loadline – amendment 3 instructions for the guidance of ... · loadline – amendment 3...

The Maritime and Coastguard Agency

Loadline – Amendment 3

Instructions for the Guidance

of Surveyors

An executive agency of

London: TSO

MSIS003/PART 0.1/REV 1.02/PAGE 1 OF 6 LOAD LINE INSTRUCTIONS

PART 0.1--- CONTENTS PART 0.2 - REVISION STATUS PART 1 - GENERAL EFFECT OF THE MERCHANT SHIPPING (LOAD LINES) ACT 1995 PART IV AND THE REGULATIONS MADE THEREUNDER 1.1 General 1.2 Definitions and Interpretations 1.3 1.4

Application of the Regulations (Regulation 4) Her Majesty's Ships

1.5 Exemptions (Regulations 4 and 5) 1.6 Annual Surveys (Regulation 8(1 )(c)) 1.7 Load Line Certificates - Ships Registered in the United Kingdom

(Regulation 9) 1.8 Load Line Exemption Certificates (Regulations 5 and 12) 1.9 Survey and Documentation 1.10 Duration and Extension of Certificates (Regulation 10) 1.11 Cancellation of Certificates (Regulation 11) 1.11.1 The grounds for cancellation are listed in Regulation 11 1 .12 Re-issue of Certificates 1.13 Publication of Load Line Certificates (Regulation 13) 1.14 Load Line Certificates - Ships not Registered in the United Kingdom

(Regulation 14) 1.15 Provisions as to Inspection (Section 258 of the Act) 1.15.3 Valid convention certificates 1.15.4 Deck cargoes 1.16 Enforcement (Regulations 26, 35 and 36) 1.17 Detention (Regulation 37) 1.18 Load Line Convention Countries PART 2 – SURVEYS - GENERAL PRINCIPLES 2.1 Application for Survey (Regulation 8) 2.1.4 Classed ships - definition 2.2 Load Line Survey (Regulation 8) 2.2.1 Initial survey 2.2.2 Method of survey 2.2.2.1 Survey of steel ships (classed) 2.2.2.2 Survey of steel ships (unclassed) 2.2.2.3 Survey of wood ships fully opened out 2.2.2.4 Survey of wood ships not fully opened out 2.2.2.5 Survey of ships constructed of glass-reinforced plastic fully opened out 2.2.2.6 Surveys of ships constructed of glass-reinforced plastic not fully

opened out 2.2.2.7 Ships constructed of other materials

MSIS003/PART 0.1/REV1.02/PAGE 2 LOAD LINE INSTRUCTIONS

2.3 Surveyor's Report and Assignment o f Freeboard (Regulations 7 and 8) 2.3.1 Documentation 2.3.2 Stability 2.3.3 Approval of stability 2.3.4 Loading and ballasting information 2.3.5 Load lines and marks

2.4 Renewal Surveys and Annual Surveys (Regulation 8(1) (b) and (c)) 2.4.1 General

2.4.2 Requirements 2.4.3 Items to be given particular attention 2.4.3.3 Machinery casings, companionways and deck-houses

2.4.3.4 Freeing port shutters 2.4.3.5 Ventilators and air pipes 2.4.3.6 Type A ships and Type B ships with reduced freeboards and Type B ships with timber markings

2.4.3.7 Departures from recorded conditions of assignment 2.4.3.8 Bilge keels on steel or aluminium alloy hulls 2.4.4 Load line marks etc. 2.4.5 Endorsement of certificates, completion of report etc. 2.5 Inspections (Section 258 of the Act)

2.6 Conditions of Assignment (Part IV of the Regulations) 2.6.1 Requirements relating to the assignment of freeboards (Regulation 25) 2.6.2 Record of particulars (form FRE 7) 2.6.3 Information relating to stability of ships (Regulation 32)

2.6.4 Delegation of Stability Approval 2.6.5 Information as to loading and ballasting of ships (Regulation 33) 2.6.6 Endorsement of the information in respect of intact stability criteria 2.6.7 Treatment of Grain Loading Conditions 2.6.8 Treatment of SOLAS or MARPOL Damage Stability Conditions 2.6.9 Examination of Stability Information for ships on transfer to UK registry 2.7 Greater than Minimum Freeboards (Regulation 30) 2.8 Less than Statutory Minimum Freeboards PART 3 - NOTES FOR GUIDANCE IN THE APPLICATION OF SCHEDULE 2 OF MSN 1752(M): CONDITIONS OF ASSIGNMENT 3.1 Interpretation 3.2 Hatchways Closed by Portable Covers and Secured Weathertight, by

Tarpaulins and Battening Devices 3.3 Hatchways Closed by Weathertight Covers of Steel or Equivalent

Material Fitted with Gaskets and Clamping Devices (Paragraph 6 of Schedule 2)

3.4 3.5

Hatch Beams and Cover Stiffeners of Variable Cross Section Machinery Space Openings (Paragraph 7)

3.6 Miscellaneous Openings in Freeboard and Superstructure Decks (Paragraph 8)

3.7 Ventilators (Paragraph 9) 3.8 Air Pipes (Paragraph 10)


3.9 Cargo Ports and Similar Openings (Paragraph 11) 3.9.3 Cargo Ports or similar Openings below the uppermost Load Line-

(paragraph 11 (3)) 3.10 Scuppers, Inlets and Discharges (Paragraph 12) 3.10.9 Water closets - manually operated type 3.11 Side Scuttles and Windows (Paragraph 13) 3.11 .2 Adequate strength of bridge windows 3.11.3 Ships' windows with wooden frames 3.12 Freeing Ports and Arrangements (Paragraph 14) 3.13 Protection of Crew (Paragraph 15) 3.14 Freeing Arrangements (Paragraph 20) 3.15 Gangway and Access (Paragraphs 18 ,22, 23, and 24) 3.16 Timber Freeboards (Paragraph 26) PART 4 - NOTES FOR GUIDANCE IN THE APPLICATION OF SCHEDULE 4 OF MSN 1752(M): FREEBOARDS 4.1 Depth for Freeboard (Paragraph 1) 4.2 Flooding Calculations (Paragraph 3, and Paragraph 1 of Schedule 2) 4.3 Minimum Freeboards (Paragraph 3) 4.4 Standard Height, Length and Effective Length of Superstructures

(Paragraph 9) 4.5 Treatment of Superstructures with Sloping End Bulkheads 4.6 Raised Quarterdecks (Paragraph 9(3)(c)) 4.7 Continuous Hatchways as Trunk (Paragraph 10) 4.8 Less than Standard Height Hatch Coamings on Trunks of Less than

Standard Heights (Paragraph 10(2)(d)) 4.9 Sheer Credit for Superimposed Superstructure (Paragraph 12(5)) 4.10 Sheer Allowance for Excess Height of Superstructure (Paragraphs

12(7) and 14(4)) 4.11 Variation from Standard Sheer Profile (Paragraph 14) 4.12 Sheer Credit (Paragraph 14(4)) 4.13 Deduction for Excess Sheer (Paragraph 15(3)) 4.14 Timber Freeboards for Ships Having Reduced Type "B" Freeboards

(Paragraphs 18(1) and (2)) 4.15 Freeboards for Lighters and Barges (Paragraph 21) 4.16 Freeboards for Ships Longer than 365 Metres 4.16.1 Type "A" ships 4.16.2 Type "B" ships 4.17 Tabular Freeboards for Type A and B Ships and also Allowances for

Complete Superstructures 4.18 Table of Percentage Deductions from Freeboards for Superstructures

and Trunks on Type A, Type B and Timber Deck Cargo Ships (To be used in Conjunction with Paragraphs 11 and 17 of Schedule 4)

PART 5 - INTACT STABILITY AND STABILITY IN THE DAMAGED CONDITION AFTER FLOODING 5.1 Requirements for Ships Assigned Minimum Statutory Freeboards


5.2 Requirements for Ships Issued with Load Line Exemption Certificates 5.3 Ships for which less than Statutory Minimum Freeboards are

Requested 5.3.1.1 Barges and dredgers used for river and harbour maintenance 5.3.1.2 Barges employed in the carriage of cargo on the Humber, Thames,

etc. 5.3.1.3 Hopper dredgers which operate at sea 5.4 Ships Undergoing Sea Trials 5.5 Ships Making Voyages to the Breakers Yard 5.6 Intact Stability Criteria 5.7 Flooding and Damage Stability Requirements 5.7.1 General 5.7.2 Type A ships built before 8 June 2000 5.7.2.1 Ships over 150 metres but not exceeding 225 metres in length 5.7.2.2 Ships over 225 metres in length 5.7.2A Type A ships built on or after 8 June 2000 5.7.2A.l Ships over 150 metres in length 5.7.3 Type B ships built before June 2000 5.7.3.1 Tabular freeboard less than B but not less than B-60 5.7.3.2 Tabular Freeboard less than B-60 but not less than B-l00 5.7.3A Type A ships built on or after 8 June 2000 5.7.3A.l Tabular freeboard less than B but not less than B-60 5.7.3A.2 Tabular freeboard less than B-60 but not less than B-l00 5.7.4 Assumptions to be made when undertaking flooding calculations for

ships built before 8 June 2000 5.7.4A Assumptions to be made when undertaking flooding calculations for

ships built on or after 8 June 2000 5.7.5 Requirements in the flooded condition for ships built before 8 June

2000 5.7.5A Requirements in the flooded condition for ships built on or after 8 June

2000 5.7.6 Information to be presented from flooding calculations 5.7.7 Information for the guidance of fire fighting personnel 5.8 Examination and Approval Procedures 5.8.1 New ships 5.8.2 Existing ships 5.8.3 General information 5.8.4 Simplified stability information for small ships PART 6 - NOTES FOR GUIDANCE FOR CARRYING OUT AN INCLINING TEST 6.1 Introduction 6.2. Preparation for Test 6.2.1 Preliminary meeting with builders/owners 6.2.2 Data required 6.2.3 General condition of the ship 6.2.4 Tanks 6.2.4.1 General 6.2.4.2 Slack tanks

MSIS003/PART 0.1/REV 1.01/PAGE 5 LOAD LINE INSTRUCTIONS

6.2.4.3 Pressed-up tanks 6.2.4.4 Empty Tanks 6.2.4.5 Identification of liquids 6.2.5 Trim 6.2.6 List 6.2.7 Mooring arrangements 6.2.8 Weather 6.3 Conduct of the Test 6.3.1 Supervision 6.3.2 General 6.3.3 Test weights 6.3.4 Pendulums 6.3.5 Draught and freeboards 6.3.6 Communications and control 6.3.7 Weight movements 6.3.8 Test results 6.4 Dispensation from the Inclining Test Requirement 6.4.1 Sisterships 6.4.2 Large tankers or bulk ore carriers 6.4.3 Local agreement to dispensation 6.5 Ships Transferring from Foreign to United Kingdom Registry 6.6 Lightweight Check PART 7 - MODEL STABILITY INFORMATION BOOKLET PART 8 - ADDITIONAL INFORMATION AND REQUIREMENTS RELATING TO PARTICULAR SHIP TYPES, CARGOES AND TRADING AREAS 8.1 General Types of Ship 8.2 Container Ships 8.2.1 General 8.2.2 Strength of container securing arrangements 8.2.3 Heeling due to strong beam winds 8.2.4 Formation of ice on exposed structures and containers 8.3 Dredgers - General 8.3.1 Operating with hold spaces open 8.3.1.1 Loading arrangements 8.3.1.2 Loading trials 8.3.1.3 Investigation of stability 8.3.1.4 Stability information required 8.3.1.5 Survey of hopper type ships 8.3.2 Operating with hold spaces closed 8.3.3 Less than statutory minimum freeboards 8.4 Dredgers - Bucket 8.5 Mobile Offshore Drilling Units and ships 8.6 Floating Cranes, Tin Dredgers, Grain Elevators and Units of Similar

Type 8.7 Fishing Boats which Carry Cargo 8.8 High Speed Craft including Hydrofoils and Multi Hulled Craft 8.9 Passenger Ships


8.9.4 The status of persons carried on UK ships 8.10 Sail Training Ships 8.11 Tugs 8.12 Safety of Towed Ships and Other Floating Objects 8.13 Chemical Tankers 8.14 Gas Carriers 8.15 Offshore Supply Vessels 8.16 Offshore Standby Vessels 8.17 Pontoon Barges 8.17.1 Scope 8.17.2 Stability test 8.17.3 Stability drawings and calculations 8.17.4 Intact Stability Criteria 8.18 Multiple Pontoon Units Type of Cargo 8.19 Ballast 8.20 Coal in Bulk 8.21 Grain In Bulk 8.22 Specialised Cargoes of Iron, Steel or Wood Pulp 8.23 Mineral Concentrates and Ore in Bulk 8.24 Timber Deck Cargo 8.24.2.1 Single deck ships 8.24.2.2 Two deck ships 8.25 Vehicles on the Open Decks of Small Coastal Ferries (65 Metres in

Length or Less) 8.25.1 Stability 8.25.2 Vehicle securing arrangements 8.26 Deck Cargoes General Trading Areas 8.27 The St Lawrence Seaway and the Great Lakes 8.28 Areas where the Formation of Ice Should be Taken into Account 8.28.3 Full icing allowance 8.28.4 Half icing allowance 8.29 The Dangers of Flooding 8.29.3.1 Before departure PART 9 - LIST OF FORMS USED IN LOAD LINE ASSIGNMENT ANNEX 1 - MODEL STABILITY INFORMATION BOOKLET

MSIS003/PART 0.2/REV 4.01/PAGE 1 OF 1 LOADLINE INSTRUCTIONS

PART 0.2 REVISION STATUS Amendment 03 August 2001

Part

Pages Revision Status

0.1

1-4

1.02

5-6 1.01 0.2 All 3.01 1 All 2.01 2 22 1.03 1-3, 6, 11-21 1.02 4-5, 7-10 1.01 3 2 1.03 1, 3-5, 7, 11-14, 16-23 1.02 6, 8-10, 15 1.01 4 1 1.02 2-30 1.01 5 4 1.03 1, 5-6, 9 1.02 2-3, 7-8, 10-14 1.01 6 All 1.01 7 All 1.01 8 1, 15, 20-25, 27, 31-32 1.02 36-37,39, 2-14, 16-19, 26, 1.01 28-30,33-35, 38, 40-42 9 All 2.01 ANNEX 1 1, 7, 24, 26 1.02 2-6, 8-23, 25, 27 1.01

MSIS003/PART 1/REV2.01/PAGE 1 OF 9 LOAD LINE INSTRUCTIONS

PART 1 GENERAL EFFECT OF THE MERCHANT SHIPPING LOAD LINES ACT 1995 PART IV AND THE REGULATIONS MADE THEREUNDER 1.1 General 1.1.1 The Merchant Shipping Act 1995 S.85 enables the Secretary of State to make regulations implementing safety provisions on ships which in particular continue to implement the 1966 International Load Line Convention as amended. The Merchant Shipping (Load Line) Regulations 1998 entirely replace the Merchant Shipping (Load Line) Rules 1968 and their amendments, without changing the effect of the Convention. They also enable similar provisions to be applied to ships which are not covered by the Convention. 1.1.2 These instructions are intended primarily for the use of the Maritime and Coastguard Agency (MCA) Surveyors but will serve as a guide to others concerned with the survey, marking and periodical inspection of ships for load line purposes and with the issue of load line certificates. Details are also included of the procedure for the approval of stability information. They should be considered as a supplement to and read in conjunction with the Act, the Load Line Regulations and other relevant instruments such as Merchant Shipping Notices. 1.1.3 The relevant legislation is:

• The Merchant Shipping (Load Line) Regulations 1998 (SI 1998 No 2241) as amended by the Merchant Shipping (Load Line) (Amendment) Regulations 2000

• Merchant Shipping Notice MSN 1752 (M) and any Merchant Shipping Notice amending that notice.

1.1.4 The forms designed for use with the 1998 Load Line Regulations are listed in Part 9 of these Instructions. 1.2 Definitions and Interpretation 1.2.1 In these Instructions the following terms have the meanings shown:

----- "The Act" means the Merchant Shipping Act 1995 Part IV. ----- "The Convention" means the International Convention on Load

Lines 1966 and the Supplements thereto, as amended by the Protocol of 1988 relating to the International Convention on Load Lines 1966.

MSIS003/PART 1/REV2.01/PAGE 2 LOAD LINE INSTRUCTIONS

--- “Convention Ship" means a new ship of not less than 24 metres in length or an existing ship of not less than 150 gross tons, registered in or flying the flag of a Convention Country.

--- "The MCA" means the Maritime and Coastguard Agency. --- "Existing ship" means a ship which is not a "new ship". --- "New ship" in rela tion to a ship registered in the UK means a

ship the keel of which was laid, or was at a similar stage of construction, on or after the 21st July 1968.

--- "The Regulations" means the Merchant Shipping (Load Line) Regulations 1998 (SI 1998 No 2241), as amended by the Merchant Shipping (Load Line) (Amendment) Regulations 2000 (SI 2000 No 1335), and a reference to a particular Regulation means one of these Regulations.

--- "Schedule" means a Schedule of Merchant Shipping Notice MSN 1752 (M)

1.2.2 Other expressions used in these Instructions have the same meaning as those ascribed to them in the Act, the Regulations and the relevant Merchant Shipping M Notices 1.2.3 References in the legislation to ships "proceeding to sea" are construed as references to those ships proceeding beyond Category D limits, or where there are no such limits, beyond Category A, B or C limits, all these terms having the meanings assigned to them in Merchant Shipping Notice No. M 1719 (M) 1.3 Application of the Regulations (Regulation 4) 1.3.1 Nothing in these Instructions should be read as applying to ships in the categories excepted in Regulation 4. 1.3.2 Vessels in commercial use for sport or pleasure (typically yachts) are required to comply with the MS (Vessels in Commercial Use for Sport or Pleasure) Regulations 1998 (S.I. 1998 No 2771) which disapply the MS (Load Line) Regulations 1988 (as amended). 1.3.3 Under the legislation all other ships, unless excepted or expressly exempted, are to be surveyed, marked with load lines and issued with the appropriate certificates. 1.3.4 Existing ships as so defined are not required to meet the conditions of assignment of the current Regulations and will continue to be assigned freeboards calculated in accordance with the 1959 Rules for which purpose they must comply with the conditions of assignment applicable to them under those Rules. 1.4 Her Majesty's Ships Under S.308 of the Act Part XIII Her Majesty's ships are exempted from compliance with the Merchant Shipping Act. However Government ships which


belong to Her Majesty (but not part of Her Majesty's Navy) may be the subject of an Order in Council enabling them to be registered as British ships under Part II of the Act. If a Government ship is so registered it must comply with the Act subject to any exemptions and modifications prescribed in the Order. A check should be made with Headquarters before any action is taken in connection with the issue of load line or load line exemption certificates to a Government ship. 1.5 Exemptions (Regulations 4 and 5) 1.5.1 The Regulations give automatic exemption from all the provisions to the ships listed in Regulation 4(1) and (2). Any cases of doubt as to whether or not a ship falls into one of these categories should be referred to Headquarters. 1.5.2 Regulation 5 gives powers to the MCA (but not to other Assigning Authorities) to exempt ships registered in the UK of any of the descriptions given in that Regulation from all or from specified provisions of the legislation. 1.5.3 In any case of exemption under Regulation 5 the appropriate certificate (see paragraph 1 .8) must be issued by the MCA. 1.6 Periodical Inspections (Regulation 8(1)(c)) An annual survey is to be carried out not more than three months before or three months after each anniversary of the date of completion of the survey on the basis of which the certificate was issued. This survey shall in no case be more than 15 months from the date of the previous survey unless specifically agreed by Headquarters. A record of each survey must be endorsed on the certificate, and a report sent to Headquarters as soon as possible. See also paragraph 2.4.5. 1.7 Load Line Certificates --- Ships Registered In The United Kingdom (Regulation 9) 1.7.1 UK load line certificates should be used only for new ships of less than 24 metres in length or existing ships of less than 150 gross tons. 1.7.2 International load line certificates should be used for new ships not less than 24 metres in length or existing ships of not less than 150 gross tons, regardless of whether or not they ply internationally. 1.8 Load Line Exemption Certificates (Regulations 5 and 12) 1.8.1 UK load line exemption certificates should be used for ships that do not ply internationally or which are not convention ships. 1.8.2 International load line exemption certificates should be used for convention ships plying on international voyages. There are strict limitations to the circumstances in which these certificates can be issued (see paragraph 1.5.2).


1.8.3 Certain International load line exemption certificates require notification to IMO (under Article 6(3) of the Convention) of their conditions and the reasons for their application. Before such exemptions are first permitted in respect of any ship, reference should be made to Headquarters, who will undertake the required notification to IMO. 1.8.4 Where Dredgers are to undertake contracts outside the UK and reduced freeboards are required, reference should be made to Headquarters regarding the proper certification. 1.8.5 Where it is necessary to impose limits on the geographical area of operations for ships because of their design, the certificate should be endorsed specifying those limits. 1.9 Survey and Documentation After the entry into force of the Merchant Shipping (Load Line) (Amendment) Regulations 2000 on 8 June 2000, the International Load Line Certificate (1966) and the International Load Line Exemption referred to in Annex III of the 1966 Load Line Convention are both superseded by the revised certificates referred to in Annex III of the 1988 Protocol to the 1966 Load Line Convention. In the case of United Kingdom registered ships the new style certificates should be used after completion of the first renewal survey after the above date. 1.9.1 The survey and documentation for the issue of load line certificates and load line exemption certificates should be exactly the same (see Part 2 for details): in either case all the appropriate forms should be completed and submitted to Headquarters on completion on the load line file except that in the case of a ship which is to make a single voyage (e.g. for delivery or scrapping) it is necessary to submit to Headquarters form FRE 10 only, on completion. 1.9.2 Headquarters will undertake a sampling check of surveys and documentation for issue of load line certificates by the MCA. 1.9.3 Exemption certificates may not be issued by any Assigning Authority other than the MCA. Within the MCA they may be issued either by Headquarters or by Marine Offices subject to paragraph 1.8.3. 1.9.4 In the case of renewals where:-

1.9.4.1 the ship has undergone no substantial alterations or major repairs since the date of issue of the previous certificate; 1.9.4.2 the fittings required by the Conditions of Assignment are in good condition and no changes have been made to them; and 1.9.4.3 the freeboards, period of validity, permitted area of operations and all other conditions shown on the previous certificate remain the same in all respects,


then it will not be necessary for the load line file to be submitted to Headquarters provided that a copy of the new certificate is forwarded to the load line section for record purposes with confirmation that a copy of the certificate has been placed on the file, forms FRE 6, FRE 7 and form FRE 8 or FRE 9 and FRE 10 are completed as necessary and placed on file. 1.9.5 A temporary covering letter of time-limited validity may be issued by the Marine Office to cover any short administrative delay in preparation of the certificate. 1.10 Duration and Extension of Certificates (Regulation 10) 1.10.1 The maximum period of validity of a load line certificate or load line exemption certificate is 5 years from the date of completion of survey (i.e. the final date of inspecting the ship in dry-dock or out of the water). When the renewal survey is completed within three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of the completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing certificate. Subject to this maximum the period of validity shall be determined, and may be extended, by the Assigning Authority, in accordance with paragraph 1.10.2. 1.10.2 The provisions on the reverse of the International load line and load line exemption certificates and the UK load line certificate for extending the certificate is to cater for:

(a) when the certificate has been issued for a period of less than 5 years and it is desired to extend the period to 5 years, and where the annual surveys appropriate to a 5 year period of validity have been carried out, subject to any conditions which the surveyor who issued the original certificate may have imposed, or (b) the physical difficulty which may arise in getting a new certificate to the ship after completion of a full survey, when it enables the old certificate to be used until the new one is received, or (c) if, when the certificate expires, the ship is not in a port in which it is to be surveyed, to allow the ship to proceed to the port of survey.

1.11 Certificates Ceasing to be Valid, and Surrender and Cancellation of Certificates (Regulation 11) 1.11.1 The grounds for such eventualities are listed in regulation 11 Should a Surveyor become aware of any of the listed circumstances applying in relation to a ship having a load line or a load line exemption certificate he should inform Headquarters immediately.


1.11.2 Where it is found that the annual survey required by Regulation 8(1)(c) has not been completed within the stipulated three months after the anniversary date the reason why the certificate was allowed to lapse should be ascertained. With the agreement of Headquarters the validity of the certificate may be restored by carrying out an annual survey, the thoroughness and stringency of the survey having regard to the time elapsed from the due date. The certificate should in such cases be endorsed on completion of survey, but the anniversary date should remain unchanged. 1.12 Re-issue of Certificates Where it is necessary for a load line certificate to be re-issued to incorporate a change, e.g. in freeboard or plying limits, relevant details of the change should be sent to Headquarters on completion of the load line file. 1.13 Publication of Load Line Certificate (Regulation 13) The requirement to display a legible and valid certificate on board a UK ship may be met by placing the certificate behind glass in a frame fixed to a bulkhead in the wheelhouse. The notification of draughts (Regulation 13(2)) should be posted in a position reasonably protected from weather. 1.14 Load Line Certificates - Ships not Registered in the United Kingdom (Regulation 14) 1.14.1 Load line Convention ships belonging to countries which are parties to the 1966 Load Line Convention are provided with International load line certificates or International load line exemption certificates in the form prescribed in Annex III to the Convention. A list of these countries is given at paragraph 1.18. 1.14.2 At the request of the parent country, the MCA may issue an International load line certificate to a Convention ship, subject to satisfactory completion of survey in accordance with the Regulations. 1.14.3 A UK load line certificate may be issued to a ship not registered in the UK which has been surveyed and marked in accordance with the Regulations, but if the ship is a Convention ship, the certificate will remain valid only so long as it does not ply on international voyages. 1.15 Provisions as to Inspection (Section 258 of the Act) 1.15.1 MCA Surveyors may inspect any ship to which the Regulations apply whether or not the ship is registered in the UK. 1.15.2 In relation to ships not registered in the UK the Act empowers a Surveyor to go on board any ship whilst it is in a UK port for the purpose of requesting production of a valid load line certificate. If a valid Convention certificate is produced the powers of the Surveyor are limited to the specific items of inspection listed in paragraph 2.5.2.


1.15.3 Valid convention certificates In order to be recognized as valid for the purposes of the Act, an International load line certificate or an International load line exemption certificate issued in respect of a Convention ship must meet the following conditions:

1.15.3.1 the certificate must show that it was issued by or on behalf of the Government of the country to which the ship belongs, which must be a party to the 1966 Convention (see paragraph 1.18); 1.15.3.2 the certificate must be in the official language of the country of issue and if this is neither English nor French must include a translation into one of those languages; 1.15.3.3 the certificate must be in the form prescribed by the Convention and contain all the required particulars; 1.15.3.4 the certificate must be currently in force and must be applicable to the voyage being undertaken; 1.15.3.5 the period for which the certificate is expressed to be valid must not exceed 5 years from the date of issue; 1.15.3.6 any extension of the period for which the certificate is expressed to be valid must have been duly endorsed on the certificate by the issuing authority; and 1.15.3.7 the required annual surveys must have been carried out and the appropriate endorsements made on the certificate by the issuing authority.

1.15.4 Deck cargoes Under Sections 256 and 258 of the Act (Part X) a Surveyor has the power to inspect any ship to which the Act applies, for the purpose of ensuring compliance with the Merchant Shipping (Carriage of Cargoes) Regulations 1997 (SI 1997/19), as amended. Such inspection should include any mandatory Cargo Securing Manual carried by the ship and appropriate sections of the Stability Information Booklet dealing with deck cargoes, to verify that agreed arrangements for securing such cargo are being implemented. 1.16 Enforcement (Regulations 26, 35 and 36) Note: In all cases reference should be made to the relevant Regulation before any action is taken against an owner or master. Headquarters should be consulted where it is proposed to institute proceedings. 1.16.1 Regulation 26 deals with compliance with the conditions of assignment, details of which are contained in the Record of Particulars as specified in Regulation 27, a copy of which must be available on board.


