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OCR for page 47
APPENDIX A
DRAFT OF U.S. COAST GUARD CIRCULAR ON PASSENGER SUBMERSIBLES
47
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US Owns
~ Trar~ation ~
Ids /'
Co - Gas !a
NAVIGATION AND VESSEL INSPECTION CIRCULAR NO.
Commandant (G—MTH) b.^ILl~G ADC,RESS.
Ed Unites States Coast Guard
2100 2nd Street, SW
Washington, DC 20593-0001
(202) 267-2997
COMDTPUB Pl6700.4
NVIC -
Subj: Guidance for Certification of Passenger Carrying Submersibles
1. PURPOSE. This circular provides guidance for certification of passenger
carrying submer~lblea under Title 46, Code of Federal Regulations,
Subchapter T - Small Passenger Vessels thunder 100 Gross Tons) (46 FOR
Parts 17S-187~.
2. DISCUSSIoN.
a. Non military submersibles have been used for several decades in the
industrial, experimental and research fields. Submersibles had not
been used in any commercial service for which the existing inspection
statutes and regulations would apply until 1987 when the first
passenger carrying submersible to be certificated by the U.S. Coast
Guard went luto operation in St. Thomas, U.S. Virgin Islands. Two
other passenger submersibles had already been operating in the Cayman
Islands and Barbados (outside U.S. Jurisdiction) beginning in 1986.
b. For operations under O.S. Jurisdiction, the inspection statutes of
U.S. Code Title 46 - Shipping (46 USC) and the regulations in 46 CFR
Subchapter T - Small Passenger Vessels (46 CFR Parts 175-187) apply
to any submersible less than 100 gross tons carrying more than sis
passengers. Since the regulations were developed primarily with
surface craft in mind, many of the requirements cannot be applied to
or may otherwise be inappropriate for submersibles. Additionally,
there are many measures not in the regulations which must be applied
to attain an equivalent level of safety to that of surface craft and
otherwise minimize any inherent hazards of underwater operation.
48
ILL.
~ 1
1 1
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__
==
..
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NAVIGATION AND VESSEL INSPECTION CIRCULAR NO.
2. c. There has also been much interest regarding the operation of smaller
submersibles carrying Six or fewer passengers. To date, orly a few
such operations exist. Such vessels are not subject to present
inspection laws. Bowe~rer, they are subject to regulation as
ur~inspected veseele under 46 CER Subchapter C - {Juinspected Vessels
(46 CER Parts 24-26~. These submersibles must also be designed and
constructed to a recognized industry Standard for safe underwater
operation. Additionally, they wag be subject to special local
operating restrictions as may be imposed by the Captain of the Port
(COTP) relative to navigation Safety, port safety and security, and
vessel traffic conalderations.
d. Recreational submersibles must comply with 33 CFR, Subchapter S
(Boating Safety). Undocumented submersibles (i.e., those not having
federal documentation) with propulsion equipment, must be numbered in
accordance with the federal numbering system or the numbering system
of the state in which the submersible will be principal y operated.
When a submersible is involved in a collision, accident, or casualty,
the operator is required to report such occurrences to the appropriate
OCMI or state authorities, and to render all possible assistance to
others involved in such incidents. 33 CER 155 (Oil Pollution
Preventlon Regulations for Vessels) and 33 CFR 159 (Marine Sanitation
Devices) also apply to recreational submersibles. Voluntary reports
of submersible operations in or-near U.S. waters may be made to the
nearest Coast Guard Operations Center. Inquiries about the extent of
such reports and other questions that cannot be recolored locally
should be directed to Commandant (G-NRS) at (commercial/FTS)
202/~-267-1948. These reports are intended for informative use in
search and rescue (SAR) activities only.
. .
Enclosure (1) to this circular provides general guidance relative to
the inspection and certification requirements for submersibles,
primarily those carrying more than sis passeDgere. This document does
not stand alone, i.e., it makes reference to the applicable
regulations and to the appropriate industry standards. Designers,
builders and operators must also be familiar with and use the
referenced arteries.
Subaersible technology is not new, but its application in the
passenger carrylog industry is still very much under study. Though
we have established a safe baseline, as this industry grows we will
see caner technological advances which w111 have to be carefully
considered in view of safety. We have initiated a number of studies
from which we are likely to gain some insights that may impact on
these guidelines, the regulations and the referenced ladustry
standards. Eventually, we plan to establish specific regulations for
this class of vessels. In the meantime, enclosure (1) to considered
to be the beat available approach to facilitating this ludustry while
ensuring passenger safety.
49
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NAVIGATION AND JESSE INS]?BCTION CIRCUITS NO.
I~?L~NTATIGN. Coast Guard plan Eerier, icepection, and certification
will be based on the guidance contained tn thee circular. Owners,
operators, designers ant bulldere of passenger carrying su~erelbles oust
tee come familiar with the applicable regulations and sta~derde. To
facilitate a timely inspection for certification, they are also urged to
follow the guidelines of enclosure (~) closely.
