----LCG-----TCG-----VCG LIGHT SHIP 1,240.04 97.90a 2.62s 7.20 corr 0.02 97.90a 2.62s 7.20 STBDTREAD 231.66 180.30a 14.50s 12.00 PORTTREAD 173.08 181.15a 9.50p 12.00

Total Weight--------> 1,644.79 118.27a 3.02s 8.38 SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt

HULL 0.999 1,644.41 118.35a 3.10s 1.69 -1.89

Righting Arms: 0.00a 0.00s Distances in FEET.------------------------------------------------------------

HYDROSTATIC PROPERTIES

Trim: Aft 0.70 deg., Heel: Stbd 0.67 deg., VCG = 8.38

LCF Displacement Buoyancy-Ctr. Weight/ Moment/ Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----GML-----GMT

3.200 1,644.41 118.35a 1.69 42.86 107.44a 25348 883.1 253.90

Distances in FEET.-------Specific Gravity = 0.999.-----------Moment in Ft-LT.

Draft is from Baseline.

LONGITUDINAL STRENGTH at Heel = Stbd 0.67 deg.

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft

0.00 0.00 0.0 0.0

0.00 6.21 0.0 0.0 6.30a 6.38 -39.6 119.7

12.59a 6.55 0.00 -80.3 492.3 12.59a 6.55 0.00 -80.3 492.3 18.00a 6.69 5.78 -100.5 991.0 18.09a 6.69 5.88 -100.5 1,000.0 24.12a 6.64 6.08 -104.7 1,615.2 31.16a 6.58 6.32 -107.5 2,357.8 38.19a 6.53 6.56 -108.3 3,113.3 45.23a 6.47 6.80 -107.0 3,867.2 52.26a 6.41 7.04 -103.7 4,604.8 59.30a 6.36 7.28 -98.3 5,311.4 66.33a 6.30 7.52 -90.7 5,972.5 69.00a 6.28 7.61 -87.4 6,208.2 73.37a 6.26 7.76 -81.2 6,573.5 80.40a 6.24 7.99 -69.8 7,100.7 87.44a 6.22 8.23 -56.5 7,541.1 94.47a 6.19 8.47 -41.4 7,881.7 97.80a 6.18 8.58 -33.6 8,004.4 97.80a 6.28 8.58 -33.6 8,004.4 98.00a 6.28 8.59 -33.2 8,010.9 98.00a 6.18 8.59 -33.2 8,010.9

101.51a 6.17 8.71 -24.5 8,109.7 108.54a 6.14 8.95 -5.7 8,211.8

A-22

10/04/21 16:21:51 Bristol Harbor Group Page 17

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft 115.58a 6.12 9.19 15.0 8,175.1 122.61a 6.10 9.43 37.5 7,986.6 129.65a 6.07 9.67 61.9 7,633.2 136.68a 6.05 9.90 88.1 7,102.0 143.72a 6.02 10.14 116.1 6,379.9 150.75a 6.00 10.38 146.0 5,453.7 157.79a 5.97 10.62 177.8 4,310.8 164.82a 5.95 10.86 211.4 2,938.0 167.83a 5.94 10.96 226.3 2,278.1 167.83a 5.94 10.96 226.3 2,278.0 170.37a 9.29 11.05 234.9 1,688.8 170.37a 9.29 11.05 234.9 1,688.7 171.86a 13.23 11.10 234.6 1,337.4 178.89a 31.83 11.34 155.1 -114.1 185.93a 50.43 11.57 -53.7 -551.4 186.54a 52.04 11.60 -77.9 -511.6 186.54a 5.88 11.60 -77.9 -511.6 192.96a 5.85 11.81 -40.4 -135.4 200.00a 5.83 11.35 0.0 -0.0 200.00a 0.00 0.0

S U M M A R Y

Largest Shear: 234.9 LT at 170.37a Largest Bending Moment: 8,212 LT-Ft at 108.54a (Hogging)

A-23

10/04/21 16:21:51 Bristol Harbor Group Page 18

L O N G I T U D I N A L

S T R E N G T H a t d e g r e e s

S T B D

H E E L

General Scale

A f t

L o c a t i o n

F T

F w d

12 34

W e i g h t

L T F T

B u o y a n c y

L T F T

S h e a r

L T

B e n d i n g

M o m

L T F

A-24

10/04/21 16:21:51 Bristol Harbor Group Page 19

GHS 16.72A "LIFT 0, LOCATION 4, FWD"

WEIGHT and DISPLACEMENT STATUS Baseline draft: 3.150 @ Origin

Trim: Aft 0.02 deg., Heel: Stbd 0.66 deg.