1.16.2 Regulation 35 lists the penalties for non-compliance with those conditions, as well as the penalties for non-compliance with other Regulations. 1.16.3 The penalties for non-compliance with certification and survey requirements are dealt with in Regulation 36. 1.17 Detention (Regulation 37) The procedure for detention under regulation 37 is specified in the Merchant Shipping (Port State Control) Regulations 1995 (1995 No. 3128). 1.18 Load Line Convention Countries

Below is a list of the countries, as of May 2000, which are parties to the International Convention on Load Lines, 1966, which entered into force on 21 July 1968. Those countries which are also parties to the Protocol of 1988 relating to the 1966 Load Line Convention, as of May 2000, are indicated by an asterisk: Algeria American Samoa Angola *Antigua and Barbuda * Argentina *Australia Austria Azerbaijan *Bahamas Bahrain Bangladesh Barbados Belarus Belgium Belize Benin Bermuda Brazil Bolivia Brunei Darussalam Bulgaria Cambodia Cameroon Canada Cape Verde Cayman Islands *Chile *China Colombia Congo Cote d'lvoi re *Croatia Cuba *Cyprus *Czech Republic *Democratic People's *Denmark Republic of Korea Djibouti Dominican Republic Ecuador *Egypt *Equatorial Guinea *Eritrea Estonia Ethiopia Fiji *Finland *France Gabon Gambia Georgia *Germany Ghana Gibraltar *Greece Guam Guatemala Guinea Guyana Haiti Honduras Hungary *Iceland India Indonesia


Ireland

Islamic Republic of Iran

Isle of Man Israel *Italy Jamaica *Japan Johnston Island Jordan Kazakhstan Kenya Korea Kuwait Latvia Lebanon *Liberia Libyan Arab Jamahiriya Lithuania *Luxembourg Madagascar Malaysia Maldives Mauritania *Malta *Marshall Islands Mauritius *Mexico Midway Island Monaco Morocco Mozambique Myanmar *Netherlands New Zealand *Netherlands Antilles Aruba *Nicaragua Nigeria *Norway *Oman Pacific Islands Pakistan Panama Papua New Guinea Peru Philippines Poland Portugal Puerto Rico Qatar Romania The Russian Federation Saint Vincent and the Grenadines Samoa Sao Tome and Principe Saudi Arabia Senegal *Seychelles Sierra Leone *Singapore *Slovakia *Slovenia Somalia South Africa *Spain Sri Lanka Sudan Surinam *Sweden Switzerland Syrian Arab Republic Thailand The Canal Zone Togo Tonga Trinidad and Tobago *Tunisia Turkey Tuvalu Ukraine United Arab Emirates *United Kingdom United Republic of Tanzania *United States Uruguay *Vanuatu *Venezuela Vietnam Virgin Islands Wake Island Yemen Yugoslavia Zambia

MSIS003/PART 2/REV 1.02/PAGE 1 OF 22 LOAD LINE INSTRUCTIONS

PART 2 SURVEYS - GENERAL PRINCIPLES 2.1 Application for Survey (Regulation 8) 2.1.1 The onus is upon the Owner or his agent to make application for the issue of a load line certificate or for a survey or inspection within the stipulated time period. The application is to be accompanied by a fees deposit; see survey policy Instructions to Surveyors under 'Fees Estimates'. Any outstanding balance of fees or expenses must be paid before a certificate is issued or endorsed. 2.1.2 In the case of the first survey of a ship for issue of a load line certificate full information, particulars and plans relating to the design of the ship must be submitted to Headquarters in good time. 2.1.3 The Owner or builder should also submit the following information:

2.1.3.1 The type of freeboard to be assigned, ie:

(a) Type A; (b) Type B; (c) Type B with reduced freeboard; (d) Type B with increased freeboard; or (e) Type B with timber freeboard.

2.1.3.2 The employment and intended service including any geographical limits of operation. 2.1.3.3 The desired summer freeboard and the corresponding draught. Where the freeboard is less than the statutory minimum it should be accompanied by a qualifying statement. 2.1.3.4 Plans showing:

(a) principal hull scantlings, framing, pillars and girders, and compensation in way of openings in the shell plating and strength decks. The nature and physical properties of the materials used and their means of connection should be stated. When a currently classed ship is presented for assignment of freeboard by the MCA the Surveyor may be satisfied with these materials if they have been tested by the Surveyors of the Classification Society.

MSIS003/PART 2/REV 1.02/PAGE 2 LOAD LINE INSTRUCTIONS

If the ship is unclassed the Surveyor should state the makers of the materials and ensure that the materials have been tested in accordance with the rules of a recognised Classification Society; for this purpose the certificates issued by the makers or the Surveyors of a Classification Society may be accepted. When welding is used as a means of connection the welding electrodes employed should be of a type accepted by a recognised Classification Society for the grade of steel and welding conditions used. (b) Details and connections of the principal hull castings and forgings and the fabricated construction of shaft brackets, rudders and stabilising fins. (c) Scantling of enclosed superstructures, deckhouses and all companionways which give access to spaces below the freeboard and superstructure decks. (d) Details of patent hatch covers and the scantlings of cargo hatch covers, coamings, beams and other supports, the securing arrangements for the covers, the details of gaskets etc. and/or tarpaulins and battening arrangements where applicable (see also paragraph 3.2 and 3.3). (e) The means of protection to any openings in the casings (see also paragraph 3.5). (f) Arrangements of ventilators in Position I and Position 2 with the details of coamings and the means of securing the openings weather tight (see also paragraph 3.7). (g) Arrangement of exposed air pipes which lead to tanks below the freeboard and superstructure decks with the details of the air pipes and the means of securing the openings weather tight (see also paragraph 3.8). (h) Arrangement of cargo ports or similar openings in the ship's side below the freeboard deck or in the sides and ends of superstructures. The lower edges of the ship's side openings should be shown in relation to the uppermost seasonal load line. The scantlings, particulars of the doors, the securing arrangements and gasketing are also to be shown (see also paragraphs 3.6 and 3.9). (i) Arrangements of scuppers, inlets and discharges indicating the position, type of the valves fitted at the shell and the arrangement of pipe work forming the system. Where the valves and shell fittings are constructed of a material other than steel or bronze, the physical properties of the material should be stated (see Schedule 2 paragraph 12(8) of MSN 1752(M)). The position


of scuppers, inlets and discharges in relation to the summer load waterline or summer timber load line, whichever is appropriate, should be shown on a profile plan to facilitate checking and approval (see also paragraph 3.10). (j) Arrangement and details of every side scuttle fitted to spaces below the freeboard deck and to enclosed superstructures and of side scuttles fitted in deckhouses and companionways where such structures are protecting openings in the freeboard and superstructure decks (see also paragraph 3.11). The side scuttles should conform to BS MA24:1974 the relevant table number being shown either on the plan of side scuttles or in the form of a tabular statement. Where the side scuttles do not conform with BS MA24:1974 full details of the design and construction should be submitted to Headquarters for approval. Surveyors should ensure that the provisions of paragraph 13(1) of Schedule 2 to MSN 1752(M) are complied with and in this respect the summer load waterline should be drawn on the profile plan to facilitate checking and approval. (k) Arrangement, dimensions and position of freeing ports in the buIwarks to the weather portions of the freeboard and superstructure decks. Where shutters and protective rails are fitted to such openings details should be supplied (see also paragraph 3.12). (I) Arrangement of the guard rails or wires, lifelines, gangways, walkways or underdeck passages for the protection of the crew (see also paragraph 3.13).

2.1.3.5 Details of the intact stability of the ship at the assigned freeboard (see also paragraph 5.1). It should be stated which superstructures/erections are intended for inclusion in intact stability calculations. If the buoyancy of resiliently mounted structures is intended for inclusion, the Owner should seek confirmation from the classification society that it is reasonable to assume this buoyancy contribution is justified (see also paragraph 3.13.3). 2.1.3.6 Floodability calculations and diagrams where applicable under the Load Line Regulations. Diagrams should show final trim lines in relation to any opening through which progressive flooding might take place e.g. access openings in superstructures and bulkheads (even where fitted with weather tight doors) the tops of ventilator coamings and air pipe openings (see also paragraph 5.7.5). 2.1.3.7 Damaged stability calculations where applicable, showing angles of heel and details of the residual stability after flooding. Full details of the intact stability for the loaded condition used as a basis for these calculations should also accompany this submission.


2.1.4 Classed ships-definition For the purpose of these Instructions a ship is regarded as a classed ship if constructed of steel, aluminium alloy, reinforced plastic, wood or any other suitable material and is currently classed with one of the Assigning Authorities defined in the Regulations (Regulation 2(1 )). 2.2 Load Line Survey (Regulation 8) 2.2.1 Initial Survey The survey of new ships or existing ships not previously assigned load lines should include:

2.2.1.1 a complete and thorough examination of the ship's structure both internally and externally: 2.2.1.2 an examination of all fittings and appliances for the protection of openings giving access to spaces below the freeboard and superstructure decks, the guard rails, the freeing ports and means of access to the crew's quarters; 2.2.1.3 an examination of the stability and, where applicable, loading and ballasting information which is required to be supplied to the master of the ship, and 2.2.1.4 the determination of all necessary data required for the computation of the freeboard.

The Surveyor should carry out such tests as he considers necessary to ascertain the foregoing. Ships which comply with the highest standard of structural strength required by the Rules of an Assigning Authority and with the 'Conditions of Assignment' in full may be assigned the statutory minimum freeboard allowable under a Regulation 29. Where in an exceptional case the MCA allows departures from the 'Conditions of Assignment' the ship must be assigned a freeboard greater than the statutory minimum and the safety and protection afforded must be no less effective than if the ship had been assigned the minimum freeboard (Regulations 30(2) and 34(b)). 2.2.2 Method of survey The following instructions should be followed by the Surveyor when the ship is opened out for survey. These Instructions are to be taken as normal requirements in the survey of ships but where he/she considers that additional examination, opening out or testing is necessary in order to be satisfied the Surveyor should ensure that those requirements are complied with.


2.2.2.1 Survey of steel ships (classed) Where the load line survey of a classed ship is to be undertaken by the MCA it will usually be convenient for it to be carried out while the ship is in dry dock during one of the periodical surveys required by the Classification Society. Where this is not possible the Surveyor should seek guidance from Headquarters. A detailed report of the state of the ship including the thicknesses of the plating is to be given on form FRE 8 which, together with forms FRE 6, FRE 7 and FRE 10 should be forwarded to Headquarters. 2.2.2.2 Survey of steel ships (Unclassed)

(a) The ships should be placed in a dry dock or on a slipway on blocks of sufficient height to enable the bottom shell plating to be examined thoroughly to ensure that its condition is satisfactory. When in dry dock or on a slipway the remaining shell plating and its means of connection i.e, riveting or welding should also be examined; the Surveyor should be afforded access to any area of shell plating which he considers it necessary to examine. Internally the examination should include the plating, framing and means of connection etc., in the double bottom, holds, 'tween decks, peaks and machinery spaces and any ceiling sparring, linings and insulation should be removed wherever the Surveyor considers it to be necessary. (b) The plating and beams of the freeboard and superstructure decks should be surveyed and the Surveyor may require portions of deck planking, deck composition or tiling to be removed where deterioration is evident or suspected. (c) At each load line survey all tanks which are an integral part of the hull structure should, in general, be surveyed internally and may, at the Surveyor's discretion, be pressure tested by liquid to a pressure equivalent to the maximum load experienced in service or by air at a pressure not exceeding 0.141 kg/cm. Where such tanks (excluding peak tanks) are used exclusively for the carriage of oil fuel, or for oil fuel and fresh water ballast they need not be examined at each load line survey unless as a result of an external survey or for any other reason the Surveyor considers it necessary. Cross-leveling arrangements fitted for stability purposes should be examined regularly. If considerable deterioration has or is considered likely to have taken place since the date of the last load line survey the thicknesses of the shell and deck plating and the means of connection are to be ascertained by drilling holes or by other acceptable means e.g. ultrasonic testing. Where ultrasonic testing of welds is employed the Surveyor should be guided by BS EN 1714: 1998, and BS 2704: 1978 (1983). A detailed report of the state of the ship including the thicknesses of plating is to be given on form FRE 8 which together with


forms FRE 6, FRE 7 and FRE 10 should be forwarded to Headquarters. In the case of Type A ships and Type B ships assigned reduced freeboards under the provisions of paragraph: 5(3) to (7) of Schedule 4 of MSN 1752(M), the watertight and oiltight bulkheads forming the boundaries of the main compartments should be examined carefully throughout their vertical and transverse extent taking into account any recesses or steps which may be fitted. Where deterioration has taken place the Surveyor may require the thicknesses of the plating to be ascertained by dri IIing holes or by any other acceptable means.

2.2.2.3 Survey of wood ships fully opened out

(a) The ship is to be placed in dry dock or on a slip or on ways or blocks of sufficient height to enable the keel, the bottom planking and the caulking to be thoroughly examined and tested. Where no such facilities exist at the port of survey the ship is to be placed on blocks laid on a clean and hard beach and then listed so that a satisfactory inspection can be made of every part of the bottom planking and the keel, and a thorough testing can be made of the cauIking of the garboard and other seams of the planking. (b) The limbers and all air courses are to be removed and the holds cleared. A listing not less than 100mm wide is to be cut out of the ceiling on each side in the range of the floor-heads or thereabouts at each end of the ship for one-fifth of the length. In a single deck ship or a ship where hold-beams are fitted a further listing, midway between the turn of the bilge in the case of the former and immediately under the hold-beam in the case of the latter, is to be made and should follow the sheer and extend over the main body of the ship. (c) If it would be impracticable on account of the unusual thickness of the ceiling, or for some other reason, to expose the inner surface of the timbers by cutting listings as described above, a short shift of outside planking is to be removed on each side at each end of the ship, in line with the upper turn of the bilge or at a height which will best expose the timbers to view. For the remaining portion of the ship's length the state of the timbers is to be ascertained by driving out a treenail, if fitted, in every fourth timber in one or other of the strakes of the bilge planking. (d) At least twelve treenails in number on each side are to be driven out at various parts of the ship to ascertain their condition and that of the timbers through which they pass. (e) The fastenings are to be examined carefully, and if the ship is iron fastened, a number of bolts should be driven out, of


which approximately six should be in the lower deck bindings on each side. One chain plate bolt is also to be backed out abreast of each rigging and if found to be in an unsatisfactory condition as many more are to be backed out as the Surveyor may consider to be necessary. (f) The caulking is to be tested. Where the ship is sheathed with metal, one sheet is to be stripped off at the upper turn of the bilge, square down from each rigging on each side of the ship. The hood ends on each side at each end of the ship are to be exposed and examined together with the associated caulking . If examination of the metal sheathing reveals wrinkling a special report is to be made on form FRE 9. (g) Where necessary the Surveyor should examine the ship carefully both afloat and in dry dock; his report of its condition on form FRE 9 should describe the general appearance of the ship in respect of sheer and indicate any signs of weakness or straining. Where applicable the report should indicate if structural alterations, modifications, or renewals have been made since the last survey and give detailed information of the scantlings and condition of the following items:

- - - - - - - - - - - - - - -

metal sheathing and caulking; fastenings - bolts and treenails; keel, stem and sternpost; outside planking; decks, waterways and planksheer; deck beams, knees and stanchions; hold beams, knees, riders and stanchions; shelves, clamps and inside planking; floors and frame timbers; apron, breasthooks, deckhook, etc; inner posts, crutches, etc; . keelson, rider and sister keelsons; hatchways, hatchway coamings, and hatchway fittings; other deck openings including companionways, skylights and ventilators; and superstructures and structures which cover deck openings.

(h) The materials used in construction are to be stated in so far as they can be ascertained and the general quality of the workmanship is to be reported. The particulars required for forms FRE 6, FRE 7 and FRE 10 should be obtained by actual measurements at the ship, and a new form FRE 9 should be forwarded whenever the ship is fully opened out for survey showing full details of the relevant items. The Surveyor should give his assessment as to the Class in Lloyd's Register to which the ship's present condition is equivalent. The ship's normal and intended trade is also to be stated.


(i) Mechanically propelled wood ships should be fully opened out in every case. (j) The freeboard assigned to an unclassed wood sailing ship which has been fully opened out for survey will depend upon its age, construction and condition.

2.2.2.4 Survey of wood ships not fully opened out

(a) If the ship is not fully opened out, the freeboard will be increased as required, according to whether the ship is constructed of hard or soft wood. The duration of the load line certificate will depend upon the report of the survey and the extent to which the ship has been opened out. (b) The Surveyor should complete forms FRE 6, FRE7 and FRE 10 and report on form FRE 9 what action he has taken to ascertain the condition of the ship, and that he has satisfied himself, as far as he is able, that the ship will be seaworthy if loaded to the proposed load line for the period recommended, having regard to the ship's age, construction, condition and intended trade. (c) The type of materials composing the keel, keelson, stem and stern-post, frames and beams must be reported in order to ascertain whether the ship is built of hard or soft wood. In addition, the scantlings and materials of all parts which are accessible, their condition, and the condition of the bottom should be reported on form FRE 9.

2.2.2.5 Survey of ships constructed of glass-reinforced plastic fully opened out

(a) Ships constructed of glass-reinforced plastic will be considered for load line assignment provided they are constructed employing a polyester or epoxide or phenolic resin system approved by a recognised Classification Society including glass or other acceptable fibre reinforcements employing accepted hand or spray lay-up processes. Full details of the form of construction and materials used, including the glass/resin ratio, and details of the establishment in which the ship is to be constructed including, where construction is not monitored by a recognised Classification Society, atmospheric conditions should be submitted to Headquarters for approval. For ships not being built to the rules of a recognised Classification Society information should also be submitted indicating the bending moment assumption for the design and the resultant longitudinal and transverse stresses and deflections. The resins, reinforcements and other materials used in construction shall comply with the requirements of British Standard 3532:1990 (1995)-Specification for Unsaturated


Polyester Resin Systems for Low Pressure Fibre Reinforced Plastics except that the maximum absorption of cast resin, determined by Test Method 430 B of BS 2782 Part 4 -1983, should not exceed 16.5 mg or by ISO 62-1980-Plastics - Determination of Water Absorption Method 2. Glass fibre reinforcing materials should comply with the requirements of the British Standard Specifications:

BS 3496:1989 (1995) Glass Fibre Chopped Strand Mat for the Reinforcement of Polyester Resin Systems. BS 3396 Woven Glass Fibre Fabrics for Plastics Reinforcement.

1991 (1996) = ISO 4605, ISO 4606 Part 1 Loom State Fabrics 1987 (1995) Part 2 Desized Fabrics 1987(1995) Part 3 Finished Fabrics for use with

Polyester Resin Systems

BS 3691 :1990 (1995) Glass Fibre Rovings Fabrics for the Reinforcement of Polyester Resin Systems.

(b) In the case of ships under construction care should be taken with 'matting-in connections'. Where components are bonded to the cured or partially cured structures suitable resins are to be employed. Attention should be given to the methods of construction and to whether the hull of the ship is of a stiffened or unstiffened single skin laminate or of sandwich construction; the latter is a more complex type of construction and requires particular surveillance. Attention should be paid to the secondary bonding of components to the hull. (c) These ships are normally constructed in a composite manner and in addition to the glass-reinforced plastic hull of the ship there may be incorporated frames, decks, bulkheads, engine bearers, longitudinal members and superstructures which may be of wood, steel or other suitable material. (d) The fastenings in all types of reinforced plastic ships should be carefully examined and where bolt fastenings are used for any connection a number of bolts should be removed or exposed for examination at periodical inspections. It is of importance that the Surveyor should note any deterioration e.g. delamination, cracking etc of the components of the laminate within the vicinity of the bolt holes in order to ascertain if the material is suitable to withstand the loads imposed on it. (e) The Surveyor should examine the ship carefully both afloat and in dry dock. His report of the condition on form FRE 9 should describe the appearance of the ship in respect of sheer


and Indicate any signs of weakness or straining. If it is not a new ship the report should indicate if structural alterations, modifications or renewals have been made since the last survey and where applicable give detailed information of the scantlings and the condition of the following items: - the hull and hull connections with other structural components; - fastenings, primary and secondary bonds and bonded joints; - outside shell; - decks, waterways and sheer strake; - deck beams, knees; - hold beams, knees; - floors, frames and longitudinals; - apron and breasthooks, etc.; - keelson and sister keelsons; - hatchways, hatchway coamings and hatchway fittings; - deck openings, skylights, ventilators and companionways; - superstructures and structures which cover deck openings; and - engine bearers.

(f) The materials used in construction are to be stated in so far as they can be ascertained and the general quality of workmanship is to be reported. The particulars required for forms FRE 6, FRE 7 and FRE 10 should be obtained by actual measurement at the ship and a new form FRE 9 should be forwarded whenever the ship is fully opened out for survey showing full details of the relevant items.

2.2.2.6 Survey of ships constructed of glass-reinforced plastic not fully opened out

(a) If the ship is not fully opened out the freeboard will be increased as required dependent upon the construction of the ship. The duration of the load line certificate will depend upon the report of the Surveyor and the extent to which the ship has been opened out. (b) The Surveyor should complete forms FRE 6, FRE 7 and FRE 10 and report on form FRE 9 the action he has taken to ascertain the condition of the ship and that he has satisfied himself, as far as he is able, that the ship will be seaworthy and stable if loaded to the proposed load line for the period recommended having regard to the ship's age, construction, condition and intended service.


(c) The condition of the hull, the type of materials used in the construction and the scantlings of all accessible parts should be reported on form FRE9.

2.2.2.7 Ships constructed of other materials

Ships which are constructed of materials other than those already mentioned in this section may be considered for the assignment of freeboards in accordance with the Rules provided the MCA is satisfied with the type and characteristics of the materials used and the method of construction. In such cases the Surveyor should arrange for full details to be submitted to Headquarters for guidance.

2.3 Surveyors Report and Assignment of Freeboards (Regulations 7 and 8) 2.3.1 Documentation 2.3.1.1 A report on the initial survey referred to in Regulation 8 will generally consist of the following documents: - form FRE 6 Surveys for Freeboard (Computation of Freeboard); - form FRE 7 Record of Particulars Relating to Conditions of

Assignment; - form FRE 8 Report of Scantlings of Steel Ships; or - form FRE 9 Report of Scantlings and Condition of Wood Ships; -form

FRE 10 Report of Survey; - form FRE 14 Stability Declaration; and - loading and ballasting information as required by Regulations 32 and

33. 2.3.1.2 In general these documents will be submitted on completion of the survey but where a Surveyor doubts whether the ship complies with the requirements of Schedule 2 of MSN 1752(M) he should make an interim report to Headquarters so that an early decision can be made. Surveyors should note that where structural plans are submitted for examination and are approved by the MCA it will not be necessary to complete the various tables and diagrams on forms FRE 8 or FRE 9. The Surveyor may in such cases refer to the plan by title, number and date of approval in the appropriate section on the form. Following the initial survey the Surveyor should if appropriate confirm on the form that the ship has been built in accordance with the approved plans. 2.3.1.3 If at subsequent surveys alterations are found to have been made to the structure, details of the structural modifications should be included on the appropriate form or a modified structural plan should be approved. The Surveyor should if appropriate also endorse the form with regard to the satisfactory completion of the survey together with a recommendation as to the period of validity of the certificate.


2.3.1.4 When reporting the conditions of assignment it will not be necessary to complete the diagram on form FRE 7 Record of Particulars Relating to Conditions of Assignment if the Surveyor forwards a suitable plan showing all the features referred to in the form. An 'as fitted' general arrangement plan would be considered suitable for this purpose. The Surveyor should note that the details contained on form FRE 7 will be the determining factor in deciding whether or not a ship complies with the conditions of assignment. It is therefore essential that the various questions in the form are answered fully and that all particulars are provided as requested. In complicated cases when difficulty could be experienced in compiling the particulars of a condition of assignment (e.g. the construction of bulkheads at ends of superstructures), a drawing or plan which has been approved by the MCA and which shows the complete information may be referred to. In such cases a copy of the approved plan or drawing should be kept on board the ship and be available for reference at all times.

2.3.2 Stability When a load line certificate is to be issued to a UK registered ship to which freeboards are being assigned as a 'new ship' the MCA must be satisfied that the stability of the ship complies with the minimum criteria laid down in paragraph 2(2) of Schedule 2 of MSN 1752(M). Part 5 of these Instructions gives full details of stability requirements. 2.3.3 Approval of stability Where MCA approves the stability information the responsible Surveyor will notify the appropriate Assigning Authority by letter when he is satisfied from an examination of the stability information that the ship complies with the Rules relating to stability. 2.3.4 Loading and ballasting information (Regulation 33) Type A ships and bulk carriers over 150 metres in length must carry loading and ballasting information. Where such ships are classed the relevant Assigning Authority will have approved this information. In the case of unclassed ships this information is to be submitted by the Surveyor to Headquarters for approval. 2.3.5 Load lines and marks

2.3.5.1 The Surveyor should inform the Owners or their agents on form FRE 11 when the MCA has approved the freeboards for the ship, deleting those load lines not assigned. 2.3.5.2 Passenger ships to which subdivision load lines have been assigned will ordinarily be marked with the load lines required under the Load Line Regulations as well as with the subdivision load line or lines. Where the lowest of the ordinary load lines is higher on the ship's side than the uppermost subdivision load line the latter should form part


of the same marking, the vertical line of the grid being extended downwards as necessary to reach the lowest subdivision load line. The subdivision load line or lines should appear on the after side of the vertical line. 2.3.5.3 Where the deepest subdivision load line coincides or nearly coincides with the Fresh Water line, the subdivision marking or markings may be indicated on the forward side of the grid by adding C; C.1; C.1, C.2, etc; or C.A, C.B, etc. as the case may be according to the Class of passenger certificate applicable to the ship. See also paragraph 5.3.2 of Instructions to Surveyors for Passenger Ships of Classes I, II and II(A), and paragraph 5.11.2 of Instructions to Surveyors for Passenger Ships of Classes III to VI(A). 2.3.5.4 The loading of a passenger ship will usually be governed by the subdivision load line or lines and the Owners may wish to dispense with the ordinary load lines on the grounds that they would never be applicable. Provided the uppermost subdivision load line is as low as, or lower than, the lowest load line computed under the Regulations the line through the centre of the ring may be marked on a level with the uppermost subdivision load line and the ordinary load lines omitted. The fresh water line, however, would be marked at the appropriate distance above the uppermost subdivision load line with a vertical line joining the forward end of the fresh water load line (F) to the forward end of the subdivision load line 'C.1'. In such cases the subdivision load line (or the uppermost subdivision load line if there is more than one) would be inserted in the load line certificate as the 'T', ‘S' and 'W' line and the certificate endorsed as follows: "When more than 12 passengers are carried the ship must comply with the conditions stated on the Passenger/Passenger and Safety Certificate." 2.3.5.5 Where no request is received from the Owner to dispense with the ordinary load lines and where the uppermost subdivision load line is not as low on the ship's side as the lowest load line computed under the Regulations all the lines (ordinary load lines and subdivision load lines) should be marked on the ship's side. 2.3.5.6 Where a ship is issued with a load line exemption certificate the markings, in general, will be the same as those required by Regulation 15(1). Where, however, the ship is assigned special freeboards which are less than those permitted by Regulation 7 the markings should comply with the requirements of Regulation 22(4). 2.3.5.7 Where the MCA is the assigning authority the disc should be marked with the letters DT.


2.4 Renewal Surveys and Annual Surveys of Ships (Regulation 8(1)(b) and (c)) 2.4.1 General The Owner or his agent must make application for the renewal or annual survey that is required under the regulations. The application should be accompanied by a fees deposit. Where the survey is not completed in one operation the whole survey must be commenced and completed in a period not exceeding three months. When such a partial survey has been carried out the Surveyor should state on form FRE 12 (Report of Annual Survey) the items which remain to be dealt with and inform the Surveyors at the port where the Owners propose to have the survey completed. 2.4.2 Requirements

2.4.2.1 At each renewal survey the Surveyor must ensure that the matters referred to in Regulation 6(1)(c) are in order and that the requirements of paragraphs 15 and/or 18 of Schedule 2 of MSN 1752(M) are met. 2.4.2.2 During the survey the Surveyor should satisfy himself that where enclosed superstructures have been taken into account in the construction of the cross curves of stability the closing appliances fitted to any openings therein are fully effective and that no alterations have been made. 2.4.2.3 If the Surveyor finds that alterations or additions have taken place which would materially affect the stability (e.g. significant increase in the light weight of the ship) he should ask for revised stability information to be submitted for approval. 2.4.2.4 The characteristics and details of the fittings, appliances and arrangements approved for the ship, which are recorded on form FRE 7 (Record of Particulars Relating to the Conditions of Assignment) are to be checked carefully at each periodical inspection. 2.4.2.5 No hatchway or fitting in its vicinity should be inspected when cargo is being worked at the hatchway if this interferes with effective inspection. Advantage should be taken of any opportunity to hold the inspection when the ship is in dry dock.

2.4.3 Items to be given particular attention

2.4.3.1 Hatchways in Position 1 and Position 2 and hatchways within superstructures which are not enclosed superstructures. (a) The Surveyor should ensure that all the materials, bearing surfaces and fittings associated with hatches, including rollers, chains, hatchway coamings, beams, fore-and-afters, covers, tarpaulins, battens and securing arrangements are in good and


effective condition. The whole arrangement should be assembled in place for inspection either before or after the examination of the individual parts. Steel covers and their components are to be examined carefully in place and where the Surveyor has doubts as to the effectiveness of the sealing arrangements he may require hose tests to be carried out. Where hatch coamings are of a height less than that required under paragraph 6(1)(a) of Schedule 2 of MSN 1752(M) or where in exceptional circumstances flush hatches have been permitted the Surveyor should survey these hatches for their effectiveness and, if extensive repairs have been carried out, hose test and report details on FRE 12. (b) The Surveyor should report any alterations which have been made to the closing appliances of enclosed superstructures. Where alterations have been made to the closing appliances reducing the effectiveness of such superstructures the Surveyor should request modification or replacement to meet the Regulation requirement. Alternatively the Owner should be advised that the ship will be assigned an increased freeboard and that appropriate action will be required to ensure compliance with the Regulations in respect of any hatchway or other openings leading below the freeboard deck fitted within the superstructure.

2.4.3.2 Openings in the ship's side below the freeboard deck and in the sides and ends of enclosed superstructures Means of closing these openings are to be examined carefully in place and hose tested if considered necessary to ensure water tightness or weather tightness as appropriate. 2.4.3.3 Machinery casings, companionways and deckhouses Casings protecting machinery openings in Position 1 and Position 2 and companionways, whether separate or within deckhouses, are to be examined ensuring that their sills, doors, fastenings, etc. continue to be effective. 2.4.3.4 Freeing port shutters The Surveyor should ensure that the shutters hang freely and that any fittings for retaining them in the closed position will not prevent them from opening if a substantial amount of water is shipped. It is recommended that ships operating in areas subject to icing should not have freeing port shutters.