(~) Saall Passenger Submersible Guidance
(2) Guidelines for Stability of Saall Passenger Submersibles*
(3) References
(4) Addresses
(5) Urban Hass Transportation Admisstration (OMTA) Recoa~ended Fire
Safety Practices for Rail Transit ~teriale Sciection (deleted)
Non-Sta~ard" Distributlon:
C:e New Orioa" (90~; Baltimore (45~; San FrancIsco (40~; Port Arthur,
Honolulu, Puget Sound (351; Miami, Mobile, I~ong Beach, Morgan City (25~;
Hampton Roads, Jacksonville, Portland OR (20~; Boston, Portland He,
Charleston, Anchorage (151; Cleveland (123; Loule^Ile, Heephis, Paducah,
Pittsburgh, St. Louis, Se~ra~h, San Juan, Tampa, Galveston, Buffalo,
Chicago, Detroit, Duluth, Hil~ulcee, San Diego, Juneau, Valtes (101;
Providence, Buntlag ton, V~ington, Corpus Cnristi,.Toledo (S).
C:e New Tork (70~; P2~1adelp~a (3S); Houston (2S); St. Ace (S); Sturgeon
War (4 ~ .
D:1 CG Idason Officer I~SE"IFICOND (Code HEN), CG Liaison Officer RSPA
(DHM-22), CG liaison Officer HARAD (t~R-720.1), CG laid eon Officer JUS~PHU
(1~.
*Sample spreadsheet calculations (Figure 4) have been deleted from Enclosure 2.
50
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Encl. (1) to NVIC
GUIDANCE FOR CEtTIFICATION OF PASSENGER CARRYING SUBMERSIBLES
TABLE OF CONNECTS
Chapter 1. - General
Background
1. Introduc~cion
2. The Underwater Safety Project
3. US Navy
4. American Bureau of Shipping
5. Passenger Submersible History
8. Applicability
1. Subchapter T- Small Passenger Vessels
2. Subchapter C - Uninspected Vessels
3. Subchapter H - Passenger Vessels
4. Recreatlo~1 Submersibles
5. Foreign Flag Submersibles
C. Equivalency
D. Regulation Development
Chapter 2 . - Inspection and Certif ication
A. Concept Review
B. Application for Inspection
C. Plan Review
D . Inspection for Initial Certif ication
E . Inspection for Cert if ication
F. Certif icate of Inspection
G. Reinspection
H. Drydockir~g or Hauling Out
I. Notification of Repairs and Alterations
Chapter 3 - Construction and Arrangement
A. General Design
B. HuD Structure
C. Subdivision and Stability
D. Means of Escape
E. Interior Construction
F. Raile and Guards
Chapter 4 - Lifesaving Equipment
A. Life Preservers
B. Primary Lifesaving Equipment
C. Ring Buoys
D. Distress SignAle
E.
F.
G.
Emergency Position Indicating (EPIRB)
First Aid Kit
Individual Emergency Breathing Apparatus
51
Page
2
2
2
3
3
3
4
4
4
4
4
6
7
7
8
8
9
9
10
10
10
12
13
13
13
13
13
13
13
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Enc.=. (1) to NVIC
Chapter 5 - Fire Protection Equipment
B.
C. mu rare ~t~nsutaner~
D.
E.
General
Fire Ampa/Pire Main System
lo. __ an. ~
Portable Plre E~titlgut8her8
Plre Detection System
Chapter 6 - Machinery Installation
A. General
B. Lifeaupport Sgetems
C. Bilge Sgatems
Chapter 7 - Electrical Installation
A. General
B. Cable
C. Emergency Power
D. Batteries and Battery Charging
Chapter ~ - Vessel Control
A. Ballast Systems
B. Emergency Ballast Systems
C. Auto-pilot
D. Communications
E. Alarms
F. Remotely Controlled Valves
Chapter 9 - Operation
A. General
B. Deere Slice
C. Operations Manual/Safety Plan
D. Rescue
E. Maintenance
Chapter 10 - Manning and licensing
A. General
B. Submersibles not subject to inspection
C. Submersibles sub Sect to inspection
Chapter 11 - Foreign Passenger Submersibles Operating in the U.S.
A. Coastwise Trade
B. Inspection Standards
C. Inspectlon and Certification
D. Operations Manual
14
14
14
14
14
15
IS
15
16
16
16
16
17
17
17
17
17
17
18
18
18
19
20
21
21
21
22
22
23
23
Encl: (2) Guidelines for Stability of Small Passenger Submersibles
(3) References
(4) Addresses
(5) Urban Mass Transportation Adminstration (UMTA) Recommended Fire
Safety Practices for Rail Transit Materials Selection
52
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Encl. (1) to NVIC
CHAPTER 1. GENERA:
A. Background.
1. Introduc Lion. Considerable research and development has been
conducted relative to the safe design, construction, and operation of
small manned submersibles. Participation in such efforts has included
the Na", the Coast Guard, the submersible industry, the American
Bureau of Shippln8 (ABS), and technical societies such as the Marine
Technology Society (MTS) and the Society of Naval Architects and
Marine Engineers ~ SNAME) . the safety Of ludustrial and research
submersible operations has been the primary concern of most work
accomplished until recently. The advent of the presenter carrying
submersible has created the need to look at manned submersibles in a
different light. Since 1986 the Coast Guard has worked closely with
the developers of this new industry to establish a sound safety policy
for the design. construction, and operation of these new submersibles.