Part------------------------------Weight(LT)----LCG-----TCG-----VCG LIGHT SHIP 1,240.04 97.90a 2.62s 7.20 corr 0.02 97.90a 2.62s 7.20 STBDTREAD 231.66 137.62a 14.50s 12.00 PORTTREAD 173.08 136.77a 9.50p 12.00

Total Weight--------> 1,644.79 107.58a 3.02s 8.38 SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt

HULL 0.999 1,644.79 107.59a 3.10s 1.62 -3.15

Righting Arms: 0.00 0.00s Distances in FEET.------------------------------------------------------------

HYDROSTATIC PROPERTIES

Trim: Aft 0.02 deg., Heel: Stbd 0.66 deg., VCG = 8.38

LCF Displacement Buoyancy-Ctr. Weight/ Moment/ Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----GML-----GMT

3.191 1,644.79 107.59a 1.62 43.61 105.81a 26724 930.8 256.29

Distances in FEET.-------Specific Gravity = 0.999.-----------Moment in Ft-LT.

Draft is from Baseline.

LONGITUDINAL STRENGTH at Heel = Stbd 0.66 deg.

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft

0.00 0.00 0.0 0.0

0.00 6.21 0.0 0.0 5.20a 6.35 -32.7 84.4

10.40a 6.49 0.00 -66.0 340.6 10.40a 6.49 0.00 -66.0 340.6 12.06a 6.53 0.86 -76.1 458.8 18.00a 6.69 8.67 -87.1 965.7 18.09a 6.69 8.79 -86.9 973.6 24.12a 6.64 8.80 -74.1 1,458.9 31.16a 6.58 8.80 -58.7 1,925.9 38.19a 6.53 8.81 -42.8 2,283.0 45.23a 6.47 8.82 -26.5 2,527.1 52.26a 6.41 8.83 -9.8 2,655.0 59.30a 6.36 8.83 7.4 2,663.6 66.33a 6.30 8.84 25.0 2,549.5 69.00a 6.28 8.84 31.9 2,473.6 73.37a 6.26 8.85 43.1 2,309.8 80.40a 6.24 8.86 61.4 1,942.3 87.44a 6.22 8.86 79.9 1,445.2 94.47a 6.19 8.87 98.6 817.1 97.80a 6.18 8.88 107.6 473.9 97.80a 6.28 8.88 107.6 473.9 98.00a 6.28 8.88 108.1 452.3 98.00a 6.18 8.88 108.1 452.3

101.51a 6.17 8.88 117.6 56.3

A-25

10/04/21 16:21:51 Bristol Harbor Group Page 20

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft 108.54a 6.14 8.89 136.8 -838.5 115.58a 6.12 8.90 156.2 -1,869.1 122.61a 6.10 8.90 175.8 -3,037.0 129.65a 6.07 8.91 195.7 -4,343.8 131.38a 6.07 8.91 200.6 -4,687.0 131.38a 52.24 8.91 200.6 -4,687.1 136.68a 38.18 8.92 8.2 -5,207.8 143.72a 19.53 8.93 -132.1 -4,695.1 147.55a 9.37 8.93 -153.2 -4,136.1 147.55a 9.37 8.93 -153.2 -4,136.1 150.09a 6.00 8.93 -150.1 -3,749.2 150.09a 6.00 8.93 -150.1 -3,749.1 150.75a 6.00 8.93 -148.1 -3,650.2 157.79a 5.97 8.94 -127.4 -2,681.1 164.82a 5.95 8.95 -106.4 -1,858.9 171.86a 5.93 8.96 -85.2 -1,185.0 178.89a 5.90 8.96 -63.8 -661.0 185.93a 5.88 8.97 -42.1 -288.5 192.96a 5.85 8.98 -20.3 -69.1 200.00a 5.83 8.46 -0.0 -0.0 200.00a 0.00 -0.0

S U M M A R Y

Largest Shear: 200.6 LT at 131.38a Largest Bending Moment: -5,208 LT-Ft at 136.68a (Sagging)