2.4.3.5 Ventilators and air pipes

The Surveyor should ensure that the closing appliances e.g. ball-valves, hinged gasketed plates, flap valve steel covers etc. are satisfactorily maintained and are effective. 2.4.3.6 Type A Ships and Type B Ships with reduced freeboards and Type B ships with timber markings The Surveyor should ensure that all fittings or appliances required by Parts II, III and IV, as appropriate, of Schedule 2 of MSN 1752(M) are in good condition. 2.4.3.7 Departures from recorded conditions of assignment Where alterations to the conditions of assignment have been made the alterations are to be recorded on form FRE 7 (Record of Particulars Relating to Conditions of Assignment). Where these alterations may affect the position of the load lines the case is to be submitted to Headquarters so that new freeboards may be considered. 2.4.3.8 Bilge keels on steel or aluminium alloy hulls At renewal surveys or on any other occasions when the ship is seen out of water the bilge keels should be closely examined for damage and cracks, either of which may be the source of fatigue and brittle fracture of the shell plating. Any repairs should be carried out paying full attention to welding details and procedures and with the Surveyor's explicit approval. The same care should be taken in dealing with other shell attachments.

2.4.4 Load line marks

2.4.4.1 The positions of the load line marks and the deckline are to be checked at each annual survey and, if necessary, they are to be re-marked and re-painted.

2.4.4.2 "Permanently marked" is considered to include welding of the marks on the sides of the ship provided the usual precautions as to material, electrodes etc, are observed.

2.4.5 Endorsement of certificates, completion of report etc. On completion of the annual survey if the Surveyor is satisfied that the load line certificate should remain in force he/she will:

2.4.5.1 return the ship's copy of form FRE 7, suitably endorsed, to the Master drawing his attention to the need to retain this document on the ship;


2.4.5.2 endorse the certificate and the certified copy in possession of the master, and 2.4.5.3 submit form FRE 12 (Report of Annual Survey) to Headquarters and return the file copy of FRE 7.

2.5 Inspections (Section 258 of the Act) 2.5.1 This Section of the Act empowers MCA Surveyors to go on board any ship at all reasonable times to verify that the provisions of the Regulations are complied with, and so that the inspections required under Port State Control legislation may be carried out. 2.5.2 Limitations apply to the inspection of ships possessing valid Convention certificates and must be strictly adhered to, noting that in paragraph 2.5.3 below the word "alterations" embraces "deterioration." 2.5.3 If a valid Convention Certificate is produced, this inspection shall be limited to seeing that:-

2.5.3.1 the ship is not loaded beyond the limits allowed by the certificate; 2.5.3.2 lines are marked on the ship in the positions of the load lines specified in the certificate; 2.5.3.3 no material alterations have taken place in the hull or superstructures of the ship which affect the basis on which any of those lines have been marked; and 2.5.3.4 the fittings and appliances for the protection of openings, the guard rails, the freeing ports and the means of access to the crew's quarters have been maintained on the ship in as effective a condition as they were when the certificate was issued.

2.6 Conditions of Assignment (Part IV of the Regulations) 2.6.1 Requirements relating to the assignment of freeboards (Regulation 25)

2.6.1.1 All 'new' load line ships (i.e. those whose keels were laid or which were at a similar stage of construction on or after the material date must comply with all the requirements of Schedule 2 of MSN 1752(M) relevant to their type. 2.6.1.2 'Existing Ships' (i.e. those whose keels where laid or which were at an equivalent stage of construction before the 21st July 1968 (the material date) must comply with such of the requirements of the 1959 Load Line Rules as are applicable in their cases. However, Regulation 29 provides that where an 'existing ship' is to be assigned a freeboard as a 'new ship' computed in accordance with the provisions of Schedule 4 all the requirements of Schedule 2 applicable to its type


must be met. This policy should be applied no matter how small the difference in assigned freeboards resulting from the regulation change 2.6.1.3 Where however a ship is intended to operate only in restricted areas of a sheltered nature the MCA is prepared to consider applications for a departure from strict compliance with all the Rule requirements.

2.6.2 Record of particulars (form FRE 7) In determining whether or not a ship complies with the conditions of assignment as laid down in Schedule 2 of MSN 1752(M), and referred to in Regulation 27, the 'Record of Particulars Relating to the Conditions of Assignment' represented by form FRE 7, will be a determining factor and Regulation 26 should be carefully studied. 2.6.3 Information relating to the stability, loading and ballasting of ships (Regulation 32)

2.6.3.1 Under the Regulations all UK registered ships to which the Regulations apply must carry stability information in accordance with Regulation 32 and Schedule 6 of MSN 1752(M), and information as to loading and ballasting of ships as required by Regulation 33. Both the content and the presentation of this information must be approved. 2.6.3.2 The Surveyor should therefore ensure that the stability information is presented in an acceptable manner and that the various conditions of loading are derived from accurate basic data. The formal approval of the stability data will not be given until the basic elements of stability, the development of the information, the holding of an inclining test where necessary, and the results obtained from the foregoing have been proven to the satisfaction of the Surveyor. 2.6.3.3 Builders and consultants are advised to submit preliminary intact, and where applicable, damage stability data for new buildings at an early stage of construction, preferably no later than six weeks prior to the inclining test (where applicable). Drawings necessary to define the vessel and confirm hydrostatics, KN values and tank capacities should also be submitted at an early stage. Where a final version of the information is received at an advanced stage, in order to permit the vessel to enter service without delay provisional approval of the information may be given, subject to:

(a) incorporation of any adjustments deemed necessary by the Surveyor; and (b) basic data including hydrostatic information, KN's, lightship particulars and tank capacities having been verified.

In such cases the information should be marked "PROVISIONAL STABILITY [AND LOADING/BALLASTING] INFORMATION ONLY, PENDING FORMAL APPROVAL BY [MCA] [OTHER ASSIGNING


AUTHORITY]" and be dated and signed on behalf of the approving authority. Provisional information should be substituted by fully approved information at the earliest possible opportunity.

2.6.4 Delegation of Stability Approval

2.6.4.1 The regulations (Regulation 32(5)) provide for the delegation of stability approval to Assigning Authorities for certain categories of ships. Ships within those categories may be dealt with either by the MCA or the Classification Society acting as Assigning Authority, at the Owner's option. Ships outside those categories must have their stability information approved by the MCA. 2.6.4.2 On receipt of the application for survey the Surveyor should establish with the Owner or his agent which option is to be taken. If the Classification Society is chosen the Surveyor should inform the Society immediately.

2.6.5 Information as to loading and ballasting of ships (Regulation 33) In the case of UK registered ships the application of Regulation 33(3) means that in general, all such information will be approved by the Assigning Authority before including it in the statutory stability information. 2.6.6 Endorsement of the information in respect of Intact Stability Criteria

2.6.6.1 In addition to the stamp of approval, the following endorsements should be made on the front cover of the booklet;

(a) an additional stamp to be used in conjunction with the Load Line stamp for vessels where compliance with paragraph 2.2 of Schedule 2 is impossible due to the special nature of the vessel. The additional stamp will take the following form:-

"STABILITY INFORMATION APPROVED USING

COMPLIANCE WITH ……………………………………………………………

AS AN EQUIVALENT PROVISION UNDER

REGULATION 34 (A)

OF THE MERCHANT SHIPPING (LOAD LINE)

REGULATIONS 1998 TO THE REQUIREMENTS OF

PARA 2(2) PART I OF SCHEDULE 2 OF

M NOTICE MSN 1752(M)"


1. For offshore supply vessels the stamp to be completed as follows: …..COMPLIANCE WITH "PARA 2.5.2 OF IMO RES A 469 (XII)" 2. For unmanned pontoons …..COMPLIANCE WITH "PARA 5.5 OF IMO MSC/CIRC 348"

(b) "No addition or amendment is to be made to this document without prior approval of the MCA." (c) "Number of pages……… " (d) " Index of separate documents."

2.6.6.2 Each page should be numbered and the back of each page stamped at the bottom left hand corner with an MCA stamp. As an alternative to the stamping of each page the books may be drilled, and secured by means of a wire and lead seal closed and embossed with the MCA emblem. Builders and consultants should be requested to supply books already drilled to facilitate sealing.

2.6.7 Treatment of grain loading conditions

2.6.7.1 The information and loading conditions relating to the carriage of grain cargoes may be provided in a separate booklet which is supplementary to the stability information booklet required to comply with the Load Line Regulations. 2.6.7.2 Where a stability Information Booklet includes grain loading conditions intended to demonstrate compliance with statutory grain loading requirements then these conditions are considered as Service Conditions under paragraph 10(1)(d) of Schedule 6 of MSN 1752(M). Such loading conditions, in addition to complying with the appropriate grain loading requirements, must meet the requirements of Schedules 2 and 6 of MSN 1752(M) and are also approved under the load line approval stamp with which the booklet is endorsed. 2.6.7.3 Where grain loading information is provided in a separate booklet both booklets should be submitted, and both will be stamped with the load line approval stamp in addition to any grain loading approval stamp.

2.6.8 Treatment of SOL AS or MARPOL damage stability conditions

2.6.8.1 The information and loading conditions relation to damage stability requirements deriving from SOLAS, MARPOL or other instruments may be provided in a separate booklet supplementary to the stability information booklet for comp1iance with load line regulations.


2.6.8.2 Where a stability information booklet includes damage stability conditions for compliance with SOLAS, MARPOL or other instruments, such conditions are considered Service Conditions under paragraph 10(1)(d) of Schedule 6 of MSN 1752(M). Such loading conditions in addition to complying with the appropriate damage stability requirements of those instruments, must meet the requirements of Schedules 2 and 6 of MSN 1752(M) and are also approved under the load line approval stamp with which the booklet is endorsed. 2.6.8.3 Where such damage stability information if provided in a separate booklet both booklets should be submitted, and both will be stamped with the load line approval stamp in addition to any MARPOL or other stamp.

2.6.9 Examination of Stability Information for ships on transfer to UK registry

2.6.9.1 The Surveyor should examine the stability information on board to establish if it is stamped approved by another Administration and if an inclining experiment report is included. He/she should ensure that it is presented in English, gives adequate guidance to the Master and that the loading conditions shown meet the necessary stability standards for the type of vessel. The information should be sufficient to enable the Master to calculate any alternative loading condition to that shown in the booklet. Subject to his/her satisfaction the Surveyor should mark the information "Provisional" and sign and date the booklet. A report on this action should be made to Headquarters. The Owner should be informed that a final stability book is to be submitted to the Surveyor for approval showing compliance with the required stability standards and presented in a format as recommended in the Model Stability Information Booklet. The Owner should supply the following plans for checking purposes:- - Lines Plan - General Arrangement - Structural Plan - Trim and Stability Book as above 2.6.9.2 For all ships the inclining experiment report should be examined with reference to Part 6, paragraphs 6.5 and 6.6 of these Instructions. In the case of a passenger ship transferring to UK registry reference should also be made to Regulations 37 and 38 of the Merchant Shipping (Passenger Ship Construction: Ships of Classes I, II and II (A)) Regulations 1998.

2.7 Greater than Minimum Freeboards (Regulation 30) 2.7.1 Under this Regulation Owners may request the assignment of freeboards greater than minimum. Where the difference between the assigned summer freeboard and what would be the minimum summer freeboard is substantial the MCA may in exceptional cases allow some departures from full compliance with the requirements of Regulation 25 and Schedule 2. Provision is made for


these departures under paragraph 31(b) of Schedule 2 whereby freeboards to be assigned to the ships are increased to such an extent as to satisfy the MCA that the safety of the ship and protection afforded to the crew will be no less effective than would be the case if the ship complied fully with the requirements of Regulation 25 and Schedule 2 of MSN 1752(M) and there had been no increase in the freeboard. 2.7.2 In the general sense, however, the Regulations do not allow compensation for inefficient arrangements to be made by an increase of freeboard. If a ship is assigned a greater than minimum freeboard any relaxations in the conditions of assignment will be considered by Headquarters on the basis of the merits of each particular case having regard to the ship's intended service. See Regulation 30(2)(b) regarding timber allowance. 2.7.3 Since the reason for assignment of greater than minimum freeboards is likely to be present whether or not timber deck cargoes are carried, timber load lines will be inapplicable. See regulation 30(2)(b). 2.8 Less than Statutory Minimum Freeboards In services within particular limits of operation and weather conditions the MCA will be prepared to consider a ship for a freeboard less than the statutory minimum provided the strength arrangements and stability are acceptable. Each case should be submitted to Headquarters for consideration; the types of ships which may be considered are: 2.8.1 hopper dredgers; and 2.8.2 barges and hopper barges which usually proceed in winter to the Summer Category D limits, for example, on the Humber and Thames. Reference should also be made to paragraph 5.3.


PART 3 NOTES FOR GUIDANCE IN THE APPLICATION OF SCHEDULE 2 OF MSN 1752(M): CONDITIONS OF ASSIGNMENT 3.1 Interpretation 3.1.1 'Enclosed superstructure': the requirement that the crew shall be provided with an alternative access to the poop or bridge other than through the end bulkhead openings may be satisfied if there are accesses in the superstructure decks and these accesses can be reached from the freeboard deck or from a higher level, e.g. a gangway. 3.1.2 'Exposed position': a position within a structure equivalent in strength and weather tightness to an enclosed superstructure is not regarded as exposed. 3.1.3 'Weathertight doors': weathertight doors should normally open outwards so as to bear against the door frame under the impact of the sea. Where in exceptional circumstances the doors are permitted to open inwards the framing of the door panel and the securing arrangements of the door will be specially considered. 3.1.4 Where stores, machinery etc. are loaded while the ship is in port through openings in the bulkheads of an enclosed superstructure, portable sill plates may be permitted provided they are replaced and fitted weathertight before the ship proceeds to sea and the fact is recorded in the ships official logbook. 3.2 Hatchways Closed by Portable Covers and Secured Weathertight by Tarpaulins and Battening Devices 3.2.1 Hatch closing arrangements incorporating portable covers, tarpaulins etc. on vessels built to the Merchant Shipping (Load Line) Regulations 1998 impose a freeboard penalty and their use is rare on such vessels. Nevertheless, on any vessel where the hatches are closed by means of portable covers the steel bars or their equivalent as required by the regulations should also be fitted in place before the vessel proceeds to sea. 3.2.2 The number of ships lost over the years due to hatch covers not being properly secured has clearly indicated the dangers of proceeding to sea without making use of all the hatch locking bars or wire lashings after the tarpaulins have been battened down. 3.2.3 The precautions referred to above apply equally whether or not deck cargo is carried on or over the hatches.


3.2.4 At sea Masters and Skippers may of course use their discretion as to the occasions on which they may wish to open the hatches necessary, for example, for ventilation, inspection, cleaning or preparatory work associated with the next working of cargo. 3.2.5 Masters and Skippers are reminded that the stowing of gangways or accommodation ladders on top of the portable hatch covers is a dangerous practice which can result in damage to the security of the hatches 3.2.6 Owners, Masters and Skippers are also reminded that proceeding to sea with improperly fitting hatch covers, defective cleats, wedges, battens or tarpaulins constitutes non-compliance with the "Conditions of Assignment" and as such is an offence under Regulation 35(1) of the Merchant Shipping (Load Lines) Regulations 1998 . 3.3 Hatchways Closed by Weathertight Covers of Steel or Equivalent Material Fitted with Gaskets and Clamping Devices (Paragraph 6 of Schedule 2) 3.3.1 Where in exceptional circumstances flush hatches are permitted on the freeboard or superstructure decks Surveyors should pay careful attention to their construction and the means of securing weathertight. A searching hose test should be carried out at the installation of the hatch and at the subsequent periodical surveys or after substantial repairs. In type B ships assigned a reduced freeboard under the provisions of paragraph 5(3) of Schedule 4 any flush hatch fitted in position 1 and forward of the quarter length (L/4) should be specially stiffened and in general the section modulus and moments of inertia shall be 15% more than would be required to meet the assumed loads shown in the Table in paragraph 5 of Schedule 2. 3.3.2 Where hatchways are fitted with coamings of reduced height (i.e. less than 600mm in position 1 or 450mm in position 2) on type B ships assigned a reduced freeboard as above, or any ship in a position forward of the quarter length (L/4) from forward, then the required section modulus and moment of inertia of the covers shall be increased by a factor of up to 15% more than the 8 table in paragraph 5 of Schedule 2, dependent on the magnitude of the reduction in coaming height. 3.3.3 If it is the intention to carry deck cargo on top of the hatchways special consideration should be given to the strength of the hatchway coamings. Additional strengthening should also be provided when covers are loaded with cargo of a density greater than that represented by the loads assumed in the Table in paragraph 5. 3.4 Hatch Beams and Cover Stiffeners of Variable Cross Section To avoid stresses and deflections exceeding those given in MSN1752(M), Schedule 2, paragraphs 5(2), (3), (4) and 6(2) along construction elements of variable cross section, the required section modulus calculated as for construction elements of constant cross section is to be increased by factor K expressed by:


3.2α - γ - 0.8

K = 1 + 7 γ - 0.4

where α= Z1 / Z0, γ = W1 / W0 The value of factor K obtained by the formula is to be not less than unity. Z1, Z0, W1,W0 are indicated on the sketch below:

I0 and I1 are the inertias of the beam at the midspan and the end respectively. W0 and W1, are the depths of the beam at the mid-span and the end respectively. The moment of inertia is likewise to be increased by the factor C expressed by:

1 - β C = 1 + 8α3 0.2 + 3√β

Z1, I1Where α = Z0

Β = I0 The value of factor C obtained by the formulae is to be not less than unity. I1 and I1 are indicated on the sketch above. The use of the above formulae is limited to the determination of the strength of hatch beams and covers in which abrupt changes in the section of the face material do not occur along the length of the beam or cover. 3.5 Machinery Space Openings (Paragraph 7) 3.5.1 In the application of the requirements of sub-paragraph (b) Surveyors should note that where a machinery casing is protected by an enclosed superstructure and the watertight doors to the end bulkheads of the superstructure have sills of 600mm or more, the sills to any access openings in the machinery casing may be of nominal height. 3.5.2 Where machinery casings are not protected by other structures in Type A ships and Type B ships assigned a reduced freeboard, special arrangements are given in paragraph 17(2)(b) of Schedule 2 (see also paragraph 5(3)(a) of Schedule 4 of MSN 1752(M)). In these cases the second steel weathertight door


should have a sill height of 230mm in conjunction with a 600mm outer door sill. 3.6 Miscellaneous Openings in Freeboard and Superstructure Decks (Paragraph 8) 3.6.1 The protection of such openings giving access for personnel below decks should be treated as follows:

3.6.1.1 Generally only doorways in deckhouses which give access below the freeboard or superstructure decks need be protected by weathertight doors. The Surveyor's attention is drawn to paragraph 15(1) dealing with the 'protection of crew'. A deckhouse used for the accommodation of the crew should be of efficient construction and although such a deckhouse may not be protecting an opening in the freeboard or superstructure deck, any door giving access to the deckhouse may need to be of weathertight construction having regard to its position.

3.6.1.2 Where deckhouses protect openings in the freeboard or superstructure decks these may be separately protected by properly constructed and efficient companionways within the deckhouse. The access to each companionway should be fitted with a weathertight door and have a sill of appropriate height. In such cases the doors in the boundaries of the deckhouse need not be of weathertight construction nor have a sill of the height prescribed in paragraph 8(3) provided a door of efficient construction is fitted. Typical methods of protecting openings in the freeboard or superstructure decks are given in Figures 1 and 2.

3.6.2 In the application of Schedule 2 paragraph 8 it is understood that:-

3.6.2.1 Where access is provided from the deck above as an alternative to access from the freeboard deck in accordance with Schedule 2 paragraph 1 then the height of the sills into a bridge or poop, should be 380mm. The same consideration should apply to deckhouses on the freeboard deck.

3.6.2.2 Where access is not provided from above, the heights of the sills to doorways in a poop, bridge or deckhouse on the freeboard deck should be 600mm.

3.6.2.3 Where the closing appliances of access openings in superstructures are not in accordance with Schedule 2 paragraphs 1 and 8, interior deck openings are to be considered exposed, i.e. situated in the open deck.


A ship assigned a minimum freeboard and having the freeboard deck as the weather deck should be fitted with weathertight doors as indicated by A Note:

(i) doors marked A are required to comply with the requirements of Schedule 2 paragraph 1, and when fitted in Positions 1 and 2 to have sill heights in accordance with Schedule 2 paragraph 8(3).

(ii) * indicates enclosed deckhouse or companionway.

3.6.3 Openings in the top of a deckhouse on a raised quarter-deck or superstructure of less than standard height having a height equal to, or greater than, the standard quarter-deck height should be provided with an acceptable means of closing, but need not be protected by an efficient deckhouse or companionway as described in Paragraph 8(2)(a) provided that the height of the deckhouse is at least the height of a superstructure. 3.7 Ventilators (Paragraph 9) 3.7.1 In exceptional circumstances where the heights of the coamings prescribed in sub-paragraph (1)(a) may interfere with the working of the ship or if restricted operating conditions permit, a lower height may be approved provided that the Surveyor is satisfied that the closing appliances and other


Figure 2 A complete superstructure ship assigned minimum freeboard having the superstructure deck as the weather deck should be fitted with weathertight doors as indicated by A. Note:

(i) doors marked A are required to comply with the requirements of Schedule 2 paragraph 1, and when fitted in Positions 1 & 2 to have sill heights in accordance with Schedule 2 paragraph 8(3).

(ii) * indicates enclosed deck house or companionway.

relevant circumstances justify a lower height. In this case the closing appliance should comprise a permanently attached steel weathertight cover. 3.7.2 In ships over 100 metres in length the provision of wood plugs and canvas covers is not acceptable as an efficient closing appliance except in the case of an existing installation whose details are recorded in the FRE 7. 3.7.3 In ships of 100 meters or less in length, where ventilators are required by paragraph 9(4) to be provided with efficient weathertight covers the various types of ventilator should be treated as follows:

3.7.3.1 Cowl ventilator coamings should be fitted with a substantial weathertight gasketed steel cover capable of being secured weathertight over the mouth of the coaming by either bolts or toggles upon removal of the cowl. The cover is to be permanently secured by a substantial


keep chain with the provision of stowage of the cover. The bolts or toggles should be spaced 450mm apart in Position 1 and 600mm apart in Position 2; alternatively the cover may have other equivalent means of being secured. 3.7.3.2 Gooseneck ventilators should be fitted with a permanently attached hinged steel gasketed weathertight flap with screw fastening. 3.7.3.3 French head ventilators and similar types should be fitted with arrangements to enable all openings, including drain holes, to be closed by a strong steel gasketed cover, permanently attached to the coaming by a substantial steel chain. 3.7.3.4 Mushroom ventilators should be fitted with gaskets and be capable of being screwed down weathertight. 3.7.3.5 Where ventilator coamings are fitted in protected positions, e.g. under bulwarks, and it is shown to be necessary to fit coamings of less than rule height on account of the working conditions of the ship, the Surveyor may, if satisfied, accept these arrangements, provided the ventilators are fitted with permanently attached steel weathertight covers. 3.7.3.6 Ventilators used to exhaust battery rooms or other spaces where explosive mixtures of gases may accumulate must be so arranged that no closing appliance need be fitted i.e. by extending the ventilator coaming to a height where no closing appliance is required. 3.7.3.7 In general, ventilators necessary to continuously supply the machinery space and, on demand, immediately supply the emergency generator room should have coamings which comply with Paragraph 9 without having to fit weathertight closing appliances.

3.8 Air Pipes (Paragraph 10) 3.8.1 In ships of 100 metres or less in length air pipes should be provided with hinged gasketed flaps or closing devices of an automatic type. A bonnet type head would be acceptable, where the head could be lowered from the open to the closed position through a shaped slot fitted in the coaming attachment, in which case no gasket need be fitted. Provision should also be made for relieving any pressure/vacuum when tanks are being pumped up/out. 3.8.2 In ships of over 100 metres in length the provision of wood plugs with keep chains and canvas covers may be accepted in existing installations where the details are recorded on the FRE 7. Otherwise the requirements of paragraph 3.8.1 should be met. 3.8.3 The means of closing air pipes must be available for immediate use. On ships assigned timber freeboards or designed to carry a full deck cargo where access to the air pipes on the freeboard and/or superstructure decks is difficult,


air pipes should be provided with closing devices of an automatic type as, for example, ball float valves. 3.8.4 It is important to ensure that all ventilators utilising ball float valves are of a construction that is readily dismantled for inspection of the float and the valve seat. 3.9 Cargo Ports and Similar Openings (Paragraph 11) 3.9.1 In a ship in which the lower deck has been designated as the freeboard deck, the means of closing openings in the shell plating below the weather deck but above the freeboard deck should be so designed as to ensure integrity against the sea commensurate with the surrounding shell plating, having regard to the position of the opening in relation to the waterline. In such a ship the following principles apply:

3.9.1.1 the effectiveness of closing appliances fitted at cargo ports and other similar openings in the shell of a ship depends on regular observations and maintenance; 3.9.1.2 hose tests are a practical means of verifying the weathertightness or watertightness of such closing appliances; and 3.9.1.3 consideration should be given to the fitting of leakage detection devices in way of doors in exposed positions.

3.9.2 Stern, bow and side doors of large dimensions, when manual devices would not be readily accessible, are to be normally secured by means of power systems. Alternative means of securing are also to be provided for emergency use in case of failure of the power systems. 3.9.3 Cargo ports or similar openings below the uppermost Load Line (paragraph 11(3)) If essential for the working of the ship, cargo ports or similar openings may be accepted submerged provided the safety of the ship is unimpaired. The fitting of a second inner door of equivalent strength and watertightness is one acceptable arrangement. In that case a leakage detection device should be provided in the compartment between the two doors. Further, drainage of this compartment to the bilges controlled by an easily accessible screw down valve, should be arranged. The outer door should preferably open outwards. 3.9.4 References in sub-paragraph 11 (3) to the uppermost load line should be construed as the uppermost seasonal line which in most ships will be the tropical load line or the tropical timber load line whichever is appropriate. 3.10 Scuppers, Inlets and Discharges (Paragraph 12) 3.10.1 Sub-paragraph (2). Where it is impracticable to fit one automatic non- return valve having positive means of closing from a position or positions above


the freeboard deck, one automatic non-return valve and one sluice valve controlled from a position above the freeboard deck may be accepted. 3.10.2 Where no secondary means of closing scuppers or discharges is required the storm valve fitted at the ship's side is to be of a substantial back- balanced type or of a type in which the valve face is at an angle not less than 15 degrees to the vertical when closed. 3.10.3 Where discharges are led overboard through the shell in way of a manned machinery space a locally operated screw down valve or sluice valve fitted at the shell with a non return valve fitted inboard may be accepted as an equivalent arrangement. 3.10.4 Discharges led overboard from spaces situated below the freeboard deck which are kept closed at sea may be fitted with a screw down valve controlled from above the freeboard deck provided locking arrangements are fitted to prevent inadvertent opening at sea. 3.10.5 Sub-paragraph (3). Where two automatic non-return valves are fitted the inboard valve must be accessible for examination at all times under service conditions i.e. the inboard valve should be fitted above the level of the uppermost seasonal load line, usually the tropical load line or the tropical timber load line whichever is appropriate. Should this prove impracticable a locally controlled sluice valve positioned between the two automatic non-return valves may be accepted in which case the inboard valve need not be fitted above the uppermost seasonal load line. 3.10.6 Sub-paragraph (4)(b). In unattended machinery spaces a monitoring system should be provided to warn of a potentially dangerous situation which may arise when water or other liquids are accumulating at an unusually high rate or have reached an unacceptable level in the bilge wells. 3.10.7 The alarm sensors of such a monitoring system should be fitted in the bilge drain wells or below floor level in single bottom ships and located so that the accumulation of liquids may be detected at normal angles of trim and heel. 3.10.8 The control of any valve serving a sea inlet, discharge or bilge injection system should be so sited as to allow adequate time for closure in case of influx of water into the spaces, having regard to the time which could be taken to reach and operate such controls. In respect of larger valves, the level to which the space could become flooded with the ship in the fully loaded condition should be borne in mind, and this may require that in some cases remote control or control above the freeboard deck would be required. 3.10.9 Water closets-manually operated type

3.10.9.1 In certain types of small craft (e.g. barges and small fishing boats) water closet units of the manually operated pump action type (which usually draw water for flushing purposes directly from the sea) are permitted to be fitted and in such cases Surveyors should ensure that:


(a) the method of closing the soil discharge pipes complies with the requirements of paragraph 12 of schedule 2; (b) the sea inlet arrangements comply with the requirements of paragraph (b) below; (c) the supply and discharge pipes are constructed from galvanised heavy gauge steel piping, except in the case of wood ships when solid drawn copper piping may alternatively be used; (d) where the water closet unit is fitted below the waterline the overboard discharge pipe is looped up to a position at least O.O2L above the uppermost load waterline before being led overboard, and a 6mm (1/4 in) bore anti-siphonage pipe is led from the top of the loop to atmosphere; (e) a notice giving instructions for use is prominently displayed adjacent to each water closet;

(f) all valves are readily accessible and clearly labelled to indicate their purpose and whether they are open or closed; and (g) the activating pump within the water closet unit is opened out and fully examined at each periodical inspection. It is essential for the inlet valve within the pump to be seating properly. (Cases have been recorded revealing the presence of marine growth which has prevented positive closure of this valve).