The Underwater Safety Project (USP).
a. The Coast Guard Headquarters USP was established in 1968 in
reaction to what appeared at the time to be a strong near-term
need for Coast Guard regulation of underwater vehicles and
stations. At the time there were about 50 civilian submersibles
in existence in the U.S. In a decade of submersible operations
there had only been three major accidents, resulting in the loss
of one life. Nevertheless, to ensure at least a minimum standard
of safety was maintained, the Coast Guard proposed legislation to
obtain authorization for regulation of non-military submersibles
regardless of size, service, or number of paseengere.
b. Research and development efforts were initiated to determine the
basic requirements for submersible regulations. Lialson with
industry and Standards organizations was established in order to
develop policy, codes , and guidelines for submersibles. MTS
conducted three studies and published three sets of guidelines for
submersible safety during the period from 1968 to 1979. These
guidelines address design, operations, personae!, maintenance,
procedures, and equipment. The Coast Guard actively participated
in the development of the MTS guidelines and assisted with funding.
Not logy after the USE was formed, the priority of the project was
in question. The proposed legislation attempts regarding the
regulation of nonmilitary submersibles had been unsuccessful.
Also, the anticipated demand for submersibles and interest in the
activity had not materialized. Although there had been steady
advancement of submeralble technology, the maritime industry had
experienced an economic recession. The use of submeralbles for
other than limited industrial, experimental, or research
applications did not appear likely. Coast Guard regulatory
efforts on this subject ended with the termination of the USP in
the late seventies.
53
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Encl. (1) to NVIC
7. 3. U.S. Navy. The Navy has always been concerned with the safety of
military submersibles. The loss of THRESHER in 1963 caused Navy
efforts to intensify and resulted in special safety programs. With
the advent of the deep research vehicles such as TRIESTE and ALVIN,
the Nary took action to ensure the safety of Naval personnel when
embarked on manned noncombatant submersibles. Military certification
requirements were applied as appropclate, and additional safety
requirements were dictated by the aubmeraible's specialized design and
use. ALVIN was the first such submersible certificated by the Navy.
The Nawy's certification requirements are now published in "Systems
Certification Procedures and Criteria Manual for Deep Submergence
Systems, NAVMAT P-9290 . ~
4. American Bureau of Shipping (ABS).
a. During the mid-sistie~, ABS was approached by industry
representatives and by the U.S. Nary regarding the practicality of
preparing standards for the design and construction of commercial
submersibles. Becaune of the limited information and experience
available in the area of commercial submersibles, ABS began a
lengthy effort of collecting, evaluating and developing technical
data, safety criteria, operational aspects, etc. which led to the
1968 publication of the "Guide for the Classification of Manned
Submeraibles.-
b.
During the seventies, builders, operators, and ABS (the Nary and
Coast Guard as well) gained extensive experience relative to small
submersibles, primarily those for research, industrial, and
experimental service. Consequently, ABS published "Rules for
Underwater Systems and Vehicles. in 1979 (ABS Rules). The Coast
Guard participated in the development of these Rules. ~ ile not
originally intended to encompass passenger submersibles, these
Rules have served as a foundation for ABS to class a number of
tourist submersibles to date.
5. Passenger Submersible History.
a. In 1964 and 1965, the AUGUSTE PICCARD, a forty passenger carrying
submersible, took some 32,000 tourists on over 1100 dives to 1000
feet in Lake Geneva at the Sales National Espositlon. Operation
of the AUGUSTE PICCARD in the Unit et States in passenger carrying
service was proposed; however, the Coast Guard would not accept
the vessel because it was not built under Coast Guard inspection.
The AUGUSTE PICCARD was then converted and operated as a research
and industrial submersible.
In 1984, a Canadian commercial submersible operating firm, Sub
Aquatlce Development Corporation, built two passenger carryl~g
submersiblea. The vessels, ATLANTIS I and II, were designed to
carry 28 passe~gere and two crewmen on short voyages to a depth of
150 feet. These two vessels are now operating in the Cay~an
Islands and Barbados. With the success of these vessels, Sub
Aquatics approached the Coast Guard with a proposal for a 47
passenger submersible to be operated within U.S jurisdiction in
the U.S. Virgin Islands (USVI). The Coast Guard worked closely
54
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Encl. (1) to NVIC
(cont'd) with Sub Aquatice to define basic safety requirements.
