Review of U.S. Coast Guard Vessel Stability Regulations (2018) / Chapter Skim
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Pages 105-127
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From page 105... ...
105 APPENDIX G SPECIFIC OPTIONS FOR AN UPDATE OF SUBCHAPTER S BY INDICATED PART Appendix G reviews each Part and Subpart of Subchapter S, discusses the current state of the regulation, and identifies updates or changes the U.S. Coast Guard (USCG)
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From page 106... ...
106 passenger ships or smaller than the large vessels in service today to which this criterion is sometimes applied. Furthermore, these criteria are initial metacentric height (GM)
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From page 107... ...
107 propulsion power and the vessel drifting abeam to the seas, one of the extreme stability hazards a vessel could face. Whether the required stability from 170.170 or Section 2.3 will require a higher level of safety depends on the vessel shape (vessels with high wind profile will generally require a higher initial GM under 170.170)
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From page 108... ...
108 170.173 -- Vessels with Unusual Proportion and Form This section is similar to the IS Code Part A, Section 2.2, Criteria regarding righting lever curve properties. The IS Code is applicable to vessels in ocean service, and so a similar requirement is applied to all U.S.
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From page 109... ...
109 Part 170, Subparts A Through D and F Through I These subparts lay out the essential and general requirements similar to all the other Subchapters and they could be retained, but modified in some cases as proposed in the following paragraphs. It is important to review these subparts for currency.
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From page 110... ...
110 stability calculations for relatively small changes to lightship weight to barges that are in slight excess of the 2% limit, but that do not change the full load displacement of the barge. Since the barge VCG was originally estimated at 60% of the depth, and there is no change in the depth, there is no reason it cannot continue to be 60% of the depth since the changes are small and would not change the justification for using the estimated VCG basis.
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From page 111... ...
111 higher than the pendulum measurement, so the requirement for at least one pendulum may be archaic. Consideration could be made to revise the USCG guidance so that where a pendulum is impractical, use of inclinometers only could be allowed.
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From page 112... ...
112 for watertight doors, and with many doors acquired on a worldwide basis, this requirement unduly hinders the purchase of watertight doors. This subpart could be updated and aligned with SOLAS where practical, as SOLAS contains many detailed requirements for watertight doors (Chapter II-1, Part B-2, Subdivision, Watertight and Weathertight Integrity)
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From page 113... ...
113 the amount of liquid in them. Section 170.295(b)
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From page 114... ...
114 new resolution MSC.421(98) , which also harmonized passenger and cargo ships damage stability, referred to as SOLAS 2020.
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From page 115... ...
115 SOLAS, Chapter II-1, Part B, specifically the 2006 amendments (MSC 216(82)
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From page 116... ...
116 quickly. There is also a good safety record with the current requirements as few, if any, casualties are known to have resulted from damage stability loss for vessels that meet them.
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From page 117... ...
117 Candidate Changes 1. Because of the reasons cited above (database for smaller passenger vessels is unavailable, the difficulty of applying the probability-based damage stability process software, and the current experience of U.S.
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From page 118... ...
118 Part 172, Subpart B -- Grain These regulations authorize the National Cargo Bureau to issue a "Document of Authorization" for grain-carrying vessels in international trade, and could be retained. The regulations further authorize the National Cargo Bureau to issue a "certificate of loading" for voyages on the Great Lakes.
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From page 119... ...
119 updated to refer to the current requirements contained in MARPOL Annex I, Chapter 4, Part A, Regulation 27, Intact Stability. It is noted that the subpart is aligned with the IS Code, in that both apply the 5,000 dwt minimum of MARPOL Regulation 27 to oil tankers.
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From page 120... ...
120 As with Subpart C for Barges and Subpart D for vessels, Subpart E applies to Barges with Hazardous Cargoes and Subpart F to Vessels. There is a good reason for barges to have separate Subpart E requirements as the U.S.
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From page 121... ...
121 PART 173 -- SPECIAL RULES PERTAINING TO VESSEL USE Part 173, Subpart B -- Lifting USCG and industry advisors participated in the development of the recently approved IS Code, Part B, Section 2.9 requirements for "Ships engaged in lifting operations,"33 and due consideration by the IMO Subcommittee on Ship Design and Construction (SDC) was given to the current U.S.
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From page 122... ...
122 (required subdivision index) for SPS Code vessels currently remains as SOLAS 2009, not the new harmonized SOLAS 2020.35 Candidate Change 1.
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From page 123... ...
123 large domestic towing industry, and for these vessels the simple requirements in Subpart E might be sufficient. Candidate Changes 1.
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From page 124... ...
124 1. Update Subpart B for consistency of terminology and include consideration of the requirements in IS Code, Part B, Section 2.2.
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From page 125... ...
125 This Subpart -- intact stability requirements -- could be considered for combination with the requirements of Part 173, Subpart E However, because Part 174 pertains to vessel type, while Part 173 is for vessel use, this subpart would need to be retained as a separate subpart because of the special characteristics of tugboats and towboats (vessel shape and low freeboard)
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From page 126... ...
126 the sessions of the Subcommittee on Stability and Load Lines and on Fishing Vessels Safety (SLF) .38 Candidate Change 1.
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From page 127... ...
127 Candidate Change 1. As SOLAS is updated in the future, the applicability referenced in this subpart could be updated as well to separate vessels built in compliance with a previous version of SOLAS from the current version of SOLAS, following the applicability dates in SOLAS.
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