3.10.9.2 The arrangement for closing the sea inlet pipes will depend upon the operational limits of the ship and the actual location of the water closet as follows:

(a) Sea going ships For such ships it will be necessary to comply with the requirements of paragraph 12 of Schedule 2. However the following arrangements will be accepted provided they are fitted and seen to operate to the satisfaction of the Surveyor:

(i) Water closets fitted outside machinery spaces. As this type of water closet will not function if a non return valve is fitted to the sea inlet pipe it will be necessary to provide a header tank within the ship to supply water for flushing purposes. The capacity of this header tank should be sufficient to meet the normal demands (i.e. approximately 27 litres (6 gallons) per person per day and should not be less than 55 litres (12 gallons).


(ii) Water closets fitted within a manned machinery space. In this case water for flushing purposes may be drawn directly from the sea provided a screw down valve is fitted to the sea inlet pipe at the shell. The screw down valve should be fitted in a position where it can easily be observed by watch keeping personnel. (iii) Water closets fitted within an unmanned machinery space. To comply with the requirements of sub-paragraph (a)(ii) above and in addition the provision of an 'efficient warning device' which will indicate at a centralised control position outside the machinery space the presence of any accumulation of water within the machinery space.

(b) Ships employed solely in estuarial service

For such ships when this type of water closet is fitted it may be arranged so that water for flushing purposes can be drawn directly from the sea provided the sea inlet pipe is closed by means of a stopcock fitted at the shell.

3.10.10 The position of the inboard end of discharges shouId be related to the timber summer load line when a timber freeboard is assigned, not to the summer load line. 3.10.11 It is considered that the requirements of Schedule 2 paragraph 12 for non-return valves are applicable only to those discharges which remain open during the normal operation of a vessel. For discharges which must necessarily be closed at sea such as gravity drains from topside ballast tanks, a single screw down valve operated from the deck is considered to provide efficient protection. 3.11 Side Scuttles and Windows (Paragraph 13)

3.11.1.1 Surveyors should note that although this paragraph does not refer to deckhouses it is the intention that if such structures protect openings in the freeboard deck in Position 1 any side scuttles fitted therein should be of the type required for an enclosed superstructure. This requirement shall also apply in the case of first tier deckhouses on the freeboard deck which are considered buoyant in the stability calculations.

3.11.1.2 Where deckhouses or companionways protect openings in Position 2 any side scuttles and deadlights fitted therein should be of substantial construction. For the purposes of sub-paragraph (3) side scuttles and deadlights should normally be designed in accordance with BS MA 24:1974 or its ISO equivalent. Although the British Standards specification relates to side scuttles which may be fitted close to the load waterline the actual position of the side scuttles must comply with the over-riding requirement of sub-paragraph (2). See also paragraph 2.1.3.4(j) of these Instructions.


3.11.1.3 For those vessels where the freeboard is reduced on account of subdivision characteristics, side scuttles fitted outside the space considered flooded and which are below the final waterline shall be of the non-opening type. 3.11.1.4 Although paragraph 13 makes no actual reference to windows they may be fitted in superstructures and deckhouses situated on the freeboard deck provided such structures do not protect openings leading below the freeboard deck. Windows should not be fitted below the freeboard deck, in the first tier end bulkheads or sides of enclosed superstructures and in first tier deckhouses considered buoyant in the stability calculations or protecting openings leading below. 3.11.1.5 Superstructures fitted with windows are not eligible for a reduction in freeboard and neither they nor deckhouses fitted with windows are to be considered as affording buoyancy for stability purposes (see also paragraph 5.8.1.1). 3.11.1.6 Windows shouId normally be designed in accordance with BS MA 25:1973 as amended AMD 2060 July 1976, or its ISO equivalent. 3.11.1.7 A number of cases have been reported where seamen have been injured by flying glass from windows shattered in heavy seas. In the interests of safety MCA recommends that toughened safety glass should be fitted in the windows of all new ships and of existing ships when renewal of glass becomes necessary. It is strongly recommended that the glass complies British Standards Specification No.MA 25:73, Ship's Windows (as amended), or its ISO equivalent. 3.11.1.8 To facilitate the use of heating elements laminated toughened safety glass may also be used for windows but the total thickness will need to be greater than that required for an equivalent sized window using toughened safety glass. 3.11.1.9 The equivalent thickness of laminated toughened safety glass should be determined from the formula:

2 2 2 2

t L1

+

t L2+ t Ln

= tS

n = number of laminates tL = thickness of laminates t S = thickness of toughened safety glass


e.g. for 14mm laminated toughened safety glass made up from 7mm + 7mm laminates, the nearest ts would be:

(minimum preferred standard thickness)

3.11.1.10 The glazing arrangements should be of adequate strength and the glass should be secured in its frame with suitable edge clearance and in such a manner as to prevent restriction arising from expansion or contraction effects under extreme temperatures. 3.11.1.11 ISO equivalents to BSMA 24 and 25 are contained in ISO 614,1095,1751,3254 and 3903. 3.11.1.12 Where an opening in a superstructure deck or in the top of a deckhouse on the freeboard deck gives access to space below the freeboard deck or to a space within an enclosed superstructure and is protected by a deckhouse, then it is considered that only those sidescuttles fitted in spaces which give direct access to an open stairway need be fitted with deadlights in accordance with Schedule 2 paragraph 13. A cabin is considered to provide adequate protection against the minimal amount of water which will enter through a broken side scuttle glass fitted on the second tier. 3.11.1.13 Sidescuttles and windows in the side shell in the second tier, protecting direct access below or considered buoyant in the stability calculations, should be provided with efficient hinged inside deadlights capable of being effectively closed and secured weathertight. 3.11.1.14 Deckhouses situated on a raised quarter-deck or on a superstructure of less than standard height may be treated as being on the second tier as far as the provision of deadlights, sidescuttles and windows is concerned, provided that the height of the raised quarter- deck or superstructure on which they are situated is equal to, or greater than, the standard quarter-deck height. 3.11.1.15 Sidescuttles are defined as being round or oval openings with an area not exceeding 0.16m2. Round or oval openings having an area exceeding 0.16m2 should be treated as windows. 3.11.1.16 Windows are defined as being rectangular openings generally having a radius at each corner relative to the window size in accordance with recognised national or international standards, and round or oval openings with an area exceeding 0.16m2. 3.11.1.17 Fixed or opening skylights should have glass thickness appropriate to their size and position as required for sidescuttles and windows. Skylight glasses in any position should be protected from

mechanical damage and, where fitted in position 1 or 2, should be I provided with permanently attached robust deadlights or storm covers.

272 + 72 = t

S= 98

t s = 98 = 10mm


3.11.2 Adequate strength of bridge windows

3.11.2.1 Surveyors should exercise care when examining existing or flagging-in vessels, in particular small vessels converted for offshore standby duties, or vessels with bridge windows forward of O.25L from the forward perpendicular, noting:

(a) where bridge windows are of a lesser standard than that required, the Surveyor should strongly recommend that all such windows and/or frames are replaced with ones that comply with BSMA 25;

(b) if considered appropriate, such windows may still be accepted as "equivalent" to BSMA 25 on the basis that they have proved "satisfactory in service". However, such an acceptance should always be conditional on an undertaking from the owner that, the event of failure, glasses and/or frames will be replaced with items which comply with the requirements of BSMA 25; and

(c) in no circumstances should inferior glass mounting arrangements, which are not attached to the deckhouse structure (such as rubber "H" sections), be accepted.

3.11.2.2 In the case of windows in wheelhouses and navigation bridge fronts tinted or polarised glass should not be used, only clear toughened safety glass being acceptable. Anti-glare portable screens may be provided in addition to such glazing. 3.11.3 Ships' windows with wooden frames Where existing or flagging-in ships are found to have wheelhouse windows featuring wooden frames or with metal frames attached to wooden grounds the Surveyor should ensure that:

3.11.3.1 all wooden structure should be built, and be maintained in sound condition and free from rot;

3.11.3.2 wooden parts should be securely attached to surrounding steel structure by means of through bolts and solid washers or backing strips etc. The use of wood screws is not considered to be adequate;

3.11.3.3 in the case of flagging-in vessels, attending Surveyors should strongly recommend to the owners that wooden frames be replaced by ones complying with BSMA 25;

3.11.3.4 where wooden frames are accepted, this should be conditional on their operation continuing to prove "satisfactory in service" and on an undertaking from the owner that they will be replaced with frames complying with BSMA 25 in the event of failure; and


3.11.3.5 alternative means e.g. steel shutters, should be provided for closing any openings in the event of failure of the frame and/or glass. 3.12 Freeing Ports and Arrangements (Paragraph 14) 3.12.1 The freeing area required for any well should in normal circumstances be directly related (on an area of well basis) to the freeing port area required for a maximum sized well i.e. 0.7L x B where L and B are the length and breadth of the ship respectively. 3.12.2 In flush decks ships fitted with a deckhouse amidships of width not less than 80% and having side passages not exceeding 1.5 metres the freeing port area should be based upon the separate lengths of the wells. 3.12.3 Similarly where a deckhouse on the freeboard deck is fitted with screen bulkheads extending to the sides of the ship so that the exposed deck is effectively divided into wells the freeing port area should be based on the separate lengths of the wells. 3.12.4 In ships having little or no sheer on the freeboard or superstructure decks the freeing port should be distributed evenly along the length of the wells. 3.12.5 Wells on raised quarter-decks shouId be treated as being on freeboard decks. 3.12.6 Where shutters are fitted to freeing ports the Surveyor should ensure that these shutters can operate freely and comply with the requirements of sub- paragraph (6). 3.12.7 Where trunks are fitted which do not comply with the requirements of paragraph 10(2)(b)(vi) of Schedule 4 or where the hatch side coamings are fitted continuously between detached superstructures, the freeing port areas should be specially considered, having regard to the deck area required to be cleared of water. 3.12.8 For type "A" ships and type "B" ships with trunks a freeing port area, in the lower part of the bulwarks, of 33% of the total area of the bulwarks provides the "other equally effective freeing arrangements" mentioned in Schedule 2 . paragraph 20(1) and may be considered equivalent to the 50% open rails in way of trunks required by Schedule 4 paragraph 10(2)(b)(vi). 3.12.9 For type "B" ships with freeboards reduced by not more than 60% of the difference between B and A tables there shall be freeing port area in the lower part of the bulwarks equal to at least 25% of the total area of the bulwarks. 3.12.10 In the case of Offshore Supply Vessels featuring a small freeboard and a long expanse of deck aft of the forecastle without the protection of sheer or


superstructure, particular attention should be paid to the distribution of the freeing port area. This applies particularly at recesses in the forecastle end or elsewhere, and in the ends of pipe deck cargo racks.

3.12.10.1 Where a recess is made at the end of a forecastle it should be either:

(a) closed by bulkheads across the end and plating over the top; (b) provided with adequate freeing arrangements in the form of trunks fitted through the sides of the recess; or (c) if provision is made for wires/cables to pass through the bulkhead to a winch, scuppers should be fitted to drain the recess.

3.12.11 In the case of ships having open superstructures on the freeboard or superstructure decks, which open to wells formed by bulwarks on the peripheries of the open decks the freeing port areas for the open spaces within the superstructures are to be calculated as follows:-

3.12.11.1 Determine the required area of freeing ports for the open length of the superstructure in the same way as for a well in accordance with Paragraphs 14(2), 14(3) (a) and (b), and 14(4)(a), (b) and (c), using for (I) the sum of the lengths of the open well and the open length of the superstructure in metres. 3.12.11.2 Correct this area for the breadth of the openings in the end bulkhead of the open superstructure by multiplying by the factor (bo/ It)

where - (bo) is the total width of openings in the end bulkhead of the open superstructure in metres, and (It) is the sum of the lengths of the open well and the open length of the superstructure in metres.

3.12.11.3 Further correct the area for that part of the entire length of well which is enclosed by the open part of the superstructure by multiplying by the factor

[1.O-(l w / l t)2] where -lw is the length of open deck enclosed by bulwarks, and

It is equal to the sum of the lengths of the open deck enclosed by wells and the length of the common space within the open superstructure. lt is equal to the sum of the lengths of the opening deck enclosed by wells and the length of the common space within the open superstructure.


3.12.11.4 Further correct the area for the distance of the well deck above the freeboard deck, where applicable, by multiplying by the factor 0.5(hs/hw) where hw is the distance of the well deck above the freeboard deck

and hs is one standard superstructure height.

3.12.11.5 The freeing port area for the open well is determined according to Paragraph 14(3) but using the correction in subparagraph 3.12.11.4 above instead of 0.5 as stated in Paragraph 14(2)(b).

3.13 Protection of the Crew (Paragraph 15) 3.13.1 The strength of exposed deckhouses on the freeboard deck used for the accommodation of the crew should be equivalent to superstructure end bulkheads. 3.13.2 Guard rails, wires and/or bulwarks must be provided at the perimeters on all exposed parts of the freeboard and superstructure decks, and Surveyors should ensure that the perimeters of all other decks to which the crew or passengers have access are properly safeguarded. Chains are not permitted as an alternative to wires except where they are fitted in short lengths for access purposes. Surveyors should refer any doubtful cases to Headquarters. 3.13.3 In cases where deckhouses are resiliently mounted compliance with classification rules will in general satisfy the requirements of paragraph 15. 3.13.4 Where temporary accommodation units or modules are carried to enhance crew numbers particular attention should be paid to the strength of each unit and its suitability for the marine environment. The attachments to the ship's structure and choice of site onboard should provide the same standards of security and protection for personnel as do the permanent accommodation spaces on board the ship. Where it is agreed by Headquarters that the particular circumstances of the case (e.g. seasonal or geographical limits or weather limitations) justify relaxation of these security and protection standards then a load line exemption certificate should be issued stating:

3.13.4.1 the period of validity; 3.13.4.2 the area of operation; and 3.13.4.3 the weather limitations.

See also paragraph 1.8. 3.14 Freeing Arrangements (Paragraph 20) 3.14.1 Where gutter bars are installed on the weather decks of tankers in way of cargo manifolds and are extended as far as the after house front for the purpose of containing oil spills on deck during loading and discharge


operations, the free surface effects caused by containment of a cargo spill during liquid transfer operations or of boarding seas while underway require consideration with respect to the ship's available margin of positive initial stability (GMO). 3.14.2 Where the gutter bars installed are greater than 300 mm in height, they should be treated as bulwarks with freeing ports arranged in accordance with Paragraph 14 and effective enclosures provided for use during loading and discharge operations. Attached closures should be arranged in such a way that jamming cannot occur while at sea, ensuring that freeing ports will remain fully effective. 3.14.3 On ships without deck camber or where the height of the installed gutter bars exceeds the camber, and for tankers having cargo tanks exceeding 60% of the ship's maximum beam at amidships regardless of gutter bar height, gutter bars should not be accepted without an assessment of the initial stability (GMo) for compliance with the relevant intact stability requirement taking into account the free surface effects caused by liquids contained by the gutter bars. 3.15 Gangway and Access (Paragraphs 18, 22, 23 and 24) 3.15.1 Gangway and access arrangements should be provided by at least one of the means given in Tables 1 and 2 below:-

Table 1


All ships other than oil tankers, chemical tankers and gas carriers as defined in the Merchant Shipping (Cargo Ship Construction) Regulations 1997, S.I.1997/ 1509

Refer to paragraph 3.15.4 for explanation of symbols

Acceptable arrangements according to type of freeboard assigned:

Locations of access in ship Assigned summer freeboard

Type A Type B-100 Type B-60 Type B & B+ Not more than 3000mm

a b e

a b e

a b

c(1) e

f(1)

1.1 Access to midship quarters 1.1.1 Between poop and bridge, or 1.1.2 Between poop and deckhouse containing living accommodation or navigation equipment or both

over 3000mm

a b e

a b e

a b

c(1) c(2)

e f(1) f(2)

Not more than 3000mm

a b

c(1) e

f(1)

a b

c(1) c(2)

e f(1) f(2)

a b

c(1) c(2)

e f(1) f(2)

1 .2 Access to ends 1.2.1 Between poop and bow (if there is no bridge) 1.2.2 Between bridge and bow, or 1.2.3 Between a deckhouse containing living accommodation or navigation equipment, or both and bow, or 1.2.4 In the case of a flush deck ship, between crew accommodation and the forward and after ends of the ship

Over 3000mm

a b

c(1) d(1)

e f(1)

a b

c(1) c(2) d(1) d(2)

e f(1) f(2)

a b

c(1) c(2) c(4) d(1) d(2) d(3)

e f(1) f(2) f(4)

a b

c(1) c(2) c(4) d(1) d(2) d(3)

e f(1) f(2) f(4)


Table 2 Oil tankers, chemical tankers and gas carriers as defined in the Merchant Shipping (Cargo Ship Construction) Regulations 1997, 5.1.1997/1509

Acceptable arrangements according to type and freeboard assigned

Location of access in ships Assigned summer freeboard Type A not more than (Af+Hs)*

a e

f(1) f(5)

2.1 Access to bow 2..1.1 Between poop or bow, or 2.1.2 Between a deckhouse containing.living.accommodation or navigational equipment, or 2.1.3 In the case of a flush deck ship, between the crew accommodation and the forward ends of the ship

greater than (Af+Hs)*

a e

f(1) f(5)

2.2 Access to after end In the case of a flush deck ship, between crew accommodation and the after end of the ship

as required in paragraph 1.2.4 of Table 1 for other types of ships

*Af = the minimum summer freeboard calculated as a Type A ship regardless of the type of freeboard actually assigned. * Hs = the standard height of superstructure as defined in paragraph 9(1) of Schedule 4 of Merchant Shipping Notice MSN 1752 (M). Refer to paragraph 3.15.4 for explanation of symbols Note: Deviations from some or all of these requirements or alternative arrangements for such cases as ships with very high gangways (i.e. certain gas carriers) may be allowed subject to agreement on a case by case basis. 3.15.2 For oil tankers, chemical tankers or gas carriers as defined in the Merchant Shipping (Cargo Ship Construction) Regulations 1997 constructed before 1 July 1998, existing arrangements which complied with (b) or (c) may be accepted in lieu of (e) or (f) in the above tables provided such existing arrangements are fitted with shelters and means of access to and from the deck as required for the arrangements (e) or (f) as defined below. 3.15.3 For tankers less than 100 metres in length, the minimum width of gangway platform or deck level walkway fitted in accordance with arrangement (e) or (f), respectively, may be reduced to 600 mm. 3.15.4 Acceptable arrangements referred to in the above tables are defined as follows-


(a) A well lighted and ventilated under deck passageway (clear opening 0.8 m wide, 2.0 m high) as close as practicable to the freeboard deck, connecting and providing access to the locations in question. (b) A permanently and efficiently constructed gangway fitted at or above the level of the superstructure deck on or as near as practicable to the centreline of the ship, providing a continuous platform, at least 600 mm in width and a non-slip surface, with guard rails extending on each side throughout its length. Guard rails should be at least 1 metre high with courses of rails or wires as required by paragraph 15(4) of Schedule 2 of Merchant Shipping Notice MSN 1752 (M), and supported by stanchions spaced not more than 1.5 metres apart; a foot stop should be provided. (c) A permanent walkway at least 600 mm in width fitted at freeboard deck level consisting of two rows of guard rails with stanchions spaced not more than 3 metres. The number of courses of rails and their spacing should be as required by paragraph 15(4) of Schedule 2 of Merchant Shipping Notice MSN 1752 (M). On Type B ships, hatchway coamings not less than 600 mm in height may be regarded as forming one side of the walkway, provided that between the hatchways two rows of guard rails are fitted. (d) A 10 mm minimum diameter wire rope lifeline supported by stanchions about 10 metres apart, or a single handrail or wire rope attached to hatch coamings, continued and adequately supported between hatchways. (e) A permanent and efficiently constructed gangway fitted at or above the level of the superstructure deck on or as near as practicable to the centreline of the ship:

(i) located so as not to hinder easy access across the working areas of the deck; (ii) providing a continuous platform at least 1 metre in width; (iii) constructed of fire resistant and non-slip material; (iv) fitted with guard rails extending on each side throughout its length; guard rails should be at least 1 metre high with course of rails or wires as required by paragraph 15(4) of Schedule 2 of Merchant Shipping Notice MSN 1752 (M) and supported by stanchions spaced not more than 1.5 metres; (v) provided with a foot stop on each side; (vi) having openings, with ladders, where appropriate, to and from the deck. Openings should not be more than 40 metres apart;


(vii) having shelters of substantial construction set in way of the I gangway at intervals not exceeding 45 metres if the length of the exposed deck to be traversed exceeds 70 metres. Every such shelter - should be capable of accommodating at least one person and be so constructed as to afford weather protection on the forward, port and starboard sides. (f) A permanent and efficiently constructed walkway fitted at the freeboard deck level on or as near as practicable to the centreline of the ship having the same specifications as those for a permanent gangway listed in (e) except for foot stops. On Type B ships (certified for the carriage of liquids in bulk), with a combined height of hatch coamings and fitted hatch cover of together not less than 1 metre in height the hatchway coaming may be regarded as forming one side of the walkway, provided that between the hatchways two rows of guard rails are fitted.

3.15.5 Alternative transverse locations for (c), (d) and (f) above, where appropriate:

3.15.5.1 At or near the centreline of the ship; or fitted on hatchways at or near the centreline of the ship. 3.15.5.2 Fitted on each side of the ship. 3.15.5.3 Fitted on one side of the ship, provision being made for fitting on either side. 3.15.5.4 Fitted on one side only. 3.15.5.5 Fitted on each side of the hatchways as near to the centre line as practicable.

Notes: In all cases where wire ropes are fitted, adequate devices should be provided to ensure their tautness. Wire ropes may only be accepted in lieu of guard rails in special circumstances and then only in limited lengths. Lengths of chain may only be accepted in lieu of guard rails if fitted between two fixed stanchions. Where stanchions are fitted, every third stanchion should be supported by a bracket or stay. Removable or hinged stanchions should be capable of being locked in the upright position.


A means of passage over obstructions, if any, such as pipes or other fittings of a permanent nature should be provided Generally, the width of gangway or deck-level walkway should not exceed 1.5 metres.

3.16 Timber Freeboards (Paragraph 26) Where timber load lines are to be assigned the positions of side scuttles, scuppers, discharges, cargo ports and similar openings should be related to the appropriate timber load line for purposes of determining the standards and the closing arrangements of such features


PART 4 NOTES FOR GUIDANCE IN THE APPLICATION OF SCHEDULE 4 OF MSN 1752(M): FREE BOARDS 4.1 Depth for freeboard (Paragraph 1) In the expressions for the correction to the depth to allow for the presence of deck sheathing, the expression:

)(L

SLT −

is applicable where the freeboard deck is completely sheathed between superstructures; in other cases the correction is given by:

LTC

Where T is the mean thickness of the exposed sheathing clear of deck

openings L is the length of ship S is the aggregate length of all superstructures C is the length of deck which is fully sheathed from side to side.

Wood sheathing qualifies for the purpose of the correction. 4.2 Flooding Calculations (Paragraph 3, Paragraph 1 of Schedule 2) When determining floodability and undertaking stability calculations account should also be taken of paragraph 5.7. 4.3 Minimum Freeboards (Paragraph 3) When the geometric freeboard calculated in accordance with paragraph (1) is less than the minimum freeboard allowed by paragraph (2), the corrections for Winter freeboard and Winter North Atlantic freeboard should be added to the allowed minimum Summer freeboard and not to the calculated value. Similarly, the allowance for fresh water should be a deduction from the allowed minimum Summer freeboard. 4.4 Standard Height, length and Effective length of Superstructures (Paragraph 9) 4.4.1 Where a superstructure bulkhead is recessed the effective length of the superstructure should be reduced by a length equivalent to that which results when the area of the recess is divided by the breadth of the ship at the mid length of the recess at the freeboard deck. When the recess is unsymmetrical about the centre line the larger portion of the recess shall be considered as applying to both sides of the ship. Such recesses need not be decked over.


4.4.2 Where there is an extension to a superstructure and the breadth of the extension is not less than 30% B on each side of the centre line of the ship then the effective length of the superstructure may be increased by considering a superstructure bulkhead in the form of a parabola. This parabola should extend from the extension at the centre line and pass through the junction of the actual superstructure bulkhead with the sides of the extension and extend to the sides of the ship. The parabola should be completely contained within the boundary of the superstructure and its extensions, see Figure 3. The effective length of such a superstructure, E, shall be taken to a point 2/3 of the virtual extent of curvature.

4.5 Treatment of Superstructures with Sloping End Bulkheads The freeboard deduction for superstructures which have sloping end bulkheads should be determined in the following manner: Length of Superstructure-Schedule 4 paragraph 9(2)(a) 4.5.1 When the height of the superstructure, clear of the slope, is equal to or 4 smaller than the standard height, its length (S) shall be obtained as shown on Fig.4. 4.5.2 When the height is greater than the standard, its length (S) shall be obtained as shown on Fig.5. 4.6 Raised Quarter-decks (Paragraph 9(3)(c) With regard to the length of a raised quarter-deck the following interpretation applies: 4.6.1 In a ship with a superstructure which extends over the whole length of the freeboard deck, the part of the superstructure from the after perpendicular up to a maximum of 0.6L may be treated as a raised quarter-deck. In this respect if no watertight front bulkhead is fitted, the bow may be considered to act as such.


Figure 4 Height of Superstructure equal to or smaller than the standard height (h)

Figure 5 Height of superstructure greater than the standard height

4.6.2 The length limit imposed by paragraph 9(3)(b) for a raised quarter-deck of less than standard height applies to the length calculated as indicated in Schedule 4 paragraph 9(3)(c). It is recommended that the maximum effective length of O.6L of a raised quarter-deck which is stipulated by paragraph 9(3)(c) is to be measured from the aft perpendicular even where a poop is fitted in conjunction with the raised quarter-deck.

4.7 Continuous Hatchways as Trunk (Paragraph 10)

4.7.1 It is recommended that continuous hatchways may be treated as a trunk in the freeboard computation provided paragraph 10 is complied with in all respects.

4.7.2 The trunk deck stringer referred to in paragraph 10(2)(b) may be fitted outboard of the trunk side bulkhead in association with the following:

4.7.2.1 The stringer so formed is to provide a clear walkway of at least 450mm in width on each side of the ship.

4.7.2.2 The stringer is to be of solid plate efficiently supported and stiffened.

4.7.2.3 The stringer is to be as high above the freeboard deck as practicable and not more than 600mm below the top of the hatchway coamings.


4.7.2.4 Hatch cover securing appliances are to be accessible from the stringer or walkway.

4.7.2.5 The breadth of the trunk is to be measured between the trunk side bulkheads.

4.7.2.6 Paragraph 10 is to be complied with in all other respects.

4.8 Less than standard Height Hatch Coamings on Trunks of less than Standard Heights (Paragraph 10(2)(d))

In the case where the trunk height is less than standard and the trunk hatch coamings are also of less than standard height, or omitted entirely, doubt may arise whether the trunk hatchways are located in position 1 or position 2 and consequently, about the reduction to be made in the actual trunk height. It is considered that in these cases the reduction from the actual height of trunk on account of insufficient hatch coaming height shall be taken as the difference between 600mm and the actual height of the coaming, or 600mm if no hatch coamings are fitted. Reduction in the actual height of trunk shall not be required 18 in cases where only small hatches with less than standard height are fitted in the trunk deck for which dispensation from the requirement of standard coaming height may be given.

4.9 Sheer Credit for Superimposed Superstructure (Paragraph 12(5))

In applying paragraph 12(5) (sheer on complete superstructure ship), where there is an enclosed poop or forecastle superimposed on a complete superstructure, sheer credit shall be allowed for such poop or forecastle according to the method of paragraph 14(4), except that 'y' is to be the actual height of the poop or forecastle at the end ordinate.

4.10 Sheer Allowance for Excess Height of Superstructure (Paragraphs 12(7) and 14(4))

Paragraph 12(7) and 14(4) do not refer to a raised quarter deck and it is recommended that credit under this paragraph be given for this type of superstructure only when the height of the raised quarter-deck is greater than the standard height of "other superstructures" as defined in paragraph 9(1), and only for the amount by which the actual height of the raised quarter deck exceeds that standard height.

4.11 Variation from Standard Sheer Profile (Paragraph 14)

Where the height of a superstructure is less than standard, Schedule 4 paragraph 14(4) may be applied except that the height of the superstructure deck shall not be less than the minimum height of the superstructure above the virtual sheer curve at any point.

For this purpose "y" shall be taken as the difference between the actual and minimum height of the superstructure at the end o f the sheer.


4.12 Sheer Credit (Paragraph 14(4))

When a poop or a forecastle has a sloping end bulkhead, and sheer credit is allowed on account of excess height, the formula given in paragraph 14(4) should be used, the values for (y) and L' being as shown in figure 6.

Figure 6 4.13 Deduction for Excess Sheer (Paragraph 15(3)) Since no stipulation is made as to the height of the superstructure referred to in paragraph 15(3), it is recommended that the height of this superstructure shall be related to its standard height. When the height of the superstructure or raised quarter deck is less than standard, the reduction shall be in the ratio of the actual to the standard height thereof. 4.14 Timber Freeboards for Ships having Reduced Type "B" Freeboards (Paragraphs 18(1) and (2))

4.14.1 Timber freeboards may be assigned to ships with reduced Type "B" freeboards, provided the timber freeboards are calculated on the basis of the ordinary type "B" freeboard.