Acceptable design and operational features were established to
ensure the safety of passengers and crew at a level equivalent to
that of a small passenger vessel of similar capacity. This
submersible, ATLANTIS III, was certificated in July 1987 and has
been operating successfully in St. Thomas, USVI. In June 198B,
another company successfully certificated a similar sized
submersible, LOOPING GLASS, in St. Thomas. ATLANTIS IV aM
ATLANTIS V have been certificated for operations in Rona, Hawaii
and Guam, respectively. HARIEA I, a Panamardan flag submersible,
operates in Saipan under control verification.
B. Applicability.
1. Subchapter T - Small Passenger Vessels (Under 100 Gross Tone).
a. Vessels less than lOO gross tons which carry more than sis
passengers are subject to the applicable sections of Title 46 of
the Code of Federal Regulations (CFR), Subchapter T (Parts 175
through 187) - Small Passenger Vessels. It is this group of
submersibles on which this NVIC focuses. Compliance with
applicable sections of 46 CFR Subchapter S - Subdivision and
Stability, 46 CFR Subchapter Subchapter B - Merchant Marine
Officers and Seaman, 33 CFR Part 155 - Oil Pollution Prevention
Regulations for Vessels, and 33 CFR Part 159 - Marine Sanitation
Devices is also required.
b. In addition, due to the hazardous nature of operating a
submersible vessel, the Captain of the Port (COTP) may impose
special operational requirements under authority of Title 33, U.S.
Code (33 USC), Chapter 25 (Sections 1221 through 1226) - Ports and
Waterways Safety Program, and 33 CFR Part 160 - Ports and
Waterways Safety - General. Special concerns for the COTP would
include navigation safety, port safety and security, available
rescue resources, and vessel traffic safety. The cognizant COTP
must be contacted well in advance of any intended operations.
2. Subchapter C - Uninsoected Vessels.
a. Submersibles carrying sis or less passengers, are peered
veasela. as defined by 46 USC 2101~42~. Although not subject to
inspection, these vessels must meet the requirements of 46 CFR
Subchapter C - Uninspected Vessels. They must also meet the
applicable requirements of 33 CFR Part 155 - Oil Pollution
Prevention Regulations for Vessels, 33 CPR Part 159 - Marine
Sanitation Devices, 33 CFR Subchapter S - Boating Safety, and 46
CPR Part 15 - Manning Requirements.
Because of the unique design and operating characteristics, as
well as the inherent hazards of underwater operation, an
uninspected submersible may be permitted in U.S. passenger
operations only if it is designed and constructed to a recognized
industry standard. Additionally, the COTP may establish special
local operating restrictions under the authority of 33 USC Chapter
25 - Ports and Waterways Safety Program, and 33 CFR Part 160 -
55
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Encl. (1) to NVIC
B.2.b. (cont'd) Ports and Waterways Safety, General. These restrictions
rlll address local navigation safety, port safety and 8ecurltg, and
vessel traffic conalteratlons. To avoid delayed operations due to
safety concerns that 'cay be raised about the design and conotructlon
of the vessel or its intended operating area, an operator should
contact the cognizant COTP well in advance of any intended operations.
3. Subchapter lI - Passenger Vessels. AnY passemer carrYin. submersible
that ts lUU gross tone or more would be subject to inspection under 46
CFR Subchapter H. Although submersibles of this size are not
envisioned for the near future, the guidelines of this circular could
be used subject to application of Subchapter ~ instead of Subchapter T.
Recreational Submersibles. Recreational vessels, as defined in 46 USC
2101~25), are vessels manufactured or operated primarily for pleasure,
or leased, rented, or chartered to another for the latter's pleasure.
Submersibles within this category are subject to the requirements of
33 CER Subchapter S - Boating Safety, Parts 173-183. The guidelines
in this circular generally do not apply; however, depending on the
area of operation, COTP operating restrictions may be appropriate.
This will be evaluated on a case by case basle. These guidelines may
be of assistance to a manufacturer or owner of a recreational
submersible.
4.
5. Foreign Flag Submersibles. See Chapter ll.
C. Equivalency. This NVIC is intended to outline a basis for determining
equivalency or passenger carrying submeralbles to conventional small
passenger vessels. Since the applicable regulations Ampere developed
primarily with surface craft in mind, many specific features cannot be
applied to or may otherwise be inappropriate for a submersible. The Coast
Guard's approach to the novel design and unique operational hazards of
passenger submersibles is to require a level of safety equivalent to that
required for a Surface craft of similar size and service. This is
established in part through a combination of design requirements and
operational restrictions. ~ written operations manual and safety plan
detailing normal and emergency operational procedures should be prepared
early in the plan"~pg stage for concept review and submitted to Commandant
(G-MTH-4), see Appendix C for addresses. It will be evaluated in
conjunction with the proposed design to ensure the project addresses crew
training, operational wrametere. surface vessel control. and safety
features.
_, ~ , ~ ,
D. Regulation Development. As more experience is gained with passenger
carrying submersibles, regulations Specific to them and to their
operations will be promulgated. Therefore comments to improve this NVIC
are solicited. Comments should be submitted to Commandant (G-MTH-4~.
