Pacific Northwest Section Presents Two Papers And Tour Of Vessels
More than 150 members, guests and students met at the Officers Club on Pier 91 in Seattle, Wash, for the Pacific Northwest Section of The Society of Naval Architects and Marine Engineers annual student day. The day's events included a morning technical session, at which two papers were presented, a luncheon, and tours of a 96-foot crab boat and a 100-foot tugboat. The Pacific Northwest Section of SNAME sets aside one meeting each year to demonstrate to the student population the function that a technical society performs as a forum for open discussion of technical subjects.
The first paper presented was titled "An Evaluation of Intact Stability Criteria," by George C. Nickum of Nickum & Spaulding Associates, Inc. Mr. Nickum was attending an Inter-Governmental, Maritime Consultative Organization (IMCO) meeting in Spain, and was not available for the student meeting. In his absence, his paper was presented for him by Ed Hagemann. Because of the large number of students present, Mr. Hagemann opened his presentation by discussing some common naval architectural terms associated with stability. He explained that intact stability referred to the inherent stability of the vessel without damage. The paper outlines the history of intact stability, beginning in March 1952, when naval architects had only two standards for intact stability: the wind heel and passenger heel criteria of the Coast Guard, which were applicable to passenger vessels only.
Later that year, the Coast Guard published regulations requiring that all freight vessels subject to inspection be inclined, and stability reports provided to the Coast Guard and to the masters for state loading of their vessels. The paper then points out how IMCO finally undertook studies on the intact stability of fishing vessels with a view to promulgating international standards, and discusses the standards which finally did result. The author then notes some modifications and additions that he feels should be added to the text material of the criteria.
The second paper, titled "Alaska King Crab Boat Casualties," was presented by Richard L.
Storch, a student at the University of Washington. Mr. Storch pointed out that the safety record of the Alaska King Crab fishery has been far from flawless. Between 1969 and 1974, 107 incidents involving crabbers were identified by the Coast Guard. Of the 107 incidents, there were 26 breakdowns, 23 groundings, 27 capsizings, founderings or floodings, 15 structural failures, 11 fires and/or explosions, and 10 collisions. The majority of vessel losses resulted from capsizings, founderings and floodings, structural failures and groundings. He found information for an additional 11 cases of capsizings, founderings and floodings which were not found in searching the General U.S. Coast Guard data. The paper analyzes 13 specific cases involving vessel casualties. Mr. Storch stated that although these casualty data and individual case histories do not thoroughly cover the entire spectrum of fishing vessel safety problems, some general conclusions can be drawn and recommendations made. For example, he recommended that the practice of performing stability tests and preparing stability booklets be continued. This information is essential to the safety of the vessel.
He also recommended that the vessel not be permitted to sail until the full booklet has been delivered to the vessel. He pointed out that most flooding cases involved down flooding from the main deck through open or unsatisfactory lazarette or crab tank hatches. He recommended that these hatches be carefully maintained to prevent flooding and that alarms be installed in lazarettes, voids, engine rooms and crab tanks to warn of flooding. He commented on the size and location of tanks in general, since many crabbers can be sunk simply by filling all crab tanks and fuel tanks. He concurs in the general industry opposition to more strict regulation. He recommends the use of incentives by underwriters to improve vessel design maintenance and inspection.
Written discussion was provided by John J. Schubert, naval architect and marine engineer in Seattle. Copies of both papers and the discussion are available from the Section Librarian, C.S. Bracken, Todd Shipyards, P.O. Box 3806, Seattle, Wash. 98124.