4.14.2 It is recommended that paragraph 18(1) and (2) be interpreted or, if necessary, amended such that the Timber Winter mark and/or the Timber Winter North Atlantic mark are placed at the same level as the reduced Type "B" Winter mark when the computed Timber Winter mark and/or the computed Timber Winter North Atlantic mark fall below the reduced type "B" Winter mark.

4.15 Freeboards for Lighters and Barges (Paragraph 21)

4.15.1 In applying Paragraph 21 to deck cargo barges only Type "B" freeboard should be assigned, even if the barges possess the same integrity of exposed decks and equivalent safety against flooding as tank barges.

4.15.2 Because Type "A" freeboard can be assigned only to liquid cargo barges, deck cargo should be carried only on barges to which Type "B" freeboard is assigned.


4.16 Freeboards for Ships longer than 365 Metres 4.16.1 Type "A" Ships

4.16.1.1 Tabular freeboards for Type "A" ships with lengths of between 365m and 400m shall be determined by the following formula:

f = 221 + 16.10L-0.0 2L2

Where f is the freeboard in mm L is the length as defined in the regulations

4.16.1.2 Tabular freeboards for Type "A" ships with lengths of 400m and above shall be the constant value, 3460mm.

4.16.2 Type "B" Ships

4.16.2.1 Tabular freeboards for Type "B" ships with lengths between 365m and 400m shall be determined by the following formula:

f = -587 + 23L -0.0 188L 2

Where f is the freeboard in mm L is the length as defined in the Regulations

4.16.2.2 Tabular freeboards for Type "B" ships with lengths of 400m and above shall be the constant value, 5605mm.


4.17 Tabular Freeboards for Type A and B Ships and also Allowances for Complete Superstructures

Freeboard (m/m)

Superstructure Height

(mean)

Length of ship (Metres)

A

B-60% B

*B with portable hatch covers

L 15

L

0.48

Complete super- Structure Allowance (m/m)

Raised Quarter Deck

Other

†24 25 26 27 28 29 30

31 32 33 34 35 36 37 38 39 40

41 42 43 44 45 46 47 48 49 50

51 52 53 54 55 56 57 58 59 60

61 62 63 64 65 66 67 68 69 70

71 72

200 208 217 225 233 242 250

258 267 275 283 292 300 308 316 325 334

344 354 364 374 385 396 408 420 432 443

455 467 478 490 503 516 530 544 559 573

587 600 613 626 639 653 666 680 693 706

720 733

200 208 217 225 233 242 250

258 267 275 283 292 300 308 316 325 334

344 354 364 374 385 396 408 420 432 443

455 467 478 490 503 516 530 544 559 573

587 601 615 629 644 659 674 689 705 721

738 754

250 258 267 275 283 292 300

308 317 325 333 342 350 358 366 375 384

394 404 414 424 435 446 458 470 482 493

505 517 528 540 553 566 580 594 609 623

637 651 665 679 694 709 724 739 755 771

788 804

1.600 1.677 1.733 1.800 1.867 1.933 2.000

2.067 2.133 2.200 2.267 2.333 2.400 2.467 2.533 2.600 2.667

2.733 2.800 2.867 2.933 3.000 3.067 3.133 3.200 3.267 3.333

3.400 3.467 3.533 3.600 3.667 3.733 3.800 3.867 3.933 4.000

4.067 4.133 4.200 4.267 4.333 4.400 4.467 4.533 4.600 4.667

4.733 4.800

50.0 52.1 54.2 56.3 58.3 60.4 62.5

64.6 66.7 68.8 70.8 72.9 75.0 77.1 79.2 81.3 83.3

85.4 87.5 89.6 91.7 93.8 95.8 97.9 100.0 102.1 104.2

106.3 108.3 110.4 112.5 114.6 116.7 118.8 120.8 122.9 125.0

127.1 129.2 131.3 133.3 135.4 137.5 139.6 141.7 143.8 145.8

148.0 150.0

350 358 367 375 383 392 400

409 417 425 434 442 450 459 467 475 484

492 500 509 517 526 534 542 551 559 567

576 584 592 601 609 618 626 634 643 651

659 668 676 684 693 701 710 718 726 735

743 751

.900 .900 .900 .900 .900 .900 .900

.907 .913 .920 .927 .933 .940 .947 .953 .960 .967

.973 .980 .987 .993 1.000 1.007 1.013 1.020 1.027 1.033

1.040 1.047 1.053 1.060 1.067 1.073 1.080 1.087 1.093 1.100

1.107 1.113 1.120 1.127 1.133 1.140 1.147 1.153 1.160 1.167

1.173 1.180

1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800

* See Schedule 4 paragraph 5(2)(b). † The tabular freeboard for ships less than 24 metres in length (L) is obtained from the formula:

Freeboard (mm) = 24

)(15050

L+ see also paragraphs 3 and 17 of Schedule 4.


Freeboard (m/m)



A

B-60% B


L 15

L

0.48


Raised Quarter Deck

Other

73 74 75 76 77 78 79 80

81 82 83 84 85 86 87 88 89 90

91 92 93 94 95 96 97 98 99 100

101 102 103 104 105 106 107 108 109 110

111 112 113 114 115 116 117 118 119 120

121 122 123 124 125 126 127 128 129 130

746 760 773 786 800 814 828 841

855 869 883 897 911 926 940 955 969 984

999 1014 1029 1044 1059 1074 1089 1105 1120 1135

1151 1166 1181 1196 1212 1228 1244 1260 1276 1293

1309 1326 1342 1359 1376 1392 1409 1426 1442 1459

1476 1494 1511 1528 1546 1563 1580 1598 1615 1632

1208 1226 1243 1261 1279 1297 1315 1332 1349 1367 1385 1404 1422 1441 1460 1479 1497 1516 1534 1551 1569 1588 1607 1625 1645 1664 1683 1702 1721 1740

769 784 800 816 833 850 868 887

905 923 942 960 978 996 1015 1034 1054 1075

1096 1116 1135 1154 1172 1190 1209 1229 1250 1271

1293 1315 1337 1359 1380 1401 1421 1440 1459 1479

1550 1521 1543 1565 1587 1609 1630 1651 1671 1690

1709 1729 1750 1771 1793 1815 1837 1859 1880 1901

819 834 850 866 883 900 918 937

955 973 992 1010 1028 1046 1065 1084 1104 1125

1146 1166 1185 1204 1222 1240 1259 1279 1300 1321

1341 1365 1387 1409 1430 1451 1471 1490 1511 1534

1557 1580 1605 1629 1655 1679 1703 1727 1751 1774

1796 1820 1845 1870 1896 1923 1949 1975 2001 2027

4.867 4.933 5.000 5.067 5.133 5.200 5.267 5.333

5.400 5.467 5.533 5.600 5.667 5.733 5.800 5.867 5.933 6.000

6.067 6.133 6.200 6.267 6.333 6.400 6.467 6.533 6.600 6.667

6.733 6.800 6.867 6.933 7.000 7.067 7.133 7.200 7.267 7.333

7.400 7.467 7.533 7.600 7.667 7.733 7.800 7.867 7.933 8.000

8.067 8.133 8.200 8.267 8.333 8.400 8.467 8.533 8.600 8.667

152.1 154.2 156.3 158.3 160.4 162.5 164.6 166.7

168.8 170.8 172.9 175.0 177.1 179.2 181.3 183.3 185.4 187.5

189.6 191.7 193.8 195.8 197.9 200.0 202.1 204.2 206.3 208.3

210.4 212.5 214.6 216.7 218.8 220.8 222.9 225.0 227.1 229.2

231.3 233.3 235.4 237.5 239.6 241.7 243.8 45.8 247.9 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

760 768 776 785 793 801 810 818

827 835 843 852 860 866 871 877 883 888

894 900 905 911 917 922 928 934 939 945

951 956 962 968 974 979 985 991 996 1002

1008 1013 1019 1025 1030 1036 1042 1047 1053 1059

1064 1070 1070 1070 1070 1070 1070 1070 1070 1070

1.187 1.193 1.200 1.212 1.224 1.236 1.248 1.260

1.272 1.284 1.296 1.308 1.320 1.332 1.344 1.356 1.368 1.380

1.392 1.404 1.416 1.428 1.440 1.452 1.464 1.476 1.488 1.500

1.512 1.524 1.536 1.548 1.560 1.572 1.584 1.596 1.608 1.620

1.632 1.644 1.656 1.668 1.680 1.692 1.704 1.716 1.728 1.740

1.752 1.764 1.776 1.788 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.810 1.820 1.830 1.840 1.850

1.860 1.870 1.880 1.890 1.900 1.910 1.920 1.930 1.940 1.950

1.960 1.970 1.980 1.990 2.000 2.010 2.020 2.030 2.040 2.050

2.060 2.070 2.080 2.090 2.100 2.110 2.120 2.130 2.140 2.150

2.160 2.170 2.180 2.190 2.200 2.210 2.220 2.230 2.240 2.250

2.260 2.270 2.280 2.290 2.300 2.300 2.300 2.300 2.300 2.300

See Schedule 4 paragraph 5(2)(b)


Freeboard (m/m)



A

B-60% B


L 15

L

0.48


Raised Quarter Deck

Other

131 132 133 134 135 136 137 138 139 140

141 142 143 144 145 146 147 148 149 150

151 152 153 154 155 156 157 158 159 160

161 162 163 164 165 166 167 168 169 170

171 172 173 174 175 176 177 178 179 180

181 182 183 184 185 186 187

1650 1667 1684 1702 1719 1736 1753 1770 1787 1803

1820 1837 1853 1870 1886 1903 1919 1935 1952 1968

1984 2000 2016 2032 2048 2064 2080 2096 2111 2126

2141 2155 2169 2184 2198 2212 2226 2240 2254 2268

2281 2294 2307 2320 2332 2345 2357 2369 2381 2393

2405 2416 2428 2440 2451 2463 2474

1758 1776 1794 1813 1831 1850 1869 1888 1907 1925

1944 1963 1980 1998 2015 2033 2015 2069 2088 2107

2124 2142 2160 2178 2196 2214 2232 2250 2267 2284

2301 2317 2333 2350 2367 2383 2400 2416 2432 2447

2463 2478 2494 2510 2525 2541 2556 2571 2587 2602

2616 2630 2645 2659 2673 2688 2702

1921 1940 1959 1979 2000 2021 2043 2065 2087 2109

2130 2151 2171 2190 2209 2229 2250 2271 2293 2315

2334 2354 2375 2396 2418 2440 2460 2480 2500 2520

2540 2560 2580 2600 2620 2640 2660 2680 2698 2716

2735 2754 2774 2795 2815 2835 2855 2875 2895 2915

2933 2952 2970 2988 3007 3025 3044

2052 2076 2101 2126 2153 2180 2207 2235 2262 2290

2316 2342 2367 2391 2415 2439 2465 2490 2517 2543

2566 2590 2615 2640 2665 2691 2714 2738 2761 2784

2807 2830 2853 2875 2898 2920 2943 2965 2985 3006

3027 3048 3071 3094 3116 3139 3161 3183 3206 3228

3248 3270 3290 3310 3332 3352 3373

8.733 8.800 8.867 8.933 9.000 9.067 9.133 9.200 9.267 9.333

9.400 9.467 9.533 9.600 9.667 9.733 9.800 9.867 9.933 10.000

10.067 10.133 10.200 10.267 10.333 10.400 10.467 10.533 10.600 10.667

10.733 10.800 10.867 10.933 11.000 11.067 11.133 11.200 11.267 11.333

11.400 11.467 11.533 11.600 11.667 11.733 11.800 11.867 11.933 12.000

12.067 12.133 12.200 12.267 12.333 12.400 12.467

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300

See Schedule 4 paragraph 5(2)(b).


Freeboard (m/m)



A

B-60% B


L 15

L

0.48


Raised Quarter Deck

Other

188 189 190

191 192 193 194 195 196 197 198 199 200

201 202 203 204 205 206 207 208 209 210

211 212 213 214 215 216 217 218 219 220

221 222 223 224 225 226 227 228 229 230

231 232 233 234 235 236 237 238 239 240

241 242 243

2486 2497 2508

2519 2530 2541 2552 2562 2572 2582 2592 2602 2612

2622 2632 2641 2650 2659 2669 2678 2687 2696 2705

2714 2723 2732 2741 2749 2758 2767 2775 2784 2792

2801 2809 2817 2825 2833 2841 2849 2857 2865 2872

2880 2888 2895 2903 2910 2918 2925 2932 2939 2946

2953 2959 2966

2716 2730 2744

2758 2772 2785 2798 2811 2824 2837 2849 2861 2873

2885 2898 2910 2922 2934 2947 2959 2971 2983 2995

3006 3018 3029 3041 3051 3063 3075 3087 3098 3110

3601 3615 3630 3153 3164 3175 3185 3196 3207 3217

3228 3239 3249 3260 3269 3279 3289 3299 3309 3320

3329 3338 3348

3062 3080 3098

3116 3134 3151 3167 3185 3202 3219 3235 3249 3264

3280 3296 3313 3330 3347 3363 3380 3397 3413 3430

3445 3460 3475 3490 3505 3520 3537 3554 3570 3586

3601 3615 3630 3645 3660 3675 3690 3705 3720 3735

3750 3765 3780 3795 3808 3821 3835 3849 3864 3880

3893 3906 3920

3394 3414 3434

3455 3475 3494 3513 3533 3552 2572 3590 3606 3622

12.533 12.600 12.667

12.733 12.800 12.867 12.933 13.000 13.067 13.133 13.200 13.267 13.333

13.400 13.467 13.533 13.600 13.667 13.733 13.800 13.867 13.933 14.000

14.067 14.133 14.200 14.267 14.333 14.400 14.467 14.533 14.600 14.667

14.733 14.800 14.867 14.933 15.000 15.067 15.133 15.200 15.267 15.333

15.400 15.467 15.533 15.600 15.667 15.733 15.800 15.867 15.933 16.000

16.067 16.133 16.200

250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0

1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300

* See Schedule 4 paragraph 5(2)(b).


Freeboard (m/m)



A

B-60% B


L 15

L

0.48


Raised Quarter Deck

Other

244 245 246 247 248 249 250

251 252 253 254 255 256 257 258 259 260

261 262 263 264 265 266 267 268 269 270

271 272 273 274 275 276 277 278 279 280

281 282 283 284 285 286 287 288 289 290

291 292 293 294 295 296 297 298 299 300

2973 2979 2986 2993 3000 3006 3012

3018 3024 3030 3036 3042 3048 3054 3060 3066 3072

3078 3084 3089 3095 3101 3106 3112 3117 3123 3128

3133 3138 3143 3148 3153 3158 3163 3167 3172 3176

3181 3185 3189 3194 3198 3202 3207 3211 3215 3220

3224 3228 3233 3237 3241 3246 3250 3254 3258 3262

3357 3367 3378 3387 3397 3406 3414

3424 3432 3441 3450 3459 3468 3477 3486 3495 3504

3513 3521 3529 3537 3546 3554 3563 3571 3579 3587

3595 3604 3612 3620 3627 3635 3643 3649 3657 3664

3672 3679 3686 3694 3701 3708 3715 3723 3730 3737

3744 3752 3759 3766 3773 3781 3788 3795 3802 3809

3934 3949 3965 3978 3992 4005 4018

4032 4045 4058 4072 4085 4098 4112 4125 4139 4152

4165 4177 4189 4201 4214 4227 4240 4252 4264 4276

4289 4302 4315 4327 4339 4350 4362 4373 4385 4397

4408 4420 4432 4443 4455 4467 4478 4490 4502 4513

4525 4537 4548 4560 4572 4583 4595 4607 4618 4630

16.267 16.333 16.400 16.467 16.533 16.600 16.667

16.733 16.800 16.867 16.933 17.000 17.067 17.133 17.200 17.267 17.333

17.400 17.467 17.533 17.600 17.667 17.733 17.800 17.867 17.933 18.000

18.067 18.133 18.200 18.267 18.333 18.400 18.467 18.533. 18.600 18.667

18.733 18.800 18.867 18.933 19.000 19.067 19.133 19.200 19.267 19.333

19.400 19.467 19.533 19.600 19.667 19.733 19.800 19.867 19.933 20.000

250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

• See Schedule 4 paragraph 5(2)(b).


Freeboard (m/m)



A

B-60% B


L 15

L

0.48


Raised Quarter Deck

Other

301 302 303 304 305 306 307 308 309 310

311 312 313 314 315 316 317 318 319 320

321 322 323 324 325 326 327 328 329 330

331 332 333 334 335 336 337 338 339 340

341 342 343 344 345 346 347 348 349 350

351 352 353 354 355 356 357

3266 3270 3274 3278 3281 3285 3288 3292 3295 3298

3302 3305 3308 3312 3315 3318 3322 3325 3328 3331

3334 3337 3339 3342 3345 3347 3350 3353 3355 3358

3361 3363 3366 3368 3371 3373 3375 3378 3380 3382

3385 3387 3389 3392 3394 3396 3399 3401 3403 3406

3408 3410 3412 3414 3416 3418 3420

3816 3824 3830 3837 3843 3849 3854 3861 3867 3873

3880 3886 3892 3899 3905 3911 3918 3924 3930 3936

3942 3949 3955 3961 3967 3972 3978 3984 3990 3997

4003 4008 4014 4019 4025 4030 4035 4041 4046 4051

4057 4062 4068 4074 4080 4085 4091 4097 4102 4108

4113 4118 4123 4128 4134 4139 4144

4642 4654 4665 4676 4686 4695 4704 4714 4725 4736

4748 4757 4768 4779 4790 4801 4812 4823 4834 4844

4855 4866 4878 4890 4899 4909 4920 4931 4943 4955

4965 4975 4985 4995 5005 5015 5025 5035 5045 5055

5065 5075 5086 5097 5108 5119 5130 5140 5150 5160

5170 5180 5190 5200 5210 5220 5230

20.067 20.133 20.200 20.267 20.333 20.400 20.467 20.533 20.600 20.667

20.733 20.800 20.867 20.933 21.000 21.067 21.133 21.200 21.267 21.333

21.400 21.467 21.533 21.600 21.667 21.733 21.800 21.867 21.933 22.000

22.067 22.133 22.200 22.267 22.333 22.400 22.467 22.533 22.600 22.667

22.733 22.800 22.867 22.933 23.000 23.067 23.133 23.200 23.267 23.333

23.400 23.467 25.533 23.600 23.667 23.733 23.800

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0 250.0 250.0

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070 1070 1070 1070

1070 1070 1070 1070 1070 1070 1070

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800 1.800 1.800

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300 2.300 2.300

• See Schedule 4 paragraph 5(2)(b).


Freeboard (m/m)



A

B-60% B


L 15

L

0.48


Raised Quarter Deck

Other

358 359 360

361 362 363 364 365

3422 3423 3425

3427 3428 3430 3432 3433

4149 4154 4159

4163 4167 4172 4177 4181

5240 5250 5260

5268 5276 5285 5294 5303

23.867 23.933 24.000

24.067 24.133 24.200 24.267 24.333

250.0 250.0 250.0

250.0 250.0 250.0 250.0 250.0

1070 1070 1070

1070 1070 1070 1070 1070

1.800 1.800 1.800

1.800 1.800 1.800 1.800 1.800

2.300 2.300 2.300

2.300 2.300 2.300 2.300 2.300

* See Schedule 4 paragraph 5(2)(b).


On Type B ship (% deduction)

Effective length of

Superstructure ‘E’ as % of (L)

On Type A ships

(% deduction)

(Line I)

(Line II)

On Timber deck

Cargo ships (% deduction)

0.0 .1 .2 .3 .4 .5 .6 .7 .8 .9 1.0

1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0

2.1 2.2 2.3 2.4 2.5 2.6 2..7 2.8 2.9 3.0

3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 4.0

4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 5.0

5.1 5.2

0.00 .07 .14 .21 .28 .35 .42 .49 .56 .63 .70

.77 .84 .91 .98 1.05 1.12 1.19 1.26 1.33 1.40

1.47 1.54 1.61 1.68 1.75 1.82 1.89 1.96 2.03 2.10

2.17 2.24 2.31 2.38 2.45 2.52 2.59 2.66 2.73 2.80

2.87 2.94 3.01 3.08 3.15 3.22 3.29 3.36 3.43 3.50

3.57 3.64

0.00 .05 .10 .15 .20 .25 .30 .35 .40 .45 .50

.55 .60 .65 .70 .75 .80 .85 .90 .95 1.00

1.05 1.10 1.15 1.20 1.25 1.30 1.35 1.40 1.45 1.50

1.55 1.60 1.65 1.70 1.75 1.80 1.85 1.90 1.95 2.00

2.05 2.10 2.15 2.20 2.25 2.30 2.35 2.40 2.45 2.50

2.55 2.60

0.00 .06 .13 .19 .25 .32 .38 .44 .50 .57 .63

.69 .76 .82 .88 .95 1.01 1.07 1.13 1.20 1.26

1.32 1.39 1.45 1.51 1.58 1.64 1.70 1.76 1.83 1.89

1.95 2.02 2.08 2.14 2.21 2.27 2.33 2.39 2.46 2.52

2.58 2.65 2.71 2.77 2.84 2.90 2.96 3.02 3.09 3.15

3.21 3.28

20.00 20.11 20.22 20.33 20.44 20.55 20.66 20.77 20.88 20.99 21.10

21.21 21.32 21.43 21.54 21.65 21.76 21.87 21.98 22.09 22.20

22.31 22.42 22.53 22.64 22.75 22.86 22.97 23.08 23.19 23.30

23.41 23.52 23.63 23.74 23.85 23.96 24.07 24.18 24.29 24.40

24.51 24.62 24.73 24.84 24.95 25.06 25.17 25.28 25.39 25.50

25.61 25.72

The deduction in freeboard for superstructures and trunks on ships less than 24 metres in length (L) should be obtained by linear interpolation, ie between 0 and 350mm for lengths (L) of 0 to 24 metres.



Effective length of


On Type A ships

(% deduction)

(Line I)

(Line II)

On Timber deck


5.3 5.4 5.5 5.6 5.7 5.8 5.9 6.0

6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 7.0

7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8 7.9 8.0

8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 9.0

9.1 9.2 9.3 9.4 9.5 9.6 9.7 9.8 9.9 10.0

10.1 10.2 10.3 10.4 10.5 10.6 10.7 10.8 10.9 11.0

11.1 11.2 11.3

3.71 3.78 3.85 3.92 3.99 4.06 4.13 4.20

4.27 4.34 4.41 4.48 4.55 4.62 4.69 4.76 4.83 4.90

4.97 5.04 5.11 5.18 5.25 5.32 5.39 5.46 5.53 5.60

5.67 5.74 5.81 5.88 5.95 6.02 6.09 6.16 6.23 6.30

6.37 6.44 6.51 6.58 6.65 6.72 6.79 6.86 6.93 7.00

7.07 7.14 7.21 7.28 7.35 7.42 7.49 7.56 7.63 7.70

7.77 7.84 7.91

2.65 2.70 2.75 2.80 2.85 2.90 2.95 3.00

3.05 3.10 3.15 3.20 3.25 3.30 3.35 3.40 3.45 3.50

3.55 3.60 3.65 3.70 3.75 3.80 3.85 3.90 3.95 4.00

4.05 4.10 4.15 4.20 4.25 4.30 4.35 4.40 4.45

4.50 4.55 4.60 4.65 4.70 4.75 4.80 4.85 4.90 4.95 5.00

5.05 5.10 5.15 5.20 5.25 5.30 5.35 5.40 5.45 5.50

5.55 5.60 5.65

3.34 3.40 3.47 3.53 3.59 3.65 3.72 3.78

3.84 3.91 3.97 4.03 4.10 4.16 4.22 4.28 4.35 4.41

4.47 4.54 4.60 4.66 4.73 4.79 4.85 4.91 4.98 5.04

5.10 5.17 5.23 5.29 5.36 5.42 5.48 5.54 5.61 5.67

5.73 5.80 5.86 5.92 5.99 6.05 6.11 6.17 6.24 6.30

6.36 6.43 6.49 6.56 6.62 6.68 6.75 6.81 6.88 6.94

7.00 7.07 7.13

25.83 25.94 26.05 26.16 26.27 26.38 26.49 26.60

26.71 26.82 26.93 27.04 27.15 27.26 27.37 27.48 27.59 27.70

27.81 27.92 28.03 28.14 28.25 28.36 28.47 28.58 28.69 28.80

28.91 29.02 29.13 29.24 29.35 29.46 29.57 29.68 29.79 29.90

30.01 30.12 30.23 30.34 30.45 30.56 30.67 30.78 30.89 31.00

31.11 31.22 31.33 31.44 31.55 31.66 31.77 31.88 31.99 32.10

32.21 32.32 32.43



Effective length of


On Type A ships

(% deduction)

(Line I)

(Line II)

On Timber deck


11.4 11.5 11.6 11.7 11.8 11.9 12.0

12.1 12.2 12.3 12.4 12.5 12.6 12.7 12.8 12.9 13.0

13.1 13.2 13.3 13.4 13.5 13.6 13.7 13.8 13.9 14.0

14.1 14.2 14.3 14.4 14.5 14.6 14.7. 14.8 14.9 15.0

15.1 15.2 15.3 15.4 15.5 15.6 15.7 15.8 15.9 16.0

16.1 16.2 16.3 16.4 16.5 16.6 16.7 16.8 16.9 17.0

17.1 17.2 17.3 17.4

7.98 8.05 8.12 8.19 8.26 8.33 8.40

8.47 8.54 8.61 8.68 8.75 8.8Z 8.89 8.96 9.03 9.10

9.17 9.24 9.31 9.38 9.45 9.52 9.59 9.66 9.73 9.80

9.87 9.94 10.01 10.08 10.15 10.22 10.29 10.36 10.43 10.50

10.57 10.64 10.71 10.78 10.85 10.92 10.99 11.06 11.13 11.20

11.27 11.34 11.41 11.48 11.55 11.62 11.69 11.76 11.83 11.90

11.97 12.04 12.11 12.18

5.70 5.75 5.80 5.85 5.90 5.95 6.00

6.05 6.10 6.15 6.20 6.25 6.30 6.35 6.40 6.45 6.50

6.55 6.60 6.65 6.70 6.75 6.80 6.85 6.90 6.95 7.00

7.05 7.10 7.15 7.20 7.25 7.30 7.35 7.40 7.45 7.50

7.55 7.60 7.65 7.70 7.75 7.80 7.85 7.90 7.95 8.00

8.05 8.10 8.15 8.20 8.25 8.30 8.35 8.40 8.45 8.50

8.55 8.60 8.65 8.70

7.20 7.26 7.32 7.39 7.45 7.52 7.58

7.64 7.71 7.77 7.84 7.90 7.96 8.03 8.09 8.16 8.22

8.28 8.35 8.41 8.48 8.54 8.60 8.67 8.73 8.80 8.86

8.92 8.99 9.05 9.12 9.18 9.24 9.31 9.37 9.44 9.50

9.56 9.63 9.69 9.76 9.82 9.88 9.95 10.01 10.08 10.14

10.20 10.27 10.33 10.40 10.46 10.52 10.59 10.65 10.72 10.78

10.84 10.91 10.97 11.04

32.54 32.65 32.76 32.87 32.98 33.09 33.20

33.31 33.42 35.53 33.64 33.75 33.86 33.97 34.08 34.19 34.30

34.41 34.52 34.63 34.74 34.85 34.96 35.07 35.18 35.29 35.40

35.51 35.62 35.73 35.84 35.95 36.06 36.17 36.28 36.39 36.50

36.61 36.72 36.83 36.94 37.05 37.16 37.27 37.38 37.49 37.60

37.71 37.82 37.93 38.04 38.15 38.26 38.37 38.48 38.59 38.70

38.81 38.92 39.03 39.14



Effective length of


On Type A ships (% deduction)

(Line I)

(Line II)

On Timber deck


17.5 17.6 17.7 17.8 17.9 18.0

18.1 18.2 18.3 18.4 18.5 18.6 18.7 18.8 18.9 19.0

19.1 19.2 19.3 19.4 19.5 19.6 19.7 19.8 19.9 20.0

20.1 20.2 20.3 20.4 20.5 20.6 20.7 20.8 20.9 21.0

21.1 21.2 21.3 21.4 21.5 21.6 21.7 21.8 21.9 22.0

22.1 22.2 22.3 22.4 22.5 22.6 22.7 22.8 22.9 23.0

23.1 23.2 23.3 23.4 23.5

12.25 12.32 12.39 12.46 12.53 12.60

12.67 12.74 12.81 12.88 12.95 13.02 13.09 13.16 13.23

13.30 13.37 13.44 13.51 13.58 13.65 13.72 13.79 13.86 13.93 14.00

14.07 14.14 14.21 14.28 14.35 14.42 14.49 14.56 14.63 14.70

14.77 14.84 14.91 14.98 15.05 15.12 15.19 15.26 15.33 15.40

15.47 15.54 15.61 15.68 15.75 15.82 15.89 15.96 16.03 16.10

16.17 16.24 16.31 16.38 16.45

8.75 8.80 8.85 8.90 8.95 9.00

9.05 9.10 9.15 9.20 9.25 9.30 9.35 9.40 9.45

9.50 9.55 9.60 9.65 9.70 9.75 9.80 9.85 9.90 9.95 10.00

10.05 10.10 10,15 10.20 10.25 10.30 10.35 10.40 10.45 10.50

10.55 10.60 10.65 10.70 10.75 10.80 10.85 10.90 10.95 11.00

11.05 11.10 11.15 11.20 11.25 11.30 11.35 11.40 11.45 11.50

11.55 11.60 11.65 11.70 11.75

11.10 11.16 11.23 11.29 11.36 11.42

11.48 11.55 11.61 11.68 11.74 11.80 11.87 11.93 12.00 12.06

12.12 12.19 12.25 12.32 12.38 12.44 12.51 12.57 12.64 12.70

12.76 12.83 12.89 12.95 13.02 13.08 13.14 13.20 13.27 13.33

13.39 13.46 13.52 13.58 13.65 13.71 13.77 13.83 13.90 13.96

14.02 14.09 14.15 14.21 14.28 14.34 14.40 14.46 14.53 14.59

14.65 14.72 14.78 14.84 14.91

39.25 39.36 39.47 39.58 39.69 39.80

39.91 40.02 40.13 40.24 40.35 40.46 40.57 40.68 40.79 40.90

41.01 41.12 41.23 41.34 41.45 41.56 41.67 41.78 41.89 42.00

42.11 42.22 42.33 42.44 42.55 42.66 42.77 42.88 42.99 43.10

43.21 43.32 43.43 43.54 43.65 43.76 43.87 43.98 44.09 44.20

44.31 44.42 44.53 44.64 44.75 44.86 44.97 45.08 45.19 45.30

45.41 45.52 45.63 45.74 45.85



Effective length of



(Line I)