56
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Encl. (1) to NVIC
CHAPTER 2. INSPECTION AND CERTIPICATION.
A. Concept Review. Passenger carrying submersibles are novel vessels sad as
such require special consideration. All new submersible vessel designs
and all operations must be conceptually approved by Commandant. For
concept review, an owner or builder should submit a proposal to
Co~mnudant (G-MTH-4~. The proposal should cover, to the eaxlmum extent
possible, the aspects of design and operation raised in this NVIC and
should include the draft operations/safety plan. Thl8 to an important
first step that will facilitate the certification process, especially plan
review and inspection.
B. Application for Inspection. An Application for Inspection (CG-3752)
should be submitted to the Officer in Charge, Marine Inspection (OCMI)
having responsibility for the location where the vessel will be built.
Contact should also be made with the OCMI having Jurisdiction in the
proposed operating area.
C. Plan Review.
1. Plan review for most Subchapter ~ vessels is normally done by the
cognizant OCMI. However, passenger submersibles are a unique clans of
vessels of very novel designs and operations, therefore detailed plan
review will be done by the Marine Safety Center (G-MSC). Plan
submittal procedures should be discussed with the cognizant OCMI(~) as
well. Detailed plan review will not normally be performed before
Jurisdiction (evidence that Coast Guard inspection is required) has
been established and substantial evidence (e.g., a contract) is
provided that the submersible will in fact be constructed. Conceptual
plan review, as noted in Section 2.A. above, say be performed by
Co~ntant (G-M1lI) prior to substan~cl&ting intent to construct.
In addition to the plans noted in Subchapter T. the following will be
required for detailed plan review:
a. Pressure hull strength calculations and construction tolerances
including those for: viewports, hatches, Joint details,
penetrations, attachments, and methods of attachment.
b. Life support systems/equipment, material specifications (as
appropriate), and supporting calculations for:
(~) Carbon dioxide removal
(2) Oxygen supply
(3) Emergency breathin
(4) Sensors and monitoring equipment
c. Fire protection systems/equipment.
d. Bilge system.
Ballast system plans and calculations.
57
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Encl. (2) to NVIC
In the intact condition, the only significant inclining moment submerged is
due to passenger movement. If the distance GB is sufficiently large, the
trim angle can be kept to scme safe maximum, even if a percentage of the
passengers were to move the entire length of the submersible. The following
criterion addresses this passenger movement hazard, but passenger movement
should nevertheless be restricted as much as possible.
The submersible must be inclined while submerged to determine the actual
GB. Under full load conditions the distance, GB.CtU.1, determined
by the inclining experiment must be not less than the minimum GB
determined by the following formula:
GBmin ~ nwNd / ~ tan e
where n - 0.1 (This represents 101 of the passengers all
moving at one time.)
w - 160 pounds (72.5 kg) per person
- the total number of passengers aboard
d - the interior length of the main cabin accessible to
passengers. This should not include machinery
compartments if they are separated from the main cabin
with a bulkhead.
- the total weight (in units consistent with w) of the
fully loaded submersible, not including soft ballast.
e - 2S. (representing the maximum safe trim angle. This
assumes that each passenger has an individual seat that
is contoured or upholstered so that a person can remain
in it at this angle.)
An object in submerged equilibrium acts exactly as if its center of gravity at
G were hanging frog' its center of buoyancy, B. This is true,
regardless of the hydrostatic properties of the object, and regardless of the
direction of inclining. This means that inclining in the longitudinal
direction yields exactly the came rcault as inclining in the transverse
direction. This in fortunate, because the extra distance available for moving
inclining weights makes a longitudinal inclining much easier.
Recall from NVIC 15-81 that an inclining experiment measures the relationship,
wd / tan e where w is the inclining weight, and
d is the distance the inclining weight moves.
e is the inclined angle (trim angle, here)
Since the weight of the submersible, if, and its center of gravity have
been calculated precisely on the spreadsheet, the results of the inclining
experiment can be used to calculate the actual G8 with the formula;
GB.c~ua1 - ad / ~ tan e
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Encl . (2 ~ to NVIC
Remember that ~ should be ache weight of the submersible, not including the
weight of free floodlag water ballast (soft ballast).
Below are some special procedures tat will help obtain valid results from the
inclining experiment.
In order to maintain its depth during the inclining experiment, the
submersible should be suspended from a small buoy. See Figure 5. The buoy
should displace 60 to 100 pounds. It should be attached near the
submersible's longitudinal center of buoyancy by a line 30-SO feet long. The
submersible should be trimmed to be 30-50 pounds "heavy" so that the buoy wi U
be about 1/2 submerged. This should be observed throughout the experiment by
the surface boat in attendance. The suspension buoy should be fairly rigid.
