STABILITY REQUIREMENTS

Rob Gehling Principal Adviser Technical Marine Standards Maritime Safety & Environmental Strategy AMSA, Canberra

YOUR TASK
 Presumed

to be to design your vessel with intact stability characteristics to meet the appropriate statutory criteria - and ultimately prepare trim & stability booklet as would be required for submission to a regulatory authority

YOUR AIM!
 If under

AMSA jurisdiction, to provide the Master with such information satisfactory to the Administration as is necessary to enable him by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of service
Refer SOLAS II-1/22.1 Load Lines Protocol (1988) reg. 10(2)(b) similar

 Appendix

2 of Marine Orders Part 12 defines what is satisfactory to AMSA  Other jurisdictions (eg. State, Military) have similar, if sometimes less stringent requirements

MY BACKGROUND
years as Naval Architect in Drawing Office of large shipyard, preparing and gaining approval for stability booklets  12 years in AMSA and its predecessors, assessing and approving stability booklets  Australian delegate to IMOs Sub-Committee on Stability, Load Lines and Fishing Vessels Safety (SLF) since 1988, taking specific interest in operational intact stability issues
3
Recently elected as Vice-Chairman of SLF

JURISDICTION
 Determined by ship type and trading pattern Military DoDs own rules but are often guided by

commercial rules which they may make mandatory (ref. s.3, Navigation Act 1912) Trading ship (ref. s.2(a), Navigation Act) - State requirements (USL Code) for intra-state voyages incl charter boats, but AMSA (Marine Orders/SOLAS) for inter-state and international service Fishing vessel or fishing fleet support vessel (ref. s.2(b)/(ba), Navigation Act) State requirements (USL Code) unless on international voyages, then AMSA Pleasure craft (ref. s.2(d), Navigation Act) - State Boating laws re equipment but refer AYF and relevant parts of AS.1799 re design and construction

DEFINITIONS
 Passenger

ship (SOLAS) is ship which carries more than 12 passengers  Cargo ship (SOLAS) is any ship which is not a passenger ship  Special purpose ship (Special Purpose Ship Code) is a mechanically self-propelled ship which by reason of its function carries more than 12 special personnel (persons who are not passengers or crew and who are in board in connection with the special purpose of the ship or special work being carried out aboard the ship, number includes any passengers)

CODES  Offshore Supply Vessel (OSV) Guidelines

Intact and damage stability requirements
 

Mobile Offshore Drilling Unit (MODU) Code Includes intact & damage stability High-Speed Craft Code (2000) Alternative to SOLAS construction/equipment /certification requirements, includes intact & damage stability criteria Special Purpose Ship Code Modifies SOLAS for SPSs, includes intact & damage stability criteria Uniform Shipping Laws (USL) Code Used by State/NT authorities, stability mainly intact

IMO INTACT STABILITY CODE

 Adopted

in November 1993 through res. A.749(18) and has since been amended by res. MSC.75(69)  Intended to be a consolidation of requirements and guidance information adopted by IMO (eg. res. A.167(ES.IV), A.168(ES.IV), A.206(VII), A.268(VIII) & Codes for specific vessel types)
Non-mandatory but now under review again with view to

some parts being made mandatory

 Useful

reference but not implemented by Australia (refer Marine Orders Part 12) because of problems with weather criterion among other things

TYPICAL TRIM & STABILITY BOOKLET AS PER MO.12

 General stability-related info vessel particulars, draft mark diagram, immersion angle

& heeling lever diagrams

 Info for Master and officers Instructions & stability criteria  Worked

example of stability condition calculation  Calculations for typical / worst loading conditions  Supporting data/tables/graphs
Tank plan & table, tank calibrations, hydrostatic tables,

KN tables, nomenclature, inclining report

NOTE Actual required content varies with ship type

STABILITY CRITERIA LANDING CRAFT

 Statutory Authority

is Dept of Defence, so following info relates to hypothetical (?) application of commercial criteria  Criteria are at 6.2.2 and 6.2.3 of Appendix 2 to Marine Orders Part 12, most likely using 6.2.3(k), or 8.C.16 of USL Code
Allows for maximum GZ to occur at angles between

15deg. and 25deg, but requires higher area under GZ curve to 30deg. than normal IMO criteria Note that criteria not to vary between load conditions

STABILITY CRITERIA MBD DAY SAILER/RACER

 

As pleasure craft no statutory stability requirements apply

But refer AYF stability requirements(?)

Refer yacht stability requirements(?) of AS.1799 Small Pleasure Boats Code

Not mandatory but have effect under consumer protection and

trade practices law



Statutory stability requirements could apply if vessel put into survey for commercial operations (eg. harbour sailing)
USL Code section 8.C.12 implemented by State authorities and

also called up by Marine Orders Part 12 (not AMSA jurisdiction!)