(Line II)

On Timber deck


23.6 23.7 23.8 23.9 24.0

24.1 24.2 24.3 24.4 24..5 24.6 24.7 24.8 24.9 25.0

25.1 25.2 25.3 25.4 25.5 25.6 25.7 25.8 25.9 26.0

26.1 26.2 26.3 26.4 26.5 26.6 26.7 26.8 26.9 27.0

27.1 27.2 27.3 27.4 27.5 27.6 27.7 27.8 27.9 28.0

28.1 28.2 28.3 28.4 28.5 28.6 28.7 28.8 28.9 29.0

29.1 29.2 29.3 29.4 29.5 29.6

16.52 16.59 16.66 16.73 16.80

16.87 16.94 17.01 17.08 17.15 17.22 17.29 17.36 17.43 17.50

17.57 17.64 17.71 17.78 17.85 17.92 17.99 18.06 18.13 18.20

18.27 16.34 18.41 18.48 18.55 18.62 18.69 18.76 18.83 18.90

18.97 19.04 19.11 19.18 19.25 19.32 19.39 19.46 19.53 19.60

19.67 19.74 19.81 19.88 19.95 20.02 20.09 20.16 20.23 20.30

20.37 20.44 20.51 20.58 20.65 20.72

11.80 11.85 11.90 11.95 12.00

12.05 12.10 12.15 12.20 12.25 12.30 12.35 12.40 12.45 12.50

12.55 12.60 12.65 12.70 12.75 12.80 12.85 12.90 12.95 13.00

13.05 13.10 13.15 13..20 13.25 13.30 13.35 13.40 13.45 13.50

13.55 13.60 13.65 13.70 13.75 13.80 13.85 13.90 13.95 14.00

14.05 14.10 14.15 14.20 14.25 14.30 14.35 14.40 14.45 14.50

14.55 14.60 14.65 14.70 14.75 14.80

14.97 15.03 15.09 15.16 15.22

15.28 15.35 15.41 15.47 15.54 15.60 15.66 15.72 15.79 15.85

15.91 15.98 16.04 16.10 16.17 16.23 16.29 16.35 16.42 16.48

16.54 16.61 16.67 16.73 16.80 16.86 16.92 16.98 17.05 17.11

17.17 17.24 17.30 17.36 17.43 17.49 17.55 17.61 17.68 17.74

17.80 17.87 17.93 17.99 18.06 18.12 18.18 18.24 18.31 18.37

18.43 18.50 18.56 18.62 18.69 18.75

45.96 46.07 46.18 46.29 46.40

46,51 46.62 46.73 46.84 46.95 47.06 47.17 47.28 47.39 47.50

47.61 47.72 47.83 47.94 48.05 48.16 48.27 48.38 48.49 48.60

48.71 48.82 48.93 49.04 49.15 49.26 49.37 49.48 49.59 49.70

49.81 49.92 50.03 50.14 50.25 50.36 50.47 50.58 50.69 50.80

50.91 51.02 51.13 51.24 51.35 51.46 51.57 51.68 51.79 51.90

52.01 52.12 52.23 52.34 52.45 52.56



Effective length of



(Line I)

(Line II)

On Timber deck


29.7 29.8 29.9 30.0

30.1 30.2 30.3 30.4 30.5 30.6 30.7 30.8 30.9 31.0

31.1 31.2 31.3 31.4 31.5 31.6 31.7 31.8 31.9 32.0

32.1 32.2 32.3 32.4 32.5 32.6 32.7 32.8 32.9 33.0

33.1 33.2 33.3 33.4 33.5 33.6 33.7 33.8 33.9 34.0

34.1 34.2 34.3 34.4 34.5 34.6 34.7 34.8 34.9 35.0

35.1 35.2 35.3 35.4 35.5 35.6 35.7

20.79 20.86 20.93 21.00

21.10 21.20 21.30 21.40 21.50 21.60 21.70 21.80 21.90 22.00

22.10 22.20 22.30 22.40 22.50 22.60 22.70 22.80 22.90 23.00

23.10 23.20 23.30 23.40 23.50 23.60 23.70 23.80 23.90 24.00

25.10 25.20 25.30 25.40 25.50 25.60 25.70 25.80 25.90 26.00

26.10 26.20 26.30 26.40 26.50 26.60 26.70 26.80 26.90 27.00

26.10 26.20 26.30 26.40 26.50 26.60 26.70

14.85 14.90 14.95 15.00

15.09 15.17 15.26 15.34 15.43 15.51 15.60 15.68 15.77 15.85

15.94 16.02 16.11 16.19 16.28 16.36 16.45 16.53 16.62 16.70

16.79 16.87 16.96 17.04 17.13 17.21 17.30 1-7.38 17.47 17.55

17.64 17.72 17.81 17.89 17.98 18.06 18.15 18.23 18.32 18.40

18.49 18.57 18.66 18.74 18.83 18.91 19.00 19.08 19.17 19.25

19.34 19.42 19.51 19.59 19.68 19.76 19.85

18.81 18.87 18.94 19.00

19.09 19.17 19.26 19.34 19.43 19.51 19.60 19.68 19.77 19.85

19.94 20.02 20.11 20.19 20.28 20.36 20.45 20.53 20.62 20.70

20.79 20.87 20.96 21.04 21.13 21.21 21.30 21.38 21.47 21.55

21.64 21.72 21.81 21.89 21.98 22.06 22.15 22.23 22.32 22.40

22.49 22.57 22.66 22.74 22.83 22.91 23.00 23.08 23.17 23.25

23.34 23.42 23.51 23.59 23.68 23.76 23.85

52.67 52.78 52.89 53.00

53.11 53.22 53.33 53.44 53.55 53.66 53.77 53.88 53.99 54.10

54.21 54.32 54.43 54.54 54.65 54.76 54.87 54.98 55.09 55.20

55.31 55.42 55.53 55.64 55.75 55.86 55.97 56.08 56.19 56.30

56.41 56.52 56.63 56.74 56.85 56.96 57.07 57.18 57.29 57.40 57.51

57.62 57.73 57.84 57.95 58.06 58.17 58.28 58.39 58.50

58.61 58.72 58.83 58.94 59.05 59.16 59.27



Effective length of



(Line I)

(Line II)

On Timber deck


35.8 35.9 36.0

36.1 36.2 36.3 36.4 36.5 36.6 36.7 36.8 36.9 37.0

37.1 37.2 37.3 37.4 37.5 37.6 37.7 37.8 37.9 38.0

38.1 38.2 38.3 38.4 38.5 38.6 38.7 38.8 38.9 39.0

39.1 39.2 39.3 39.4 39.5 39.6 39.7 39.8 39.9 40.0

40.1 40.2 40.3 40.4 40.5 40.6 40.7 40.8 40.9 41.0

41.1 41.2 41.3 41.4 41.5 41.6 41.7 41.8

26.80 26.90 27.00

27.10 27.20 27.30 27.40 27.50 27.60 27.70 27.80 27.90 28.00

28.10 28.20 28.30 28.40 28.50 28.60 28.70 28.80 28.90 29.00

29.10 29.20 29.30 29.40 29.50 29.60 29.70 29.80 29.90 30.00

30.10 30.20 30.30 30.40 30.50 30.60 30.70 30.80 30.90 31.00

31.10 31.20 31.30 31.40 31.50 31.60 31.70 31.80 31.90 32.00

32.10 32.20 32.30 32.40 32.50 32.60 32.70 32.80

19.93 20.02 20.10

20.19 20.27 20.36 20.44 20.53 20.61 20.70 20.78 20.87 20.95

21.04 21.12 21.21 21.29 21.38 21.46 21.55 21.63 21.72 21.80

21.89 21.97 22.06 22.14 22.23 22.31 22.40 22.48 22.57 22.65

22.74 22.82 22.91 22.99 23.08 23.16 23.25 23.33 23.42 23.50

23.59 23.67 23.76 23.84 23.93 24.01 24.10 24.18 24.27 24.35

24.44 24.52 24.61 24.69 24.78 24.86 24.95 25.03

23.93 24.02 24.10

24.19 24.27 24.36 24.44 24.53 24.61 24.70 24.78 24.87 24.95

25.04 25.12 25.21 25.29 25.38 25.46 25.55 25.63 25.72 25.80

25.89 25.97 26.06 26.14 26.23 26.31 26.40 26.48 26.57 26.65

26.74 26.82 26.91 26.99 27.08 27.16 27.25 27.33 27.42 27.50

27.59 27.67 27.76 27.84 27.93 28.01 28.10 28.18 28.27 28.35

28.44 28.52 28.61 28.69 28.78 28.86 28.95 29.03

59.38 59.49 59.60

59.71 59.82 59.93 60.04 60.15 60.26 60.37 60.48 60.59 60.70

60.81 60.92 61.03 61.14 61.25 61.36 61.47 61.58 61.69 61.80

61.91 62.02 62.13 62.24 62.35 62.46 62.57 62.68 62.79 62.90

63.01 63.12 63.23 63.34 63.45 63.56 63.67 63.78 63.89 64.00

64.06 64.12 64.18 64.24 64.30 64.36 64.42 64.48 64.54 64.60

64.66 64.72 64.78 64.84 64.90 64.96 65.02 65.08



Effective length of



(Line I)

(Line II)

On Timber deck


41.9 42.0

42.1 42.2 42.3 42.4 42.5 42.6 42.7 42.8 42.9 43.0

43.1 43.2 43.3 43.4 43.5 43.6 43.7 43.8 43.9 44.0

44.1 44.2 44.3 44.4 44.5 44.6 44.7 44.8 44.9 45.0

45.1 45.2 45.3 45.4 45.5 45.6 45.7 45.8 45.9 46.0

46.1 46.2 46.3 46.4 46.5 46.6 46.7 46.8 46.9 47.0

47.1 47.2 47.3 47.4 47.5 47.6 47.7 47.8 47.9 48.0

32.90 33.00

33.10 33.20 33.30 33.40 33.50 33.60 33.70 33.80 33.90 34.00

34.10 34.20 34.30 34.40 34.50 34.60 34.70 34.80 34.90 35.00

35.10 35.20 35.30 35.40 35.50 35.60 35.70 35.80 35.90 36.00

36.10 36.20 36.30 36.40 36.50 36.60 36.70 36.80 36.90 37.00

37.10 37.20 37.30 37.40 37.50 37.60 37.70 37.80 37.90 38.00

38.10 38.20 38.30 38.40 38.50 38.60 38.70 38.80 38.90 39.00

25.12 25.20

25.29 25.37 25.46 25.54 25.63 25.71 25.80 25.88 25.97 26.05

26.14 26.22 26.31 26.39 26.48 26.56 26.65 26.73 26.82 26.90

26.99 27.07 27.16 27.24 27.33 27.41 27.50 27.58 27.67 27.75

27.84 27.92 28.01 28.09 28.18 28.26 28.35 28.43 28.52 28.60

28.60 28.77 28.86 28.94 29.03 29.11 29.20 29.28 29.37 29.45

29.54 29.62 29.71 29.79 29.88 29.96 30.05 30.13 30.22 30.30

29.12 29.20

29.29 29.37 29.46 29.54 29.63 29.71 29.80 29.88 29.97 30.05

30.14 30.22 30.31 30.39 30.48 30.56 30.65 30.73 30.82 30.90

30.99 31.07 31.16 31.24 31.33 31.41 31.50 31.58 31.67 31.75

31.84 31.92 32.01 32.09 32.18 32.26 32.35 32.43 32.52 32.60

32.69 32.77 32.86 32.94 33.03 33.11 33.20 33.28 33.37 33.45

33.54 33.62 33.71 33.79 33.88 33.96 34.05 34.13 34.22 34.30

65.14 65.20

65.26 65.32 65.38 65.44 65.50 65.56 65.62 65.68 65.74 65.80

65.86 65.92 65.98 66.04 66.10 66.16 66.22 66.28 66.34 66.40

66.46 66.52 66.58 66.64 66.70 66.76 66.82 66.88 66.94 67.00

67.06 67.12 67.18 67.24 67.30 67.36 67.42 67.48 67.54 67.60

67.66 67.72 67.78 67.84 67.90 67.96 68.02 68.08 68.14 68.20

68.26 68.32 68.38 68.44 68.50 68.56 68.62 68.68 68.74 68.80



Effective length of



(Line I)

(Line II)

On Timber deck


48.1 48.2 48.3 48.4 48.5 48.6 48.7 48.8 49.9 49.0

49.1 49.2 49.3 49.4 49.5 49.6 49.7 49.8 49.9 50.0

50.1 50.2 50.3 50.4 50.5 50.6 50.7 50.8 50.9 51.0

51.1 51.2 51.3 51.4 51.5 51.6 51.7 51..8 51.9 52.0

52.1 52.2 52.3 52.4 52.5 52.6 52.7 52.8 52.9 53.0

53.1 53.2 53.3 53.4 53.5 53.6 53.7 53.8 53.9 54.0

54.1 54.2

39.10 39.20 39.30 39.40 39.50 39.60 39.70 39.80 39.90 40.00

40.10 40.20 40.30 40.40 40.50 40.60 40.70 40.80 40.90 41.00

41.11 41.22 41.33 41.44 41.55 41.66 41.77 41;88 41.99 42.10

42.21 42.32 42.43 42.54 42.65 42.76 42.87 42.98 43.09 43.20

43.31 43.42 43.53 43.64 43.75 43.86 43.97 44.08 44.19 44.30

44.41 44.52 44.63 44.74 44.85 44.96 45.07 45.18 45.29 45.40

45.51 45.62

30.39 30.47 30.56 30.64 30.73 30.81 30.90 30.98 31.07 31.15

31.24 31.32 31.41 31.49 31.58 31.66 31.75 31.83 31.92 32.00

32.14 32.28 32.42 32.56 32.70 32.84 32.98 33.12 33.26 33.40

33.54 33.68 33.82 33.96 34.10 34.24 34.38 34.52 34.66 34.80

34.94 35.08 35.22 35.36 35.50 35.64 35.78 35.92 36.06 36.20

36.34 36.48 36.62 36.76 36.90 37.04 37.18 37.32 37.46 37.60

37.74 37.88

34.39 34.47 34.56 34.64 34.73 34.81 34.90 34.98 35.07 35.15

35.24 35.32 35.41 35.49 35.58 35.66 35.75 35.83 35.92 36.00

36.10 36.20 36.30 36.40 36.50 36.60 36.70 36.80 36.90 37.00

37.10 37.20 37.30 37.40 37.50 37.60 37.70 37.80 37.90 38.00

38.10 38.20 38.30 38.40 38.50 38.60 38.70 38.80 38.90 39.00

39.10 39.20 39.30 39.40 39.50 39.60 39.70 39.80 39.90 40.00

40.10 40.20

68.86 68.92 68.98 69.04 69.10 69.16 69.22 69.28 69.34 69.40

69.46 69.52 69.58 69.64 69.70 69.76 69.82 69.88 69.94 70.00

70.06 70.12 70.18 70.24 70.30 70.36 70.42 70.48 70.54 70.60

70.66 70.72 70.78 70.84 70.90 70.96 71.02 71.08 71.14 71.20

71.26 71.32 71.38 71.44 71.50 71.56 71.62 71.68 71.74 71.80

71.86 71.92 71.98 72.04 72.10 72.16 72.22 72.28 72.34 72.40

72.46 72.52



Effective length of



(Line I)

(Line II)

On Timber deck


54.3 54.4 54.5 54.6 54.7 54.8 54.9 55.0

55.1 55.2 55.3 55.4 55.5 55.6 55.7 55.8 55.9 56.0

56.1 56.2 56.3 56.4 56.5 56.6 56.7 56.8 56.9 57.0

57.1 57.2 57.3 57.4 57.5 57.6 57.7 57.8 57.9 58.0

58.1 58.2 58.3 58.4 58.5 58.6 58.7 58.8 58.9 59.0

59.1 59.2 59.3 59.4 59.5 59.6 59.7 59.8 59.9 60.0

60.1 60.2 60.3

45.73 45.84 45.95 46.06 46.17 46.28 46.39 46.50

46.61 46.72 46.83 46.94 47.05 47.16 47.27 47.38 47.49 47.60

47.71 47.82 47.93 48.04 48.15 48.26 48.37 48.48 48.59 48.70

48.81 48.92 49.03 49.14 49.25 49.36 49.47 49.58 49.69 49.80

49.91 50.02 50.13 50.24 50.35 50.46 50.57 50.68 50.79 50.90

51.01 51.12 51.23 51.34 51.45 51.56 51.67 51.78 51.89 52.00

52..11 52.22 52.33

38.02 38.16 38.30 38.44 38.58 38.72 38.86 39.00

39.14 39.28 39.42 39.56 39.70 39.84 39.98 40.12 40.26 40.40

40.54 40.68 40.82 40.96 41.10 41.24 41.38 41.52 41.66 41.80

41.94 42.08 42.22 42.36 42.50 42.64 42.78 42.92 43.06 43.20

43.34 43.48 43.62 43.76 43.90 44.04 44.18 44.32 44.46 44.60

44.74 44.88 45.02 45.16 45.30 45.44 45.58 45.72 45.86 46.00

46.17 46.34 46.51

40.30 40.40 40.50 40.60 40.70 40.80 40.90 41.00

41.10 41.20 41.30 41.40 41.50 41.60 41.70 41.80 41.90 42.00

42.10 42.20 42.30 42.40 42.50 42.60 42.70 42.80 42.90 43.00

43.10 43.20 43.30 43.40 43.50 43.60 43.70 43.80 43.90 44.00

44.10 44.20 44.30 44.40 44.50 44.60 44.70 44.80 44.90 45.00

45.10 45.20 45.30 45.40 45.50 45.60 45.70 45.80 45.90 46.00

46.17 46.34 46.51

72.58 72.64 72.70 72.76 72.82 72.88 72.94 73.00

73.06 73.12 73.18 73.24 73.30 73.36 73.42 73.48 73.54 73.60

73.66 73.72 73.78 73.84 73.90 73.96 74.02 74.08 74.14 74.20

74.26 74.32 74.38 74.44 74.50 74.56 74.62 74.68 74.74 74.80

74.86 74.92 74.98 75.04 75.10 75.16 75.22 75.28 75.34 75.40

75.46 75.52 75.58 75.64 75.70 75.76 75.82 75.88 75.94 76.00

76.06 76.12 76.18



Effective length of



(Line I)

(Line II)

On Timber deck


60.4 60.5 60.6 60.7 60.8 60.9 61.0

61.1 61.2 61.3 61.4 61.5 61.6 61.7 61.8 61.9 62.0

62.1 62.2 62.3 62.4 62.5 62.6 62.7 62.8 62.9 63.0

63.1 63.2 63.3 63.4 63.5 63.6 63.7 63.8 63.9 64.0

64.1 64.2 64.3 64.4 64.5 64.6 64.7 64.8 64.9 65.0

65.1 65.2 65.3 65.4 65.5 65.6 65.7 65.8 65.9 66.0

66.1 66.2 66.3 66.4

52.44 52.55 52.66 52.77 52.88 52.99 53.10

53.21 53.32 53.43 53.54 53.65 53.76 58.87 53.98 54.09 54.20

54.31 54.42 54.53 54.64 54.75 54.86 54.97 55.08 55.19 55.30

55.41 55.52 55.63 55.74 55.85 55.96 56.07 56.18 56.29 56.40

56.51 56.62 56.73 56.84 56.95 57.06 57.17 57.28 57.39 57.50

57.61 57.72 57.83 57.94 58.05 58.16 58.27 58.38 58.49 58.60

58.71 58.82 58.93 59.04

46.68 46.85 47.02 47.19 47.36 47.53 47.70

47.87 48.04 48.21 48.38 48.55 48.72 48.89 49.06 49.23 49.40

49.57 49.74 49.91 50.08 50.25 50.42 50.59 50.76 50.93 51.10

51.27 51.44 51.61 51.78 51.95 52.12 52.29 52.46 52.63 52.80

52.97 53.14 53.31 53.48 53.65 53.82 53.99 54.16 54.33 54.50

54.67 54.84 55.01 55.18 55.35 55.52 55.69 55.86 56.03 56.20

56.37 56.54 56.71 56.88

46.68 46.85 47.02 47.19 47.36 47.53 47.70

47.87 48.04 48.21 48.38 48.55 48.72 48.89 49.06 49.23 49.40

49.57 49.74 49.91 50.08 50.25 50.42 50.59 50.76 50.93 51.10

51.27 51.44 51.61 51.78 51.95 52.12 52.29 52.46 52.63 52.80

52.97 53.14 53.31 53.48 53.65 53.82 53.99 54.16 54.33 54.50

54.67 54.84 55.01 55.18 55.35 55.52 55.69 55.86 56.03 56.20

56.37 56.54 56.71 56.88

76.24 76.30 76.36 76.42 76.48 76.54 76.60

76.66 76.72 76.78 76.84 76.90 76.96 77.02 77.08 77.14 77.20

77.26 77.32 77.38 77.44 77.50 77.56 77.62 77.68 77.74 77.80

77.86 77.92 77.98 78.04 78.10 78.16 78.22 78.28 78.34 78.40

78.46 78.52 78.58 78.64 78.70 78.76 78.82 78.88 78.94 79.00

79.06 79.12 79.18 79.24 79.30 79.36 79.42 79.48 79.54 79.6

79.66 79.72 79.78 79.84



Effective length of


On Type A s hips (% deduction)

(Line I)

(Line II)

On Timber deck


66.5 66.6 66.7 66.8 66.9 67.0

67.1 67.2 67.3 67.4 67.5 67.6 67.7 67.8 67.9 68.0

68.1 68.2 68.3 68.4 68.5 68.6 68.7 68.8 68.9 69.0

69.1 69.2 69.3 69.4 69.5 69.6 69.7 69.8 69.9 70.0

70.1 70.2 70.3 70.4 70.5 70.6 70.7 70.8 70.9 71.0

71.1 71.2 71.3 71.4 71.5 71.6 71.7 71.8 71.9 72.0

72.1 72.2 72.3 72.4 72.5

59.15 59.26 59.37 59.48 59.59 59.70

59.81 59.92 60.03 60.14 60.25 60.36 61.47 60.58 60.69 60.80

60.91 61.02 61.13 61.24 61.35 61.46 61.57 61.68 61.79 61.90

62.01 62.12 62.23 62.34 62.45 62.56 62.67 62.78 62.89 63.00

63.12 63.25 63.37 63.49 63.62 63.74 63.86 63.98 64.11 64.23

64.35 64.48 64.60 64.72 64.85 64.97 65.09 65.21 65.34 65.46

65.58 65.71 65.83 65.95 66.08

57.05 57.22 57.39 57.56 57.73 57.90

58.07 58.24 58.41 58.58 58.75 58.92 59.09 59.26 59.43 59.60

59.77 59.94 60.11 60.28 60.45 60.62 60.79 60.96 61.13 61.30

61.47 61.64 61.81 61.98 62.15 62.32 62.49 62.66 62.83 63.00

63.12 63.25 63.37 63.49 63.62 63.74 63.86 63.98 64.11 64.23

64.35 64.48 64.60 64.72 64.85 64.97 65.09 65.21 65.34 65.46

65.58 65.71 65.83 65.95 66.08

57.05 57.22 57.39 57.56 57.73 57.90

58.07 58.24 58.41 58.58 58.75 58.92 59.09 59.26 59.43 59.60

59.77 59.94 60.11 60.28 60.45 60.62 60.79 60.96 61.13 61.30

61.47 61.64 61.81 61.98 62.15 62.32 62.49 62.66 62.83 63.00

63.12 63.25 63.37 63.49 63.62 63.74 63.86 63.98 64.11 64.23

64.35 64.48 64.60 64.72 64.85 64.97 65.09 65.21 65.34 65.46

65.58 65.71 65.83 65.95 66.08

79.90 79.96 80.02 80.08 80.14 80.20

80.26 80.32 80.38 80.44 80.50 80.56 80.62 80.68 80.74 80.80

80.86 80.92 80.98 81.04 81.10 81.16 81.22 81.28 81.34 81.40

81.46 81.52 81.58 81.64 81.70 81.76 81.82 81.88 81.94 82.00

82.06 82.12 82.18 82.24 82.30 82.36 82.42 82.48 82.54 82.60

82.66 82.72 82.78 82.84 82.90 82.96 83.02 83.08 83.14 83.20

83.26 83.32 83.38 83.44 83.50



Effective length of



(Line I)

(Line II)

On Timber deck


72.6 72.7 72.8 72.9 73.0

73.1 73.2 73.3 73.4 73.5 73.6 73.7 73.8 73.9 74.0

74.1 74.2 74.3 74.4 74.5 74.6 74.7 74.8 74.9 75.0

75.1 75.2 75.3 75.4 75.5 75.6 75.7 75.8 75.9 76.0

76.0 76.2 76.3 76.4 76.5 76.6 76.7 76.8 76.9 77.0

77.1 77.2 77.3 77.4 77.5 77.6 77.7 77.8 77.9 78.0

78.1 78.2 78.3 78.4 78.5 78.6

66.20 66.32 66.44 66.57 66.69

66.81 66.94 67.06 67.18 67.31 67.43 67.55 67.67 67.80 67.92

68.04 68.17 68.29 68.41 68.54 68.66 68.78 68.90 69.03 69.15

69.27 69.40 69.52 69.64 69.77 69.89 70.01 70.13 70.26 70.38

70.50 70.63 70.75 70.87 71.00 71.12 71.24 71.36 71.49 71.61

71.73 71.86 71.98 72.10 72.23 72.35 72.47 72.59 72.72 72.84

72.96 73.09 73.21 73.33 73.46 73.58

66.20 66.32 66.44 66.57 66.69

66.81 66.94 67.06 67.18 67.31 67.43 67.55 67.67 67.80 67.92

68.04 68.17 68.29 68.41 68.54 68.66 68.78 68.90 69.03 69.15

69.27 69.40 69.52 69.64 69.77 69.89 70.01 70.13 70.26 70.38

70.50 70.63 70.75 70.87 71.00 71.12 71.24 71.36 71.49 71.61

71.73 71.86 71.98 72.10 72.23 72.35 72.47 72.59 72.72 72.84

72.96 73.09 73.21 73.33 73.46 73.58

66.20 66.32 66.44 66.57 66.69

66.81 66.94 67.06 67.18 67.31 67.43 67.55 67.67 67.80 67.92

68.04 68.17 68.29 68.41 68.54 68.66 68.78 68.90 69.03 69.15

69.27 69.40 69.52 69.64 69.77 69.89 70.01 70.13 70.26 70.38

70.50 70.63 70.75 70.87 71.00 71.12 71.24 71.36 71.49 71.61

71.73 71.86 71.98 72.10 72.23 72.35 72.47 72.59 72.72 72.84

72.96 73.09 73.21 73.33 73.46 73.58

83.56 83.62 83.68 83.74 83.80

83.86 83.92 83.98 84.04 84.10 84.16 84.22 84.28 84.34 84.40

84.46 84.52 84.58 84.64 84.70 84.76 84.82 84.88 84.94 85.00

85.06 85.12 85.18 85.24 85.30 85.36 85.42 85.48 85.54 85.60

85.66 85.72 85.78 85.84 85.90 85.96 86.02 86.08 86.14 86.20

86.26 86.32 86.38 86.44 86.50 86.56 86.62 86.68 86.74 86.80

86.86 86.92 86.98 87.04 87;10 87.16


On Type B ship (% deduction) Effective length of



(Line I)

(Line II)