Pneumatic fenders tend to compress as they submerge, and this can make it
difficult to achieve neutral buoyancy.
pendulums
Lo Or ~ ~ ~
:~
inclining
weights
Inclining Experiment
Figure 5
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Encl. (2) to ~~.C
Pendulums should be rigged to wing in the lorlgitudiml direction. Whey
should be as I°88 as possible inside the pressure hull, but even a short
pendulum can give good results. Since ache distance GB is constant and does
not depend on a Small angle approximation (1ike Gll does), the inclining will
be valid at whatever angle is necessary to get readable deflections of the
pendulums. Trim angles of 10 degrees or even more must be considered normal
during diving and ascent, and the results of the inclining will be Just as
valid at these angles as at small ones. Take this into account when planol~g
for damping baths and water tubes, since spilled oil or water can be slippery
and hazardous on the decks at these angles.
There w111 probably be no need for pendulum damping if the inclining can be
conducted in relatively deep, calm water. If the surface is rough, the surge
near the bottom will sweep the submersible back and forth, making it very
dif ficult to get good pendulum readings in any case. It is best to choose a
sheltered spot without any Swell.
The submerged inclining experiment will require a number of people to be
aboard. There should be one person for each pendulum, a pilot, and enough
people to move weights or to act as inclining weights. The experiment can
take several hours submerged, so life support and air conditioning aystemn
must be functioning properly before the inclining begins.
Air entrained by the structure and under the fashion failing can shift during
the inclining and invalidate the experiment. There should be provisions for
ventlug entrained air such as vene holes in the fashion failing. Once the sub
is submerged, it should be rocked or trimmed to large enough angles to ensure
that all air has been vented before starting the submerged inclining.
SIMPLIFIED STABILITY TEST
The submersible must pass a simplified stability test to confirm that it is
adequately stable on the surface. This should be as outlined in 46 CFR
171.030 with the following modifications:
A trim dive, the deadweight survey, and the inclining experiment should be
done before the simplified stability teat. This will ensure that the
submersible is in dialog trio'.
The hard ballast tanks should be about half full and the soft ballast tanks
should be blown as dry as possible.
In calculating the weight of personnel, A, the weight of each person should
be taken as 160 pounce.
The beam, b, should be taken as the transverse dlatance between the
embarkation deck railings. See Figure 6.
The passenger weight should be placed on the embarkation deck at a height
equal to the center of gravity of the personnel aboard.
The submersible passes the test if no more than one half the freeboard is
immersed. Por this purpose, the freeboard is measured from the waterline to
the horizontal line through the outboard limit of b at the embarkation deck
level. See Figure 6'
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Encl. (2 ~ to NNIIC
\ freeboard
Simplified Stability Test
Figure 6
OPERATIONAL TESTS
Certain operational teats relate closely to stability. These can conveniently
be done in conjunction with the inclining esperimentse
Emergency ascents: From several depths, including the certified test depth,
all ballast tanks should be blown simultaneously. The time from the beginning
of the procedure until the submersible breaks the surface should be recorded.
A Coast Guard witness should be aboard to make an evaluation of the motion and
attitude during ascent and especially upon breaking the surface. One ascent
should be performed by dropping the external drop weights. These tests should
verify thee the vessel does not attain a list such that the hatch becomes a
downfloodi~g point once it is opened on the surface for disembarkation.
Ilatch Height: The submersible must be capable of remaining surfaced under a
sea state Waring average wave heights up to 4 feet and average winds up to 16
knots. This requirement is similar to ABS procedures which are not
necessarily required or performed except to verify intent of the sub~eraible's
operation. ABS has a forth for calculating hatch height, which requires a
hydrostatic model aid which assumes that the critical motion for wave
overtopping will be in roll. Obsenratiolls of existing submersibles suggest
that wave overtopping is usually not a problem, and that any minor deck
wetness comes from hea~re~pitch motions. As a check, the motion of the
submersible on the surface should be observed and any tendency for deck
wetness should be noted.
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Damaged ballast tanks: Prom just below the surface, all possible combinations
of ballast tanks should be blown and the equilibrium waterline obeenred. In
each case it should be noted whether the hatches are clear to open. A
photographic record of these teats should be kept and included in the vessel
file.
Trim weight effect: If the pilot controls a moveable trim weight or can
control trim with liquid ballast, this should be shifted as far 88 Fusible,
both fore and aft. Record the trim angles experienced due to these ballast
shifts.
Effect of passenger movement: With the aubmersible on an even tile, ahift 10:
of the intended number of pa~sengere all the way forward and aft. Record the
maximum and equilibrium trim angles achieved. The trim angle should not
exceed the maximum safe angle for batteries or machinery, and all items of
furnishing should remain secure. The maximum trim angle is not espec ted to be
comfortable, but it should still be possible to move about the cabin.
STABILITY OTTER
The end product of the stability review is a stability letter similar to the
example below. Note that the stability letter should specifically limit the
route to waters not deeper than the certified test depth and to waters
consistent with the route assumed in performing the simplified stability tent.
Name
Master
SubJ: Submersible , O.N.
Small Passenger Vessel
Stability Letter
Dear Sir:
You are responsible for maintaining this vessel in a satisfactory stability
condition at all times and for following the instructions and precautions
listed below.