A-26

10/04/21 16:21:51 Bristol Harbor Group Page 21

L O N G I T U D I N A L

S T R E N G T H a t d e g r e e s

S T B D

H E E L

General Scale

A f t

L o c a t i o n

F T

F w d

W e i g h t

L T F T

B u o y a n c y

L T F T

S h e a r

L T

B e n d i n g

M o m

L T F

A-27

10/04/21 16:21:51 Bristol Harbor Group Page 22

GHS 16.72A "LIFT 0, LOCATION 4, AFT"

WEIGHT and DISPLACEMENT STATUS Baseline draft: 2.502 @ Origin

Trim: Aft 0.37 deg., Heel: Stbd 0.67 deg.

Part------------------------------Weight(LT)----LCG-----TCG-----VCG LIGHT SHIP 1,240.04 97.90a 2.62s 7.20 corr 0.02 97.90a 2.62s 7.20 STBDTREAD 231.66 159.39a 14.50s 12.00 PORTTREAD 173.08 160.24a 9.50p 12.00

Total Weight--------> 1,644.79 113.12a 3.02s 8.38 SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt

HULL 0.999 1,644.74 113.16a 3.10s 1.64 -2.50

Righting Arms: 0.00 0.00s Distances in FEET.------------------------------------------------------------

HYDROSTATIC PROPERTIES

Trim: Aft 0.37 deg., Heel: Stbd 0.67 deg., VCG = 8.38

LCF Displacement Buoyancy-Ctr. Weight/ Moment/ Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----GML-----GMT

3.195 1,644.74 113.16a 1.64 43.05 107.02a 25699 895.1 254.34

Distances in FEET.-------Specific Gravity = 0.999.-----------Moment in Ft-LT.

Draft is from Baseline.

LONGITUDINAL STRENGTH at Heel = Stbd 0.67 deg.

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft

0.00 0.00 0.0 0.0

0.00 6.21 0.0 0.0 5.76a 6.36 -36.2 101.9

11.52a 6.52 0.00 -73.3 415.0 11.52a 6.52 0.00 -73.3 415.0 12.06a 6.53 0.09 -76.8 455.2 18.00a 6.69 7.18 -94.5 982.1 18.09a 6.69 7.29 -94.4 990.7 24.12a 6.64 7.40 -90.3 1,546.0 31.16a 6.58 7.53 -84.3 2,158.5 38.19a 6.53 7.65 -77.0 2,724.3 45.23a 6.47 7.78 -68.5 3,234.3 52.26a 6.41 7.91 -58.6 3,679.5 59.30a 6.36 8.03 -47.4 4,050.7 66.33a 6.30 8.16 -35.0 4,338.9 69.00a 6.28 8.21 -29.9 4,424.6 73.37a 6.26 8.29 -21.3 4,535.1 80.40a 6.24 8.42 -6.5 4,631.2 87.44a 6.22 8.54 9.3 4,619.6 94.47a 6.19 8.67 26.2 4,493.0 97.80a 6.18 8.73 34.5 4,390.9 97.80a 6.28 8.73 34.5 4,390.8 98.00a 6.28 8.73 35.0 4,383.8 98.00a 6.18 8.73 35.0 4,383.8

101.51a 6.17 8.80 44.1 4,243.8

A-28

10/04/21 16:21:51 Bristol Harbor Group Page 23

LOCATION WEIGHT BUOYANCY SHEAR MOMENT

----Ft---------LT/Ft-------LT/Ft---------LT--------LT-Ft 108.54a 6.14 8.92 63.1 3,864.8 115.58a 6.12 9.05 83.2 3,348.2 122.61a 6.10 9.18 104.3 2,686.7 129.65a 6.07 9.30 126.5 1,872.8 136.68a 6.05 9.43 149.8 899.0 143.72a 6.02 9.56 174.1 -242.1 146.92a 6.01 9.61 185.5 -818.9 146.92a 6.01 9.61 185.5 -819.0 149.46a 9.37 9.66 190.5 -1,299.1 149.46a 9.37 9.66 190.5 -1,299.2 150.75a 12.79 9.68 188.7 -1,545.4 157.79a 31.39 9.81 101.8 -2,645.9 164.82a 49.99 9.94 -114.9 -2,678.5 165.63a 52.12 9.95 -148.1 -2,572.9 165.63a 5.95 9.95 -148.1…