On Timber deck


78.7 78.8 78.9 79.0

79.1 79.2 79.3 79.4 79.5 79.6 79.7 79.8 79.9 80.0

80.1 80.2 80.3 80.4 80.5 80.6 80.7 80.8 80.9 81.0

81.1 81.2 81.3 81.4 81.5 81.6 81.7 81.8 81.9 82.0

82.1 82.2 82.3 82.4 82.5 82.6 82.7 82.8 82.9 83.0

83.1 83.2 83.3 83.4 83.5 83.6 83:7 83.8 83.9 84.0

84.1 84.2 84.3 84.4 84.5 84.6 84.7

73.70 73.82 73.95 74.07

74.19 74.32 74.44 74.56 74.69 74.81 74.93 75.05 75.18 75.30

75.42 75.55 75.67 75.80 75.92 76.04 76.17 76.29 76.42 76.54

76.66 76.79 76.91 77.04 77.16 77.28 77.41 77.53 77.66 77.78

77.90 78.03 78.15 78.28 78.40 78.52 78.65 78.77 78.90 79.02

79.16 79.27 79.39 79.52 79.64 79.76 79.89 80.01 80.14 80.26

80.38 80.51 80.63 80.76 80.88 81.00 81.13

73.70 73.82 73.95 74.07

74.19 74.32 74.44 74.56 74.69 74.81 74.93 75.05 75.18 75.30

75.42 75.55 75.67 75.80 75.92 76.04 76.17 76.29 76.42 76.54

76.66 76.79 76.91 77.04 77.16 77.28 77.41 77.53 77.66 77.78

77.90 78.03 78.15 78.28 78.40 78.52 78.65 78.77 78.90 79.02

79.16 79.27 79.39 79.52 79.64 79.76 79.89 80.01 80.14 80.26

80.38 80.51 80.63 80.76 80.88 81.00 81.13

73.70 73.82 73.95 74.07

74.19 74.32 74.44 74.56 74.69 74.81 74.93 75.05 75.18 75.30

75.42 75.55 75.67 75.80 75.92 76.04 76.17 76.29 76.42 76.54

76.66 76.79 76.91 77.04 77.16 77.28 77.41 77.53 77.66 77.78

77.90 78.03 78.15 78.28 78.40 78.52 78.65 78.77 78.90 79.02

79.16 79.27 79.39 79.52 79.64 79.76 79.89 80.01 80.14 80.26

80.38 80.51 80.63 80.76 80.88 81.00 81.13

87.22 87.28 87.34 87.40

87.46 87.52 87.58 87.64 87.70 87.76 87.82 87.88 87.94 88.00

88.06 88.12 88.18 88.24 88.30 88.36 88.42 88.48 88.54 88.60

88.66 88.72 88.78 88.84 88.90 88.96 89.02 89.08 89.14 89.20

89.26 89.32 89.38 89.44 89.50 89.56 89.62 89.68 89.74 89.80

89.86 89.92 89.98 90.04 90.10 90.16 90.22 90.38 90.34 90.40

90.46 90.52 90.58 90.64 90.70 90.76 90.82



Effective length of



(Line I)

(Line II)

On Timber deck


84.8 84.9 85.0

85.1 85.2 85.3 85.4 85.5 85.6 85.7 85.8 85.9 86.0

86.1 86.2 86.3 86.4 86.5 86.6 86.7 86.8 86.9 87.0

87.1 87.2 87.3 87.4 87.5 87.6 87.7 87.8 87.9 88.0

88.1 88.2 88.3 88.4 88.5 88.6 88.7 88.8 88.9 89.0

89.1 89.2 89.3 89.4 89.5 89.6 89.7 89.8 89.9 90.0

90.1 90.2 90.3 90.4 90.5 90.6 90.7 90.8

81.25 81.38 81.50

81.62 81.75 81.87 82.00 82.12 82.24 82.37 82.49 82.62 82.74

82.86 82.99 83.11 83.24 83.36 83.48 83.61 83.73 83.86 83.98

84.10 84.23 84.35 84.48 84.60 84.72 84.85 84.97 85.10 85.22

85.34 85.47 85.59 85.72 85.84 85.96 86.09 86.21 86.34 86.46

86.58 86.71 86.83 86.96 87.08 87.20 87.33 87.45 87.58 87.70

87.82 87.95 88.07 88.19 88.32 88.44 88.56 88.68

81.25 81.38 81.50

81.62 81.75 81.87 82.00 82.12 82.24 82.37 82.49 82.62 82.74

82.86 82.99 83.11 83.24 83.36 83.48 83.61 83.73 83.86 83.98

84.10 84.23 84.35 84.48 84.60 84.72 84.85 84.97 85.10 85.22

85.34 85.47 85.59 85.72 85.84 85.96 86.09 86.21 86.34 86.46

86.58 86.71 86.83 86.96 87.08 87.20 87.33 87.45 87.58 87.70

87.82 87.95 88.07 88.19 88.32 88.44 88.56 88.68

81.25 81.38 81.50

81.62 81.75 81.87 82.00 82.12 82.24 82.37 82.49 82.62 82.74

82.86 82.99 83.11 83.24 83.36 83.48 83.61 83.73 83.86 83.98

84.10 84.23 84.35 84.48 84.60 84.72 84.85 84.97 85.10 85.22

85.34 85.47 85.59 85.72 85.84 85.96 86.09 86.21 86.34 86.46

86.58 86.71 86.83 86.96 87.08 87.20 87.33 87.45 87.58 87.70

87.82 87.95 88.07 88.19 88.32 88.44 88.56 88.68

90.88 90.94 91.00

91.06 91.12 91.18 91.24 91.30 91.36 91.42 91.48 91.54 91.60

91.66 91.72 91.78 98.84 91.90 91.96 92.02 92.08 92.14 92.20

92.26 92.32 92.38 92.44 92.50 92.56 92.62 92.68 92.74 92.80

92.86 92.92 92.98 93.04 93.10 93.16 93.22 93.28 93.34 93.40

93.46 93.52 93.58 93.64 93.70 93.76 93.82 93.88 93.94 94.00

94.06 94.12 94.18 94.24 94.30 94.36 94.42 94.48



Effective length of



(Line I)

(Line II)

On Timber deck


90.9 91.0

91.1 91.2 91.3 91.4 91.5 91.6 91.7 91.8 91.9 92.0

92.1 92.2 92.3 92.4 92.5 92.6 92.7 92.8 92.9 93.0

93.1 93.2 93.3 93.4 93.5 93.6 93.7 93.8 93.9 94.0

94.1 94.2 94.3 94.4 94.5 94.6 94.7 94.8 94.9 95;0

95.1 95.2 95.3 95.4 95.5 95.6 95.7 95.8 95.9 96.0

96.1 96.2 96.3 96.4 96.5 96.6 96.7 96.8 96.9 97.0

88.81 88.93

89.05 89.18 89.30 89.42 89.55 89.67 89.79 89.91 90.04 90.16

90.28 90.41 90.53 90.65 90.78 90.90 91.02 91.14 91.27 91.39

91.51 91.64 91.76 91.88 92.01 92.13 92.25 92.37 92.50 92.62

92.74 92.87 92.99 93.11 93.24 93.36 93.48 93.60 93.73 93.85

93.97 94.10 94.22 94.34 94.47 64.59 94.71 94.83 94.96 95.08

95.20 95.33 95.45 95.57 95.70 95.82 95.94 96.06 96.19 96.31

88.81 88.93

89.05 89.18 89.30 89.42 89.55 89.67 89.79 89.91 90.04 90.16

90.28 90.41 90.53 90.65 90.78 90.90 91.02 91.14 91.27 91.39

91.51 91.64 91.76 91.88 92.01 92.13 92.25 92.37 92.50 92.62

92.74 92.87 92.99 93.11 93.24 93.36 93.48 93.60 93.73 93.85

93.97 94.10 94.22 94.34 94.47 64.59 94.71 94.83 94.96 95.08

95.20 95.33 95.45 95.57 95.70 95.82 95.94 96.06 96.19 96.31

88.81 88.93

89.05 89.18 89.30 89.42 89.55 89.67 89.79 89.91 90.04 90.16

90.28 90.41 90.53 90.65 90.78 90.90 91.02 91.14 91.27 91.39

91.51 91.64 91.76 91.88 92.01 92.13 92.25 92.37 92.50 92.62

92.74 92.87 92.99 93.11 93.24 93.36 93.48 93.60 93.73 93.85

93.97 94.10 94.22 94.34 94.47 64.59 94.71 94.83 94.96 95.08

95.20 95.33 95.45 95.57 95.70 95.82 95.94 96.06 96.19 96.31

94.54 94.60

94.66 94.72 94.78 94.84 94.90 94.96 95.02 95.08 95.14 95.20

95.26 95.32 95.38 95.44 95.50 95.56 95.62 95.68 95.74 95.80

95.86 95.92 95.98 96.04 96.10 96.16 96.22 96.28 96.34 96.40

96.46 96.52 96.58 96.64 96.70 96.76 96.82 96.88 96.94 97.00

97.06 97.12 97.18 97.24 97.30 97..36 97.42 94.48 97.54 97.60

97.66 97.72 97.78 97.84 97.90 97.96 98.02 98.08 98.14 98.20



Effective length of



(Line I)

(Line II)

On Timber deck


97.1 97.2 97.3 97.4 97.5 97.6 97.7 97.8 97.9 98.0

98.1 98.2 98.3 98.4 98.5 98.6 98.7 98.8 98.9 99.0

99.1 99.2 99.3 99.4 99.5 99.6 99.7 99.8 99.9 100.0

96.43 96.56 96.68 96.80 96.93 97.05 97.17 97.29 97.42 97.54

97.66 97.79 97.91 98.03 98.16 98.28 98.40 98.52 98.65 98.77

98.89 99.02 99.14 99.26 99.39 99.51 99.63 99.75 99.88 100.0

96.43 96.56 96.68 96.80 96.93 97.03 97.17 97.29 97.42 97.54

97.66 97.79 97.91 98.03 98.16 98.28 98.40 98.52 98.65 98.77

98.89 99.02 99.14 99.26 99.39 99.51 99.63 99.75 99.88 100.0

96.43 96.56 96.68 96.80 96.93 97.03 97.17 97.29 97.42 97.54

97.66 97.79 97.91 98.03 98.16 98.28 98.40 98.52 98.65 98.77

98.89 99.02 99.14 99.26 99.39 99.51 99.63 99.75 99.88 100.0

98.26 98.32 98.38 98.44 98.50 98.56 98.62 98.68 98.74 98.80

98.86 98.92 98.98 99.04 99.10 99.16 99.22 99.28 99.34 99.40

99.46 99.52 99.58 99.64 99.70 99.76 99.82 99.88 99.94 100.0

MSIS003/PART 5/REV 1.02/PAGE1 OF14 LOAD LINE INSTRUCTIONS

PART 5 INTACT STABILITY AND STABILITY IN THE DAMAGED CONDITION AFTER FLOODING 5.1 Requirements for Ships Assigned Minimum Statutory Freeboards 5.1.1 All such ships should have sufficient stability for the freeboard assigned. The stability requirements to be complied with are as follows: Regulation 32, Schedule 2 Part I paragraphs 2(2) and (3) and Schedule 6 in full. Schedule 2 paragraph 1 or Schedule 4 paragraph 5(3), (5) and (6) as appropriate (see Regulation 29). 5.1.2 Where the ship has to satisfy the flooding requirements of Schedule 2 Part 1 or Schedule 4 paragraph 5(3), (5) and (6), details of such calculations will be required (see paragraph 5.7). 5.1.3 Special consideration may be given with regard to the stabiIity information to be provided for ships engaged on voyages of limited extent and where particular conditions of service apply, subject to the approval of Headquarters. 5.1.4 Where a ship is without stability information or the information is inadequate, the MCA will require new stability information to be submitted based on the results of a new inclining test (provided that if the results of an acceptable inclining test are available those may be used). 5.1.5 Consideration may be given by the MCA to the need for providing complete stability information in the case of a ship whose anticipated life is short, i.e. less than the normal term of the current load line certificate, provided the owner states the case in writing to Headquarters. Such cases will be dealt with on their merits. 5.1.6 Particular attention should be paid to the examination of stability information provided for ships engaged in the carriage of grain (see paragraph 8.21 ). 5.2 Requirements for Ships Issued With load line Exemption Certificates Ships which are granted exemption under Regulation 5 should comply with the stability requirements stated in paragraph 5.1 above.


5.3 Ships for which less than Statutory Minimum Freeboards are Requested 5.3.1 The MCA is prepared to consider applications for the assignment of freeboards which are less than the statutory minimum to the following types of ships provided they operate within restricted geographical limits and in weather conditions that have been agreed by the Marine Office.

5.3.1.1 Barges and dredgers used for river and harbour maintenance These craft will be considered for the assignment of a freeboard which may be reduced to 5/8 (Table B) or 150mm whichever is the greater provided:

(a) they are of the 'hopper' type, i.e. fitted with bottom doors in their shell or have other similar means by which the soil can be speedily dumped; (b) they only proceed to sea for the purpose of dumping soil at recognised dumping grounds; (c) the strength of the craft is shown to be adequate at the proposed increased draught; and (d) the stability at this increased draught fulfils the requirements of paragraph 5.6 and stability information is prepared in accordance with the requirements of paragraph 8.3 of these Instructions.

5.3.1.2 Barges employed in the carriage of cargo on the Humber, Thames, etc. These barges are in some cases permitted to proceed in winter, i.e. October to April, to the 'summer category D limits'. Barges will be considered for the assignment of a freeboard which may be reduced to 5/8 (Table B) or 150mm whichever is the greater provided that their strength and stability is shown to be adequate. The stability of such craft may be considered acceptable provided that the freeboard to draught and the breadth to draught ratios are at least 0.10 and 2.25 respectively and that the metacentric height when homogeneously loaded is at least 0.04 breadth after taking account of all free surface effects.

5.3.1.3 Hopper dredgers which operate at sea

The terms under which these ships will be considered are given in paragraph 8.3.3.

5.4 Ships Undergoing Sea Trials It is unlikely that formally approved stability information will be available for ships when first proceeding to sea and in any such case the Surveyor should

ensure that a reliable provisional Stability Information Booklet is available for the use of the master.


5.5 Ships Making Voyages to the Breakers Yard Surveyors should ensure that such ships are prepared to their satisfaction for the voyage. Suitable instructions are to be issued to the master if considered necessary. Provided the ship is of conventional form and the geometric proportions 'freeboard to draught' and 'beam to draught' ratios are not less than 0.3 and 3.5 respectively the stability characteristics may be considered acceptable In the case of ships of unusual form or construction details should be submitted to Headquarters for consideration. The foregoing does not apply to fishing boats, ships of war and pleasure yachts which are exempted by virtue of Regulation 4(1 ). 5.6 Intact Stability Criteria 5.6.1 All new ships which are assigned freeboards under the Regulations must at least comply with the minimum criteria stated in Schedule 2 Part 1 paragraph 2 (2) for all sea going conditions see Figure 7. 5.6.2 There is also a minimum bow height requirement for each ship. This should always be maintained unless the MCA agrees otherwise. (See Schedule 4 paragraph 16).

A-area under curve up to 30 degrees to be not less than 0.055 metre-radian. B-area under curve up to x degrees to be not less than 0.09 metre-radian. C-area between 30 degrees and x degrees to be not less than 0.03 metre-radian. x-40 degrees or any lesser angle at which the lower edges of any openings in the hull, superstructure or deckhouses which lead below deck and cannot be closed weathertight, would be immersed. E-maximum GZ to occur at angle not less than 30 degrees and to be at least 0.20 metre in height. F-initial GM to be not less than 0.15 metre. In ships with timber deck cargo 0 .05 metre will be permitted. The volume of timber deck cargo may be included in the derivation of the cross curves, see paragraph 8.24.


5.6.3 As an alternative to the criterion of Schedule 2 part 1 paragraph 2(2)(c), the angle at which the maximum righting lever occurs may be permitted to be reduced to 25 degrees having regard to the design of a particular ship. If the design of such a ship is likely to result in changes to the longitudinal position of the centre of buoyancy on heeling, the calculation of righting levers should be by use of a computer program which takes into account change in trim on heeling. 5.6.4 Superstructures which are enclosed superstructures, as defined in Schedule 2, may be taken into account in the calculation of righting levers for the intact ship. Where such superstructures are resiliently mounted, the Assigning Authority will be responsible for ensuring that appropriate hydrostatic loadings are taken into account in their design. 5.6.5 For non passenger ships, the IMO Code on Intact Stability (Resolution A.749(18) as amended) (formerly A.167 (ES.IV)) paragraphs 3.1.1 to 3.1.2.4 contain intact stability criteria which may be treated as equivalent to the above provided that for ships having large windage areas, wind heeling criteria are also applied. 5.7 Flooding and Damage Stability Requirements 5.7.1 General

5.7.1.1 All ships which are assigned less than Table B tabular freeboard (as defined in Schedule 4 paragraph 6) should, if over 100 metres In length (or 150 metres where Table A applies), be capable of withstanding the flooding of one or more of their main watertight compartments when loaded to the summer load waterline -see Regulation 29 and Schedule 2 paragraph 1, and Schedule 4 paragraphs 5(3), (5), (6) and (7) or (8) depending on the date of build. 5.7.1.2 It should be noted that any ship which complies with this subdivision standard is not required to comply with the subdivision requirements of the Merchant Shipping (Cargo Ship Construction) Regulations 1997 (SI 1997/1509), Part III. See Regulation 14 (h) of the latter.

5.7.2 Type A ships built before 8 June 2000

5.7.2.1 Ships over 150 metres but not exceeding 225 metres in length. Such ships must be capable of withstanding the flooding of anyone compartment, other than the machinery space, designed to be empty* in the summer load condition. The permeability of the empty* compartment is to be taken as 95%.


5.7.2.2 Ships over 225 metres in length Such ships must be capable of withstanding the flooding of any one compartment, designed to be empty*, in the summer load condition or the machinery space. The permeabilities of the machinery space and other compartments are to be taken as 85% and 95% respectively.

5.7.2A Type A ships built on or after 8 June 2000 5.7.2A.1 Ships over 150 metres in length

Such ships must be capable of withstanding the flooding of anyone compartment with an assumed permeability of 0.95. In such a ship the machinery space shall be treated as a floodable compartment but with a permeability of 0.85.

5.7.3 Type B ships built before 8 June 2000 5.7.3.1 Tabular freeboard less than B but not less than B-60

(a) Ships over 100 metres but not exceeding 225 metres in length

Such ships must be capable of withstanding the flooding of any 8 one compartment, other than the machinery space when loaded to the summer load waterline. The permeability of the compartment is taken as 95%.

(b) Ships over 225 metres in length

Such ships must be capable of withstanding the flooding of any one compartment (including the machinery space) when loaded to the summer load waterline. The permeabilities of the machinery space, and other compartments are to be taken as 85% and 95% respectively.

5.7.3.2 Tabular Freeboard less than B-60 but not less than B-100

(a) Ships over 100 metres but not exceeding 225 metres in length


Such ships must be capable of withstanding the flooding of any I two adjacent fore and aft compartments, neither of which is the machinery space, when loaded to the summer load waterline. The permeability of each compartment is to be taken as 95%.

(b) Ships over 225 metres in length

Such ships must be capable of withstanding the flooding of the machinery space alone or any two other adjacent fore and aft compartments. The permeabilities of the machinery space and other compartments are to be taken as 85% and 95% respectively.

5.7.3A Type B ships built on or after 8 June 2000 5.7.3A.1 Tabular freeboard less than B but not less than B-60

(a) Ships over 100 metres but not exceeding 150 metres in length As for paragraph 5.7.3.1 (a) above (b) Ships over 150 metres in length

As for paragraph 5.7.3.1 (b) above

5.7.3A.2 Tabular freeboard less than B-60 but not less than B-100

(a) Ships of over 100 metres but not exceeding 150 metres in length Such ships must be capable of surviving damage to anyone transverse bulkhead throughout the length of the ship such that two adjacent fore and aft compartments are flooded simultaneously, neither of which is the machinery space. (b) Ships over 150 metres in length Such ships must be capable of withstanding the flooding of the machinery space alone or the damage specified in paragraph (a) above.

5.7.4 Assumptions to be made when undertaking flooding calculations for ships built before 8 June 2000 When undertaking flooding and damage stability calculations, account should be taken of the following assumptions and conditions which are additional to those contained in the Regulations.

5.7.4.1 While the flooding envisaged in Type B ships is clearly stated to have been caused by damage this fact is not evident in the case of Type


A ships. Nevertheless for these calculations the cause of flooding in Type A ships should be assumed to have been produced by damage; the extent of damage being that laid down in Schedule 4 paragraph 5(7) for Type B ships. 5.7.4.2 The ship should be assumed to have no trim when in the intact condition prior to flooding. 5.7.4.3 Although the vertical extent of damage is in all cases only to be taken to the freeboard deck at side, the buoyancy of any superstructure or deckhouse in way of the damage shall be disregarded. 5.7.4.4 If in any transverse bulkhead there are steps or recesses of not more than 3.05 metres in length located within the extent of transverse penetration of damage as defined in Schedule 4 paragraph (7)(b) such transverse bulkheads may be considered intact and the adjacent compartments may be floodable singly. If, however, within the extent of penetration of damage there is a step or recess of more than 3.05 metres in length in a transverse bulkhead the two compartments adjacent to this bulkhead should be considered flooded. 5.7.4.5 If a double bottom, side or top tank is divided by a transverse bulkhead located more than 3.05 metres from a main transverse bulkhead, the adjacent double bottom side, or topside tank should be considered as flooded. If the topside tank has openings into the holds, such holds should also be considered as flooded. This provision is applicable even when such openings are fitted with watertight closing appliances. 5.7.4.6 Only main transverse watertight bulkheads which are spaced at least 3.05 metres + 0.03L. or 10.65 metres apart whichever is the lesser will be considered effective as watertight boundaries. Where transverse bulkheads are spaced at a lesser distance one or more of these bulkheads should be assumed as non-existent in order to establish the minimum space between bulkheads. 5.7.4.7 In considering the position of equilibrium after flooding for both Type A and Type B ships, in addition to the conditions laid down in Schedule 2 paragraph 1 for Type A ships and Schedule 4 paragraph 5(6) for Type B ships, it should be noted that the 'final waterline' is that reached taking into account sinkage, heel and trim. It is assumed that progressive flooding does not take place through openings which have watertight means of closing, e.g. openings closed by:

(a) manhole covers and flush scuttles complying with Schedule 2 paragraph 8(1); (b) hatch covers complying with schedule 2 paragraph 19 (i.e. small watertight type hatches);


(c) watertight doors which are securely closed while at sea and so recorded in the ship's log; (d) remotely operating sliding watertight doors; and (e) non-opening side scuttles complying with the appropriate requirements of BS MA 24:1974. In regard to items (c) and (d) openings in main transverse watertight bulkheads closed with watertight doors are permissible provided that:

(i) approval is sought from the MCA for their fitting; (ii) the number of such openings is the minimum compatible with the design and proper working of the ship; (iii) the size of any such opening is kept to the minimum consistent with its intended purpose; and (iv) such openings are as near as practicable to the centre line and in no such case outboard of the B/5 lines. Any piping, wiring etc. associated with the operation of watertight doors should also be kept at a minimum distance of B/5 from the ship's side.

5.7.4.8 If pipes, ducts or tunnels are situated within the assumed extent of penetration of damage as defined in Schedule 4 paragraph 5(7)(b) arrangements should be made so that flooding cannot thereby extend beyond the limits assumed for the calculations of the damaged conditions. 5.7.4.9 (a) In calculating the height of the centre of gravity in accordance with

Schedule 4 paragraph 5 (7)(d) account should be taken of corrections for free surfaces of liquids. In calculating the free surface correction it should be assumed that, for each type of liquid, at least one single centre line tank or each of a transverse pair of tanks has a free surface. Any tank taken into account should be that where the effect of free surface is greatest. Remaining tanks should be assumed either completely empty or completely full, and the distribution of consumable liquids between these tanks should be arranged so as to obtain the greatest possible height above the keel for the centre of gravity. (b) The free surface effect in compartments containing fluid cargoes which may exist in the normal full load condition should be taken into account. (c) Weights should be calculated using the following specific gravities:


Salt Water 1.025 Fresh Water 1.000 Oil Fuel 0.950 Diesel Oil 0.900 Lubricating Oil 0.900

(d) Tanks situated in the machinery compartments and designed to contain consumable liquids such as fuel oil, diesel oil, lubricating oil and fresh water, should be assumed not floodable, unless the heeling moment due to unsymmetrical flooding of these tanks is appreciable (i.e. producing an angle of heel in excess of that stated in paragraph 5.7.5.2.

5.7.4A Assumptions to be made when undertaking flooding calculations for ships built on or after 8 June 2000 These are fully detailed in Schedule 2, paragraph 1 and Schedule 4, paragraph 5.7.5 Requirements in the flooded condition After flooding the ship must be capable of remaining afloat in the following condition of equilibrium:

5.7.5.1 The final waterline after flooding should be below the top of any ventilator coaming, the lower edge of any air pipe opening, the upper edge of the sill of any access opening fitted with a weathertight door and the lower edge of any other opening through which progressive flooding could take place. 5.7.5.2 The angle of heel due to unsymmetrical flooding should not normally exceed 15 degrees but if no part of the deck is immersed an angle of 17 degrees may be accepted. 5.7.5.3 In the case of symmetrical flooding the metacentric height (GM) calculated using the constant displacement method should have a positive value of at least 50mm in the upright condition after flooding. 5.7.5.4 The residual stability should not be less than that indicated by the statical stability curve shown in Figure 10.

5.7.5A Requirements in the flooded condition for ships built on or after 8 June 2000 These are fully detailed in Schedule 2, paragraph 1. 5.7.6 Information to be presented from flooding calculations In cases where flooding calculations are required as a condition of assignment of freeboard, i.e. under Schedule 2 paragraph (1) or Schedule 4 paragraph 5(3),


A-the final angle of heel should not exceed 15 degrees (or 17 degrees if paragraph 5.7.5.2 applies). B-the maximum height of righting lever (gz) should not be less than 0.1 metre. C-the range of positive stability should be not less than 20 degrees. (5) and (6), the MCA will require the following information to be included in the Stability Information Booklet:

5.7.6.1 a statement indicating the condition of the ship prior to flooding. This should include the displacement and the centre of gravity of the ship in the light condition. These values must be examined carefully to see that they relate to the results obtained from either the inclining test or detailed weight calculation; 5.7.6.2 a small scale plan showing the compartments assumed to have been flooded (see Figure 11); 5.7.6.3 a statement indicating the method of calculation that has been employed to obtain the final results; 5.7.6.4 A statement and small scale sketches giving the condition of the ship after flooding indicating:

(a) the draughts of the final trim (see Figure 12); (b) the final angle of heel, if any, or if the ship remains upright after flooding the value of the metacentric height (GM) (see Figure 13); and

(c) The proximity of the final trim line to the nearest opening through which progressive flooding could take place (see Figure 13);


5.7.6.5 a curve of residual stability for the final condition of flooding (similar to Figure 10); and 5.7.6.6 a cautionary note on any condition of loading that could be rearranged without affecting the freeboard where such a rearrangement, e.g. filling of central compartments instead of wing compartments, would place the ship in a more onerous condition should collision damage be sustained.

Typical sketches and data to comply with paragraph 5.7.6.

Details of damaged compartment

Location of compartment

Weight of flood water

V.C.G

Vertical moment

L.C.G

Longitudinal moment

T.C.G

Transverse Moment


5.7.7 Information for the guidance of fire fighting personnel Surveyors should impress upon ship owners the value of providing additional information for the guidance of ship's officers, fire brigade officers, and other personnel who may be engaged in fighting a fire on board ship. It is recommended that such information should indicate the effect on the ship's stability of the large volumes of water that might be pumped into the ship during fire fighting operations. 5.8 Examination and Approval Procedure The administrative procedures to be followed by surveyors dealing with stability approval are contained in documented MCA procedures which should be used in conjunction with this section. 5.8.1 New ships The procedure for the examination and approval of stability data to ensure that it meets the requirements detailed in paragraph 5.1.1 should be as follows:

5.8.1.1 Checking of hydrostatic particulars, cross curves of stability (Schedule 6, paragraph 9) and the capacity and centre of gravity of all spaces should be progressed by the Surveyor during the ship's construction. The Stability Declaration (form FRE 14) should be completed concurrently with the foregoing. Whenever this basic information has been obtained by using a computer program both the input and output data should be examined and agreed by the Surveyor. 5.8.1.2 As the ship nears completion an inclining test, conducted to the satisfaction of the Surveyor should be held to determine the displacement and the position of the centre of gravity of the ship in the light condition. See Part 6 "Notes for Guidance for Carrying Out an Inclining Test". 5.8.1.3 When examining the Stability Information Booklet the Surveyor should ensure tha t:

(a) The free surface effects of liquids have always been taken into account. All service tanks. i.e. those containing fuel or lubricating oil and feed or fresh water, which are required for immediate use should be assumed to be slack and a free surface correction made. When tanks are stated to be approximately 98% full they should be assumed to be slack and a free surface correction applied. Where the shipbuilders or their consultants indicate to the Surveyor that the application of a full free surface correction would be an unrealistic a lesser correction may be applied subject to agreement by Headquarters. A correction should also be applied for the liquid in a stabiliser tank wherever such a tank is fitted.


(b) The stability characteristics for a ship designed to operate with a large trim has been evaluated in the actual trimmed condition. (c) It does not contain conditions of loading that have been evaluated using a mixture of imperial and metric units. (d) In the case of small ships there is included a table or graph giving the maximum dead-weight moment and/or minimum metacentric height (GM) values for given draughts, as recommended in paragraph 5.8.4.

5.8.1.4 When the Surveyor has completed the examination of the stability information (and flooding calculations where appropriate, see paragraph 5.7.5, and is satisfied that it meets the MCA requirements, arrangements should be made for at least three copies of the information to be given formal approval and complete form FRE 14. 5.8.1.5 (a) Once the stability information for a particular ship has been formally

approved the appropriate Assigning Authority should be informed by letter. This letter should also indicate the assigned freeboard and the corresponding summer load draught.

(b) Additionally, if the ship has been assigned a freeboard which entails flooding calculations or is required to comply with Regulation 33, a further copy of the Stability Information Booklet should be obtained and forwarded to the Assigning Authority.