A stability test witnessed by the U.S. Coast Guard was conducted on the
Submersible , O.N. , at on
on the basis of this test, and a deadweight survey performed on the subjec~c
vessel at on , stability calculations have been
performed. Results indicate that the stability of 88 presently
outfitted and equipped is satlafactory for operation both surfaced and
submerged on protected/pareially protected waters as indicated on the
Certificate of Inspection, provided that the following restrictions are
strictly observed:
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OPERATING RESTRICTIONS
ROUTE. Partially protected waters not more than feet deep.
2. PASSENGERS. A maximum of _ passengers may be carried. A maximum of
persons (pssseDgers and crew) may be carried. In no case shall the number of
persons exceed that allowed by the Certificate of Inspection. All passengere
are to remain Seated ~ in the individual seats provided, for the entire
duration of each voyage.
3. FREEBOARD AND DRAFT. When surfaced to embark or disembark pssse~gers, 811
air ballast tanks are to be blown dry so that animus freeboard is
maintained. Trim on the surface should be minimized. A load line is not
authorized.
4. WATERTIGHT OPENINGS. Hatches are to be secured closed and checked before
. _
commencing each dive. They are to remain secured until the surface craft has
verified that they are clear of obstructions after resurfacing. Due to the
danger of d~wnflooding, hatches are not to be opened in seas having average
wave heights exceeding 4 feet.
S. CARGO. No cargo is to be carried.
6. WEIGHT CHANGES. No solid ballast or other such weighes shall be added,
removed, altered, or relocated without the authorization and supervision of
the cognizant OCMI. All such ballast shall conform to ballast drawing
No. . The vessel is fitted with pounds of permanent lead ballast
in the skids as well as pounds of moveable lead ballast tn the drop
weight tray between the skids and pounds of lead Pl8s secured in the
battery compartment.
7. BILGES. The vessel's bilges shall be kept dry at all times consistent
with pollution prevention requirements.
8. FREEING PORTS. Deck freeing ports shall be maintained operable and
completely unobstructed at all times.
This stability letter s~11 be posted under suitable ~cransparent material
inside the submersible so that all pages are ~risible. It supersedes the
temporary stability letter dated .
Sincerely'
(Authorized Coast Guard Official
be: CCGD (m)
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References
American Bureau of Shipping Rules for Building and Classing Underwater Systems
and Vehicles 1979, American Bureau of Shipping, P.0. Box 910, Paramus, NJ
07653-091 ~
"Safety Standard for Pressure Vessels for Human Occupancy,- ANSI/AMSE PVHO 1,
The American Society of Mechanical Engineers, United Engineering Center, 345
East 47th Street, New York, NY 10017
Code of Federal Regulatlons:
Title 46 - Shipping Chapter I - Cosat Guard, Department of Transportation:
Subchapter T - Small Passenger Vessels (Under 100 Gross Tons), Parts
175 to 186
Subchapter C - Uninapected Vessels, Parts 24 to 26
Subchapter S - Subdivision and Stability, Parts 170 to 174
Subchapter V - Marine Occupational Safety and Health Standards,
Part/197
Subchapter H - Passenger Vessels, Parts 70 to 89
Subchapter B - Herchant Marine Officers and Seamen, Parts 10 to 15
Subchapter ~ - Marine Engineering, Parts 50 to 64
Subehapter J - Electrical Engineering Parts 110 to 113
Title 33 - Navigation and Navigable Waters, Chapter I - Coast Guard,
Department of Transportation
Subchapter S - Boating Safety, Parts 173 to 183
Subchapter P - Ports and Waterways Safety, Parts 160 to 167
Subchapter O - Pollution, Parts 151 to 159
Marine Technology Society, Washington, DC:
Safety and Operational Guidelines for Undersea Vehicles
Safety and Operational Guidelines for Undersea Vehicles Book II
International Safety Standard Guidelines for the Operation of
-
Undersea Vehicles
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References (cont'd)
Manned Submersibles by R. Frank Busby, Office of the Oceanographer of the Nary
"Systems Certification Procedures and Criteria Manual for Deep Submergence
Systems, NAVMAT P-9290" June 1976, Department of the Nay,, Washington, DC
20362
"Code of Practice for Operation of Marched Submeralble Craft,- Association of
Offshore Diving Contractors, 28-20 Little Russel Street, London WCLA 2HN
"Guidelines for the Selection, Training and Qualificatlon of Deep Submersible
Pilots" by the Deep Submersible Pilots Association
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Addresses
Department of the Treasury, U.S. Customs Service, Carriers, Drawbacks, and
Bonds Division, Carrier Rullags Branch, 1301 Constitution Avenue NW,
Washington, D.C. 20229
Commandant (G-MTH), U.S. Coast Guard, 2100 2nt Street SW, Washington, DC
20593-0001
Commandant (G-MYI), U.S. Coast Guard, 2100 2nd Street SW, Washington, DC
20593-0001
Marine Safety Center (G-MSC), 400 7th Street SW, Washington, D.C. 20593-0100
Officer in Charge, Marine Inspection
The addresses for each OCMI are as follows. The zone of responsibility for
each OCMI is described in 33 CFR 3.
