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


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

State.1 ± Load Lines Protocol (1988) reg. if sometimes less stringent requirements . Military) have similar. to provide the Master with ³such 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. 10(2)(b) similar  Appendix 2 of Marine Orders Part 12 defines what is ³satisfactory´ to AMSA  Other jurisdictions (eg.YOUR AIM!  If under AMSA jurisdiction.

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

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

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. stability mainly intact . includes intact & damage stability criteria Uniform Shipping Laws (USL) Code ± Used by State/NT authorities.

206(VII). A.167(ES.168(ES.75(69)  Intended to be a consolidation of requirements and guidance information adopted by IMO (eg. A. A. A. res. MSC. A.749(18) and has since been amended by res.IMO INTACT STABILITY CODE  Adopted in November 1993 through res.IV).IV).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 .

draft mark diagram. tank calibrations.TYPICAL TRIM & STABILITY BOOKLET AS PER MO. nomenclature.12  General stability-related info ± vessel particulars. immersion angle & heeling lever diagrams  Info for Master and officers ± Instructions & stability criteria  Worked example of stability condition calculation  Calculations for typical / ³worst´ loading conditions  Supporting data/tables/graphs ± Tank plan & table. hydrostatic tables. KN tables. inclining report NOTE ± Actual required content varies with ship type .

3(k). but requires higher area under GZ curve to 30deg. most likely using 6. than normal IMO criteria ± Note that criteria not to vary between load conditions .16 of USL Code ± Allows for maximum GZ to occur at angles between 15deg.2.2.STABILITY CRITERIA ± LANDING CRAFT  Statutory Authority is Dept of Defence.C. and 25deg. so following info relates to hypothetical (?) application of commercial criteria  Criteria are at 6.3 of Appendix 2 to Marine Orders Part 12.2 and 6.2. or 8.

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.12 implemented by State authorities and also called up by Marine Orders Part 12 (not AMSA jurisdiction!) .C. harbour sailing) ± USL Code section 8.STABILITY CRITERIA ± MBD DAY SAILER/RACER   As ³pleasure craft´ no statutory stability requirements apply ± But refer AYF stability requirements(?) Refer yacht stability requirements(?) of AS.

1 of Annex 8 to the 2000 HSC Code calls up the ³Severe wind and rolling criterion´ from the IMO Intact Stability Code ± Absence of adjustments to tabulated factors to apply to HSC renders such application difficult .5 of 2000 HSC Code ± Call-up standards of Annexes 7 and 8 of Code.C.3 to 2.STABILITY CRITERIA ± NWBS DAY TRIP BOAT  Apply relevant criteria from section 8. depending on whether craft is monohull or multihull  Note that 1.1 of USL Code ± Assuming vessel is under State jurisdiction (not AMSA)  Could use criteria of 2.

3.4 of 2000 HSC Code provides for some inter-changeability between the requirements of Annexes 7 and 8 ± Eg.STABILITY CRITERIA ± NWBS DAY TRIP BOAT (CONT)  Note that Table 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 . 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.

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 3.2 ± Offshore cargo handling probably precludes fitting passenger cabin above cargo deck .1.

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


A.DAMAGE STABILITY ± SOLAS & MARPOL  SOLAS Ch. Res.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.265(VIII) is probabilistic alternative  SOLAS reg. II-1 Part B provides deterministic requirements for subdivision of passenger ships.II-1/8-1 covers probabilistic subdivision and damage stability of ro-ro passenger ships  SOLAS Ch. double-hulls .

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 .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.

265 (IX) (1973) is probabilistic alternative to SOLAS Ch. A.NOTE RE PROBABILISTIC DAMAGE STABILITY  Res. II-1/8-1  Amendments to SOLAS Ch.II-1 damage stability requirements ± now applied to ro-ro passenger ships through SOLAS reg. II-1 scheduled for adoption in May to ³harmonise´ 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 .


SHIPS FOR DRY BULK CARGOES  The most important criterion for such ships is in relation to ships which may carry grain. transportable moisture limits. Bulk Cargoes Code should be checked for any extra requirements ± Eg. which must comply with the International Grain Code which is given mandatory effect in SOLAS reg. extra watertight integrity / bilge requirements. gas sniffing (coal) . 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.

stanchions)  1966 Load Line Convention Annex I.TIMBER CARGOES  Many Handy-size bulk carriers are arranged for carriage of timber on deck (clear side-decks. IV provides for assignment of ³lumber´ 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 . Ch.

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. relevant intact stability criteria related to cargoes and the operational linkage between intact and damage stability should not be overlooked . HSC is exception  Looking beyond intact stability.


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