STABILITY CRITERIA NWBS DAY TRIP BOAT

 Apply

relevant criteria from section 8.C.1 of USL

Code
Assuming vessel is under State jurisdiction (not AMSA)

 Could

use criteria of 2.3 to 2.5 of 2000 HSC Code

Call-up standards of Annexes 7 and 8 of Code,

depending on whether craft is monohull or multihull

 Note that

1.1 of Annex 8 to the 2000 HSC Code calls up the Severe wind and rolling criterion from the IMO Intact Stability Code
Absence of adjustments to tabulated factors to apply to

HSC renders such application difficult

STABILITY CRITERIA NWBS DAY TRIP BOAT (CONT)

 Note that

Table 2.3.4 of 2000 HSC Code provides for some inter-changeability between the requirements of Annexes 7 and 8
Eg. trimarans stability is similar to monohulls but amahs

of can be tailored to meet the specified stability criteria

 CFD may

soon enable compliance with 2.4 to be verified by calculation but trials required for now  Intact stability criteria currently being researched as major part of review of 2000 HSC Code

AUSTAL MONOHULL CREW/SUPPLY VESSEL

 Mexican

flag and high service speed would normally pose questions

But these are answered by specification of IMO Code on

Intact Stability (IS Code) Severe Weather Criterion NOT required

 Note 2000

HSC Code could not be applied as HSC Code requires high-speed criterion to be met at displacement of maximum operational weight  Consider using 4.5.6 of IS Code in place of 3.1.2
Offshore cargo handling probably precludes fitting

passenger cabin above cargo deck

DAMAGE STABILITY
(Not part of brief for this presentation but generally results in relevant operational information being included in Trim & Stability Booklet)

ANY QUESTIONS????

DAMAGE STABILITY SOLAS & MARPOL

 SOLAS Ch.

II-1 Part B provides deterministic requirements for subdivision of passenger ships, Res. A.265(VIII) is probabilistic alternative  SOLAS reg.II-1/8-1 covers probabilistic subdivision and damage stability of ro-ro passenger ships  SOLAS Ch.II-1 Part B-1 provides for probabilistic subdivision & damage stability for dry cargo ships of L>80m unless covered by deterministic criteria  MARPOL Annex I specifies oil tanker subdivision & damage stability requirements incl. double-hulls

DAMAGE STABILITY SOLAS/MARPOLSOLAS/MARPOL-RELATED CODES

Bulk Chemical (IBC) Code gives requirements for chemical carriers note that where a chemical carrier can carry petroleum grades in addition to noxious liquid substances in bulk, MARPOL Annex I also applies  International Gas Carrier (IGC) Code gives requirements for liquefied gas carriers  Other Codes cover existing ships unnecessary to list here
 International

NOTE RE PROBABILISTIC DAMAGE STABILITY

 Res.

A.265 (IX) (1973) is probabilistic alternative to SOLAS Ch.II-1 damage stability requirements now applied to ro-ro passenger ships through SOLAS reg. II-1/8-1  Amendments to SOLAS Ch. II-1 scheduled for adoption in May to harmonise probabilistic method for passenger & cargo ships (flood length)  Probabilistic principles likely to be extended to Load Line and MARPOL Conventions damage stability  MARPOL Annex I oil outflow and guidelines for double-hull equivalence are already probabilistic

INTACT STABILITY DATA DAMAGE STABILITY LINK

 A given

ship at a given displacement and trim will have a limiting intact KG at which it meets any damage stability criterion  Tracking this data over a range of intact displacements and trims gives a series of limiting KG curves within which the ship must be operated to maintain compliance with the criterion  Such curves are most useful to the Master when integrated into the intact stability booklet
preferably on the same page as similar limiting KG

information for intact stability criteria

OTHER ASPECTS OF STABILITY

SHIPS FOR DRY BULK CARGOES  The most important criterion for such ships is in
relation to ships which may carry grain, which must comply with the International Grain Code which is given mandatory effect in SOLAS reg. VI/9
Most bulk carriers are designed to comply with this Code

even if they are intended to engage in the iron ore and coal trades commercially important in terms of both resale features and being able to accept grain cargoes when they arise Involves provision of Grain Stability Data
 For specialised

bulk cargoes, Bulk Cargoes Code should be checked for any extra requirements
Eg. transportable moisture limits, extra watertight

integrity / bilge requirements, gas sniffing (coal)

TIMBER CARGOES
 Many

Handy-size bulk carriers are arranged for carriage of timber on deck (clear side-decks, stanchions)  1966 Load Line Convention Annex I, Ch. IV provides for assignment of lumber load lines stability requirements are as per 4.1 of Intact Stability Code which in turn calls up the Code of Safe Practice for Ships Carrying Timber Deck Cargoes

SUMMARY
 It is

essential to establish the jurisdiction and regulatory environment in which the ship will operate at the outset
This varies between your selected projects

 AMSA

intact stability requirements generally build on basic IMO stability criteria, HSC is exception  Looking beyond intact stability, relevant intact stability criteria related to cargoes and the operational linkage between intact and damage stability should not be overlooked

ANY QUESTIONS????