ATLANTIC COAST
Commending Officer, Marine Safety Office, PO Box JOB,
Portland, ME 04112-0108
Commanding Officer, Marine Safety Office, 447 Commercial St.,
Boston, MA 02109-1096
Commanding Officer, Marine Safety Office, John O'Pastore Federal Bldg.,
Providence, RI 02903-1790
Commanding Officer, Marine Inspection Office, Battery Parley Bldg.,
New York, NY 10004-1466
Commanding Officer, Harine Inspection Office, 801 Custom House,
Philadelphia, PA 19106-2974
Commanding Officer, Marine Safety Office, Customhouse,
Baltimore, MD 21202-4022
Com - ndin8 Officer, Marine Safety Office, Norfolk Federal Bldg., 200 Granby
May, Norfolk, VA 23510-1888
Commanding Officer, Marine Safety Office, Suite 500, 272 North Front St.,
Wilmington, NC 28401-3907
Commanding Officer, Marine Safety Office, P.O. Box 724, 196 Tradd Street,
Charleston, SC 29401-1899
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Addresses (con~c'd)
Commending Officer, Marine Safety Office, PO Box 8191,
Sabbath, GA 31402-8191
Commanding Officer, brine Safety Office, Room 213, 2831 Talleyrand Ave.,
Jacksonville, PI. 32206-3497
Compendia Officer, Marine Safety Office, Justice Bldg., 155 South Miami Are.,
Miami, E1 33130-1609
Commanding Officer, Marine Safety Office, PO Box S-3666,
Old San Juan, PR 00904-3666
GULF OF MEXICO
Commanding Officer, Marine Safety Office, 155 Columbia Drive,
Tampa, FL 33606-3598
Co~ndlug Officer, Marine Safety Office, 1900 Firat Nat'1 Bank Bltg., PO Box 2924,
Mobile, AL 36652-2924
Commanding Officer, Marine Safety Office, 1440 Canal Street,
New Orleans, LA 70112-7116
Commanding Officer, Marine Safety Office, 800 David Dr. - Rm. 232,
Morgan City, LA 70380-1304
Commanding Officer, Marine Safety Office, Federal Bl~g., 2875 75th St. & Hwy. 69,
Port Arthur, TO 77640-2099
Commanding Officer, Marine Safety Office, Post Office BIdg., 601 Rosenberg,
Galveston, TO 77S50-1705
Commending Officer, Marine Inspection Office, 8876 Gulf Freeway, Suite 210,
Houston, TO 77017-6595
Commanding Officer, Marine Safety Office, PO Box 1621,
Corpus Christi, 1~ 78403-1621
GREAT LARKS
,
Commanding Officer, Marine Safety Office, Rm 1111, Federal Bldg., lllW. Huron St.,
Buffalo, NY 14202-2395
Commanding Officer, Marine Safety Office, 1055 East Nintl.
Cleveland, OR 4414-1092
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Addresses (cont'd)
Commanding Officer, Harlne Safety Office, Federal Bldg., Room 101, 234 Suit St.,
Toledo, ON 43604-1590
Corroding Officer, Marine Safety Office, 2660 East Atwa~cer Street,
De~croie, HI 48207-4413
Commanding Officer, Marine Inspection Office, Municipal Bldg.,
St. Ignace, ~ 49781-1425
Commanding Officer, Marine Safety Office, Card Park,
Duluth, MN S5802-2352
Commanding Officer, Marine Inspection Office, 360 I`ouisiana St.,
Sturgeon Bay, ~ 54235-2479
Commanding Officer, Marine Safety Office, 2420 S. Lincoln Memorial Dr.,
Milwaukee, W! 53207-1997
Commanding Officer, Marine Safety Office, 610 South Ca~1 Street,
Chicago, IL 60607-4573
INI~ND REARS
Com - ndlag Offlcer, Marine Safety Office, Suite 700/Koss~an Bldg,
Forbes Ave ~ S.c~wis St,
Pittsburgh, PA 15222-1371
Commanding Officer, Marine Safety Office, PO Box 2412,
Huntl~gton, W? 25725-2412
Commending Offlcer, thrice Saint, Office, 600 Federal Place, Room 360,
I`ouis~rille, RY 40202-2230
Commanding Officer, thrice Safety Office, PO 80s 7509,
Paducah, 1~! 42002-7509
Commanding Officer, Marine Safety Office, PO Box D~17,
St. Louis, MO 63188~0017
Commending Officer, brine Safety Office, Suite 1134, 100 N. Main Bldg.,
Memphis, 111 38103-5014
PACIFIC COAST
Commanding Officer, 2larine Safety Office, 2710 Harbor Drives North, San Diego, CA
92101-1064
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Representative terms from entire chapter:
marine safety