5.8.1.6 The Surveyor should arrange for one copy of the approved stability information to be returned to the shipowner together with instructions for it to be placed and retained on the ship for the guidance of the master. The shipowner should be requested to acknowledge receipt of the information. 5.8.2 Existing ships The procedure for the examination and approval of stability data should be as indicated in paragraphs 5.8.1.1 to 5.8.1.6 inclusive. In all cases where substantial structural alterations have taken place since the last documented inclining test was carried out, a new inclining test should be carried out. 5.8.3 General information In order to standardise the form of presentation and to expedite the examination and approval of stability data, it is recommended that the Model Stability Information Booklet format should be used (see Annex 1).


5.8.4 Simplified stability information for small ships

5.8.4.1 As a result of the capsize of a small ship when the improperly loaded cargo shifted it is recommended that Owners should endeavour to have their ships comply with the statutory intact stability criteria even when not required to do so by law. 5.8.4.2 It is also recommended that the presentation of stability data should be simplified, particularly on small ships. An acceptable method of presentation is shown in the Model Stability Information Booklet at Annex 1. The provision of maximum permissible vertical dead-weight moments tabulated or plotted against draught is particularly useful for ships carrying deck cargoes.

MSIS003/PART 6/REV 1.01 PAGE 1

PART 6

NOTES FOR GUIDANCE FOR CARRYING OUT AN INCLINING TEST

6.1 Introduction

6.1.1 These notes are intended to provide practical guidance in order to minimise inaccuracies and ensure that the information derived from the inclining test provides a satisfactory basis, acceptable to the MCA or delegated Authority, for the determination of the ship's stability characteristics.

6.1.2 It is appreciated that the following recommended procedures for inclining tests cannot always be achieved and equally efficient alternative procedures may have to be adopted to suit particular circumstances.

6.1.3 For small ships where it is considered impracticable to adopt procedures as given in these notes, advice may be sought from Headquarters.

6.1.4 The inclining test must be witnessed by a Surveyor of the MCA or delegated Authority.

6.1.5 Advice on the procedure when an inclining test may be dispensed with in certain circumstances is contained at paragraph 6.4 below.

6.2 Preparations for Test

6.2.1 Preliminary meeting with builders/owners

6.2.1.1 The Surveyor should inspect the ship shortly before the test to satisfy himself that the ship will be in an acceptable condition. If this is not so the Surveyor may require that the test be postponed.

6.2.1.2 An opportunity should be taken to discuss and confirm arrangements for the test with the Builder/Owner with particular regard to the following:

(a) Inclining weight data:

(i) type, amount and position on board; (ii) method of handling weights; and

(iii) anticipated maximum angle of heel to each side from upright.

(b) Pendulums; approximate location and length.


(c) Stabilograph or similar instrument; calibration and position.

(d) Condition of tanks and approximate trim; consideration being given to practical measures to minimise the free surface of liquids, excessive trim or initial heel.

(e) Draught marks:

(i) should have been checked on the building berth or in dry dock by the Surveyor from the MCA or delegated Authority as appropriate;

(ii) keel sight readings indicating the baseline from which the draught marks have been measured should be available for reference;

(iii) whether a plastic damping tube with engraved scale would be of assistance in reading marks if the water surface is likely to be disturbed;

(iv) whether suitable datum marks required to be established should the draught marks be inaccessible e.g. when there is a flat overhang at the stern;

(v) that a recently calibrated hydrometer with suitable density bucket is available; and

(vi) that a suitable small boat is available.

(f) Degree of completion:

(i) items to be added;

(ii) items to be deducted;

(iii) items to be relocated; and e

(iv) removal of debris and overall cleanliness.:

(g) Location and timing:

(i) the test should be carried out where possible in a wet dock basin to provide stable conditions and minimise disturbance from passing craft;

(ii) where the test may be affected by a tidal stream or current it may require to be timed with a slack water period; and

(iii) there should be no risk of grounding during the test.


(h) Specialised ship types:

(i) hopper and suction dredgers; where underwater hopper doors, dump or suction valves are fitted, their closed or open position should be established;

(ii) oil rig drill ships; the relatively large windage may cause errors in observed deflections. (At an early stage, consideration should have been given in inclining the ship without the tower and correcting results by calculation); and

(iii) vehicle carriers with removable or hinged decks; the centre of gravity of the ship will require to be determined for two lightship conditions, and such decks will require to be adequately secured to prevent movement during the test.

6.2.2 Data required

6.2.2.1 Trimmed hydrostatic data should be available over an adequate range of draughts.

6.2.2.2 Tank layout plan, showing the locations of the sounding pipes, air pipes and access manholes.

6.2.2.3 Tank calibrations and capacities.

6.2.2.4 Length of sounding pipes, from striker to deck plate. This can provide a useful indication in event of a sounding pipe being blocked.

6.2.3 General condition of the ship

6.2.3.1 The ship should be complete or virtually so. An accurate list of items to be added, deducted, or relocated after the test should be prepared by the Builder/Owner and their weights and positions as recorded agreed by the Surveyor. Such items, however, should be reduced in number to the absolute minimum.

6.2.3.2 In conjunction with the person conducting the test, the Surveyor should inspect the ship to ensure that all items on the list at paragraph 6.2.3.1 above are accurately assessed and check that any omissions are taken into account.

6.2.3.3 The ship should be generally clean. Shipyard equipment, staging and debris should be removed as far as practicable.

6.2.3.4 Suspended weights including boats, anchors, derricks, vehicle ramps and decks etc. should be secured in their seagoing positions.


6.2.3.5 Tank top, open floored spaces and bilges in the machinery space and elsewhere should be clean and dry. Loose water and oil should be removed.

6.2.3.6 In general, machinery, refrigerated cargo and domestic piping systems, boilers and associated equipment should be at operating levels. In tankers the cargo deck lines should be drained off.

6.2.3.7 Keys to all locked compartments should be available.

6.2.3.8 In the inclining condition, it should be ensured that the ship has adequate positive stability.

6.2.4 Tanks

6.2.4.1 General

(a) The number of tanks containing liquids during the test should be kept to a minimum. As a guide the total weight of liquids should not exceed 25% of the lightweight. This may be exceeded where it is desirable to reduce the trim of the vessel.

(b) As indicated in paragraph 6.2.1.2(d) the disposition of all liquids required to be on board should be agreed by the Surveyor, prior to the test.

(c) Where it is agreed that particular tanks may contain liquid, these must either be pressed full or the level must be such that the free surface effect can be accurately determined. Slack tanks where permitted should comply with the 'slack' tank instructions given in paragraph 6.2.4.2 below. In passenger vessels the number of slack tanks is restricted to one pair for either oil or fresh water.

(d) All tanks not permitted to contain liquids during the test should be dry. (See also paragraph 6.2.4.4).

(e) Cross connections between port and starboard tanks containing liquids should be checked to ensure that the control valves are closed.

6.2.4.2 Slack tanks

(a) The free surface for slack tanks should be subject to agreement of the Surveyor. When these are not agreed and they are slack a free surface correction should not be allowed for in determining the lightship KG.

(b) Slack tanks should be limited to tanks with essentially rectangular form. Double bottom tanks should generally not be slack during the experiment.


(c) As a guide where tanks are permitted to contain liquids in accordance with sub-paragraph .2(a), above, deep tanks should be 20% to 80% full and double bottom tanks 40% to 60% full to ensure that a significant change in the dimensions of the free surface does not occur during inclining. The effect of trim should be taken into account when considering the configuration of the liquid surface.

(d) Tanks containing liquids of high viscosity should not be permitted to be slack since the free surface effect is impossible to determine. However, if such liquids can be heated to reduce viscosity then a free surface correction can be accepted at the Surveyor's discretion.

6.2.4.3 Pressed-up tanks

Such tanks are assumed to be completely full with no pockets or voids. In practice it is difficult to obtain a completely filled tank even assuming normal venting and air hole provision and free surface of unknown extent may occur in an apparently filled tank, see Figure 14. For this reason tanks required to be pressed up should be filled in advance of the test until the tank is completely full. Each tank should subsequently be topped up, the final topping up being carried out slowly and the tank ullage checked at intervals.

6.2.4.4 Empty tanks

(a) Where tanks are required to be empty, it is not sufficient to pump tanks until suction is lost. The manholes should be opened and empty tanks should be inspected. Final stripping should be performed with portable pumps where this is necessary. Narrow tanks such as peaks having sharp deadrise and negligible free surface may be exceptions to this.

(b) Proper safety precautions should be adopted before entering the tanks-See Merchant Shipping Notice No.M.1345 Re 'MS (Entry into Dangerous Spaces) Regulations 1988' and Code of Practice.

6.2.4.5 Identification of liquids

Liquids retained in tanks should be identified and their specific gravities determined.

6.2.5 Trim

6.2.5.1 Trim by the head or excessive trim by the stern should be avoided.

6.2.5.2 If tanks are to be pressed up, some trim by the stern will aid in venting and elimination of air pockets. A small trim will also facilitate


emptying tanks required to be empty. Where a number of tanks are permitted to be full, aftermost tanks should be pressed up first.

6.2.5.3 Any marked change in the shape of the waterplane when the ship is heeled during inclining such as may occur with a chine form or where the ship has 'flat' sections aft, should be avoided e.g. by modifying the trim so that the chine is immersed both when upright and heeled.

6.2.5.4 Hydrostatic particulars for the ship 'as inclined' should be calculated for the actual trimmed waterline unless the trim is not significant, when the particulars can be accurately obtained from the level keel hydrostatic information. A correction should be made for hog or stag as applicable.

6.2.6 List

6.2.6.1 As far as practicable the ship should be upright with the inclining weights in initial position.

6.2.6.2 A small initial list is acceptable but ideally this should not exceed one-half degree. Weights to correct list should be used where necessary.

6.2.7 Mooring arrangements

The ship should be moored so that it is floating freely during heeling in an adequate depth of water. The mooring ropes should be arranged so as not to restrict heeling. Ideally the ship should be moored bow and stern only, by as few lines as possible led parallel to the fore and aft axis.

6.2.8 Weather

6.2.8.1 It is desirable that the weather should be fine with little or no wind and with calm water conditions.

6.2.8.2 The effect of wind, current, wavelets, or difficult mooring conditions may affect results adversely due to:

(a) inability to measure draught and freeboards accurately;

(b) excessive or irregular oscillations of the pendulums; and

(c) variations in superimposed heeling moments. In poor or deteriorating weather conditions, the Surveyor will require to assess the situation and indicate whether he considers it necessary to discontinue the test.


6.3 Conduct of the Test

6.3.1 Supervision

6.3.1.1 Routine preparation, organisation and direction of the test is the Builder's/Owner's responsibility.

6.3.1.2 The Builder's/Owner's representative in charge should:

(a) make sure that the ship is completely prepared for the test in compliance with paragraph 6.2 above;

(b) have authority over all personnel participating in the test; and

(c) maintain close liaison with the Surveyor;

6.3.1.3 The Surveyor will personally verify:

(a) the adequacy of the ship's preparation and condition;

(b) that the mooring arrangements are satisfactory having regard to the weather conditions; and

(c) the accuracy of the test data accumulated and confirm its proper recording in the test report.

6.3.2 General

6.3.2.1 The minimum number of personnel should be on board during the test, and their same position maintained during the recording of the pendulum readings.

6.3.2.2 Shore gangways should be lifted during the test to minimise restriction of ship's movement and maintain control on the number of personnel on board during test. Power lines, hoses etc. connected to the shore should be kept to a minimum and those that are essential kept slack at all times.

6.3.2.3 Any appreciable quantities of snow or ice must be removed from the ship before the test.

6.3.2.4 If the inclining test is carried out at low water, checks should be made to ensure that the ship is not aground.

6.3.3 Test weights

6.3.3.1 The total weight used should be sufficient to produce an inclination of about 1 to 2 degrees to each side. Larger inclinations of up to 3 degrees may be necessary to provide measurable deflections of the pendulum on smaller ships. This will depend upon the hull form


and whether the waterplane shape changes during heeling. See also paragraph 6.2.5.3. The inclination should not exceed 4 degrees from the upright zero position.

6.3.3.2 Generally, it will be most convenient to use 4 weight or sets of weights. These should be as near equal as practicable and be positioned symmetrically 2 each port and starboard.

6.3.3.3 The weights should be compact and of such configuration that the vertical centre of gravity may be accurately determined. Personnel are not an acceptable alternative to weights.

6.3.3.4 Each weight should be marked with an identification number and its weights. The Surveyor should confirm that the test weights have been verified by means of weighbridge or equivalent immediately prior to the test. Weight test certificates should be inspected and the Surveyor should be satisfied that the certificates remain applicable.

6.3.3.5 The weights should be positioned as far outboard as possible on the upper deck. The positions of the weights should be marked and arrangements made to ensure that they can be placed back in their exact original positions as the test progresses.

6.3.3.6 The transverse movement of the weights should be arranged so that there is no longitudinal change in the position of each weight which would affect the ship's trim.

6.3.3.7 The lifting arrangements should be such that the weights can be transferred rapidly once the test has started, to minimise delay and reduce the likelihood of encountering changing tide, current or weather conditions.

6.3.3.8 In general the use of water transfer between wing tanks is not acceptable. Exceptionally this method may be accepted in the case of large ships (e.g. VLCCs) where normal means of inclining are clearly 8 inappropriate and in which a large reserve of stability is clearly anticipated in the vessel's derived intact, damage and grain conditions.

6.3.3.9 Where water transfer is approved:

(a) the tanks used should have vertical boundaries well beyond the range of water surface movement during the test;

(b) the transfer should take place between tanks directly opposite one another to maintain the ship's trim;

(c) where gravity transfer is adopted, two tanks each port and starboard should be used with adequate head between each pair of tanks port and starboard to provide several movements;


(d) the specific gravity of the water transferred should be checked;

(e) the pipe lines used for shifting the water should be full on commencement. The isolating valves should be checked for tightness and strict valve control maintained during test;

(f) ullage boards should be fitted to enable the level of water in each tank involved to be measured before and after each shift and recorded in test report; and

(g) final calculation should take account of the reduction in KG during he test due to the transferred layers of water.

6.3.4 Pendulums

6.3.4.1 At least two pendulums should be used except as noted in paragraph 6.3.4.5 below. These should be located in separate positions in areas protected from the wind.

6.3.4.2 The pendulums should be as long as practicable. See typical arrangements in Figure 15. They should comprise good quality wire such as piano wire.

6.3.4.3 The deflections of the pendulum giving the reading for each individual shift of inclining weight should be sufficient to provide accurate results. A deflection for each shift of not less than 35mm would be expected.

6.3.4.4 Care should be taken that the trough is of adequate size to give ample margin beyond the maximum anticipated deflection and that the pendulum weight does not touch the bottom of the trough. The trough should be secured against accidental movement. Improved damping can be achieved by filling with oil rather than water.

6.3.4.5 In lieu of one of the pendulums referred to in paragraph 6.3.4.1 above:

(a) a stabilograph may be used. The Surveyor should ensure that the stabilograph has been regularly tested and require reports of such tests to be provided; or

(b) a u tube water level may be used. The ends of the level should be positioned as far outboard as possible. Arrangements should be made for a record of all readings (from both ends of the tube) to be obtained. Clear plastic tube should be used. and care should be taken to exclude all air bubbles and avoid topping up after commencement of test.


6.3.5 Draughts and Freeboards

6.3.5.1 Using the boat provided, draughts should be read immediately - before the test, with the gangway raised, and with the ship in the same condition as during the test.

6.3.5.2 Draughts should be read port and starboard at the forward and aft draught marks and freeboard or datum mark measurements obtained amidships to determine hog and sag. In cases where the ship's form makes the draught marks inaccessible or difficult to read, adjacent check measurements of freeboard to a suitable datum should be taken.

6.3.5.3 The longitudinal positions at which the draught readings are obtained should be recorded so that the necessary corrections can be applied in the inclining report.

6.3.5.4 For small vessels:

(a) freeboard may be utilised in lieu of draught measurements 8 after establishing the sheer profile relative to the keel. In addition to measurements at bow and stern, measurements should be obtained at convenient locations near the fore and fore and aft and port and starboard should be taken simultaneously; and

(b) when recording measurements, particular care should be taken that all persons who will be on board during the test, are disposed in the positions allocated.

6.3.5.5 The specific gravity of water in which the ship is floating should be checked using a hydrometer at the same time as the draughts are measured. Where necessary, readings at various depths should be obtained to ensure accurate assessment of the mean specific gravity. The hydrometer should be checked in fresh water before use.

6.3.6 Communications and Control

6.3.6.1 One person at a central control station should have complete control over all personnel involved in the test.

6.3.6.2 There should be efficient two-way communications between the person in control and:

(a) the weight handlers;

(b) each pendulum or deflection recording station; and

(c) the mooring attendants.


6.3.7 Weight movements

6.3.7.1 Following the initial zero reading, the standard test should preferably involve at least 8 weight movements, and in no case less than 6 weight movements. Thus, where W is the total weight on each side of the ship: Shift Movement Zero reading 1 W/2 tonnes P to S 2 W/2 tonnes P to S 3 W/2 tonnes S to P 4 W/2 tonnes S to P (zero check) 5 W/2 tonnes S to P 6 W/2 tonnes S to P 7 W/2 tonnes P to S 8 W/2 tonnes P to S (zero check)

6.3.7.2 At each weight shift, the pendulum readings should be marked on a wood batten, the deflection being measured from the previous shift mark.

6.3.7.3 As the test proceeds the standard of the results may conveniently be verified by plotting the shift moments against the deflection tangents or equivalents as indicated in Figure 16. The weight movements proposed should give a good spread of points but additional shifts should be carried out if necessary to minimise any error resulting from an appreciable 'Stagger'. All readings without omission should be shown in the test report. This recorded plot is to be included in the final inclining experiment report.

6.3.7.4 Weight movements should be made directly athwarthships so as to avoid a change in the ship's trim and should be maintained in the same horizontal plane above the keel, except where water transfer is permitted.

6.3.7.5 Checks should be made during the test to see that all personnel are in their agreed locations and that all mooring lines which should be slack, are in fact slack.

6.3.8 Test results

6.3.8.1 The Builder/Owner should provide the Surveyor with a detailed inclining test report which should include:

(a) a complete record of all test information, including the trace from the stabilograph if used and including movement shift plot of inclinations recorded;


(b) a statement providing a clear account if the condition if the ship as inclined. This should include all weights, with their centres of gravity, required to be added, deducted or relocated for derivation of the lightship condition; and

(c) calculations using the test date to determine the characteristics of the ship in the inclined and lightship condition.

6.3.8.2 The Surveyor should examine the test report for accuracy and completeness and immediately advise the Builder/Owner concerning any comments or disagreement with the report.

6.3.8.3 When the Surveyor has confirmed his satisfaction with the results of the inclining test and the accuracy of the report, the report should be used as a basis for the production of the stability information booklet (marked 'provisional') to be placed on board prior to the ship's departure on the maiden voyage.

6.3.8.4 A copy of the inclining test report should be included in the approved stability information booklet.

6.4 Dispensation from the Inclining Test Requirement

On receipt of a written request from the Builders/Owners, the Department or.deIegated Authority may agree to dispense with the inclining test for ships other than passenger ships, under provisions of Regulation 32(4)(a) and (b) of the Merchant Shipping (Load Lines) Regulations 1998, in the case of:

6.4.1 Sisterships

subject to:

6.4.1.1 the ships being under construction in the same shipyard;

6.4.1.2 the Surveyor being satisfied that the ships are similar in all respects (except as referred to in sub-paragraph (e) below);

6.4.1.3 the Surveyor being satisfied with the accuracy of the inclining test carried out on the first ship;

6.4.1.4 a lightweight check being carried out on each subsequent ship after the first ship;

6.4.1.5 small modifications capable of accurate assessment being taken into account by calculation; and

6.4.1.6 in the case of a series of sister ships (e.g. 3 or more), the Surveyor may subsequently require further inclining tests additional to that carried out on the first ship as checks on the effect of cumulative unspecified changes.


6.4.2 Large tankers or bulk ore carriers Subject to:

6.4.2.1 the lightship being based on that of a ship of similar design for which reliable information is available;

6.4.2.2 the ship's proportions and arrangements being such that a large amount of stability reserve is available above statutory minima in all probable intact, damage and grain loading conditions;

6.4.2.3 supporting calculations of the estimated lightweight and position of centre of gravity being provided;

6.4.2.4 a lightweight check being carried out on the subject ship; and

6.4.2.5 in the case of subsequent sister ships, the requirement for a lightweight check being at the discretion of the Surveyor. Small modifications capable of accurate assessment can be taken into account of by calculation.

6.4.3 Local agreement to dispensation

In the case of ships falling under paragraphs 6.4.1 or 6.4.2 inclusive being dealt with by the MCA, dispensation from inclining may be agreed locally by Marine Office subject to any case in doubt being submitted for the consideration of Headquarters.

6.5 Ships Transferring from Foreign to United Kingdom Registry

6.5.1 An inclining test should be carried out before the ship re-enters service, unless:

6.5.1.1 the report of the previous inclining test carried out before transfer is available and has been witnessed by a recognised Classification Society, flag administration or a senior naval architect employed by a Builder or Owner.

6.5.1.2 after examination the Surveyor considers the inclining test report is sufficiently detailed and acceptable in other respects and the Surveyor is satisfied that the report is applicable to the ship at the time of survey being in mind the type and age of the vessel.

6.5.1.3 a responsible representative of the Owner provides written confirmation that he has satisfied himself that the results of the last test are still valid for the ship in its present condition.

6.5.2 If an inclining test is necessary the draught marks need not be checked (as required by 6.2.1.2(e)) if documented confirmation of their accuracy is available.


6.6 Lightweight Check

6.6.1.The lightweight check should be carried out by the Builder's/Owner's representatives. The Surveyor may require to attend at his discretion.

6.6.2.Where applicable, the Surveyor should confirm with the builders that the ship is similar in all respects to the first sister ship for which a satisfactory inclining test or lightweight check report is available.

6.6.3.The same care should be exercised in carrying out the lightweight check, as applies to the inclining test. The relevant parts of the Notes for guidance apply.

6.6.4.After the lightweight check has been completed the builders should furnish the Surveyor with a report which includes details of the conditions of the lip, calculation of lightship displacement and longitudinal centre of gravity.

6.6.5.If the lightship particulars obtained from the lightweight check do not agree closely with the test results for the first ship, the subject ship should be ,inclined ie;

(a) weight within + or -2%; and

(b) LCG position within + or -1 % (measured from AP).

6.6.6 Where the lightship comparison is satisfactory, the lightship particulars from the inclining test or lightweight check report for the first ship may be applied to the subject ship and a copy of the report should be included in the stability information suitably endorsed to indicate an identical sister. Small modifications capable of accurate assessment may be taken account of by calculation. A copy of the lightweight check report should be kept in the file record

MSIS003/PART 7/REV 1.01/PAGE 1 OF 1

PART 7

MODEL STABILITY INFORMATION BOOKLET

7.1 Reference should be made to the Model Stability Information Booklet, reproduced at Annex 1.

PART 8

ADDITIONAL INFORMATION AND REQUIREMENTS RELATING TO PARTICULAR SHIP TYPES, CARGOES AND TRADING AREAS

8.1 General

Reference should be made to the Merchant Shipping (Carriage of Cargoes) Regulations 1999 (SI 1999/336), for requirements on the arrangements for specific ship types and cargoes, and also for details of the "Cargo Securing Manual" which is mandatory for most ships. See Marine Guidance Note MGN 107(M).

Types of Ship

8.2 Container Ships

8.2.1 General

Experience shows that there are two main problems associated with container ships which require consideration if the stability of any such ship is not to be seriously affected. They are:

8.2.1.1 failure of the container securing arrangements due to the combined effects of heavy weather, rolling, pitching and heaving; this could lead to the movement or total loss of containers with the resultant listing of the ship due to unsymmetrical loading; and

8.2.1.2 the large angles of heel which may be produced by beam winds upon the large lateral areas of these ships due to their high freeboard and the tiers of cargo containers likely to be stowed on the deck.

Accordingly Surveyors should pay particular attention to the following points when examining the stability of these ships:

8.2.2 Strength of container securing arrangements

When assessing the provision of securing arrangements builders should be advised to take into account the probable ship motions as given in the IMO Code of Safe Practice for Cargo Stowage and Securing, as amended. Alternatively direct calculation methods or model test data may be used.

8.2.3 Heeling due to strong beam winds

When the height of the lateral windage area measured from the load waterline to the top of the cargo containers situated on the weather deck is greater than 30% of the beam, the shipbuilders should prepare a curve of statical stability for the ship


In the 'worst service condition' having regard to paragraph 8.2.4. The windage area and its centre of gravity and lever to mid draught should be stated.

8.2.3.1 In this 'worst service condition' the following information should then be superimposed on the curve of righting moments:

(a) Ө1- the angle of heel under a steady wind load of 48.5 kg/ m2 applied to the lateral windage area, the lever for this moment being measured to an axis at mid draught; and

(b) Өdy- the angle of dynamic heel assuming a 15 degrees roll to windward from Ө1 " in association with a gusting wind condition which is 50% in excess of the steady wind condition in (a) above. An example is given at Figure 17.

8.2.3.2 The minimum values for the following angles of inclination for the immersion in still water should also be given:

(a) the upper deck edge-say Өde ;

(b) the openings which cannot be closed watertight-say Өf (i.e. angle at which flooding could occur);

It is not possible at present to lay down precise criteria for the relationship between these angles but the Surveyor should draw attention to any condition if:


The Surveyor should also report upon those constructional features which would allow the upper limits of Ө1 and Өdy to be accepted without placing the ship at a greater risk.

No allowance is to be given for the buoyancy of the containers stowed on deck in the derivation of the cross-curves of stability, and the centre of gravity of a container should be assumed to be at the geometric Centre or at an agreed lower point in the case of loaded containers for stability calculation purposes.

8.2.4 Formation of ice on exposed structures and containers

When container ships are likely to trade in areas where the formation of ice may be expected regard should be paid to paragraph 8.28 in conjunction with the foregoing.

8.3 Dredgers-General

Such ships are usually engaged in the dredging of sand and gravel from the sea bed for commercial use or the maintenance of channels in rivers or harbours and the dumping of spoil at sea.

8.3.1 Operating with hold spaces open

When these ships require to be assigned freeboards in accordance with the Regulations they may qualify for exemption from the provision to fit hatchway covers to their holds provided it can be shown to the satisfaction of Headquarters that when operating at that freeboard they cannot be overloaded and the stability and safety are not impaired when the hold is filled with water, cargo*, or a mixture of water and cargo (see paragraphs 8.3.1.1 to 8.3.1.4 below).

8.3.1.1 Loading arrangements

(a) As operational and weather conditions at sea may preclude the accurate checking of draught marks, it is essential to ensure that whenever cargo is being carried the maximum draught permitted cannot be exceeded.

(b) The maximum volume of cargo that can be carried should be determined by multiplying the total cargo dead-weight by the anticipated maximum saturated cargo stowage rate (it might be noted for dredgings lifted from the sea bed around the coast of the UK a stowage rate as low as 0.445 cubic metre per tonne (16 cubic feet per ton) saturated and 0.530 cubic metre per tonne (19 cubic ft per ton) drained has been recorded). If these calculations show that the maximum volume of cargo to be

* Cargo means either dredgings recovered for commercial use or spoil recovered in the maintenance of harbours and rivers

MSIS003/PART 8/REV 1.01/PAGE 3

carried is such that the cargo space (hold and coaming) is not completely filled when the ship is at the assigned freeboard, it will be necessary to introduce spillways in the hold or the hatch coamings or to provide other suitable means to prevent possible overloading.

8.3.1.2 Loading trials

A loading trial at sea will be required to prove the efficiency of the arrangements provided to prevent overloading on all ships which are not of the 'hopper' type, i.e. those not fitted with bottom doors in the shell or which do not have other means by which the cargo can be speedily jettisoned.

The Surveyor should witness and report upon such trials. The distribution and area of spillways provided should be sufficient to prevent an excessive build up of cargo in the hold and should also be capable of freeing any accumulation of water due to heavy seas breaking over the hatchway. To ascertain that the vessel is not overloaded during the trial it may be necessary to inspect the draught marks from a boat positioned alongside the ship, especially in ships which are not fitted with accurate draught indicators.

For this trial a cargo of the maximum density it is intended to carry should be loaded. The loading should continue to the point when solid material begins to overflow through the spillways prior to the commencement of draining the cargo. At no stage during the trial should the draught associated with the assigned freeboard be exceeded.

8.3.1.3 Investigation of stability

The following 'spill out' method should normally be adopted to investigate the stability of these ships. This method takes account of the spillage of saturated cargo and water overboard as the ship heels and may be developed either by direct means or by computer as indicated in sub-paragraphs (a) and (d). Where however an owner can demonstrate that this method is not wholly appropriate to a particular case the MCA will be prepared to consider an alternative method of investigating the stability of the ship.

(a) When the investigation is done by direct means curves should be prepared for the ship at various angles of inclination (see Figure 18) representing:

- the effective volume of the cargo hold to the top of the hatch coaming;

- the cargo heeling lever (y); and

- the KN lever, i.e. horizontal distance between the keel and the centre of buoyancy.

MSISO03/PART 8/REV 1.01/PAGE 4

MSIS003/PART8/REV 1.01/PAGE 5

(b) In developing these curves the cargo surface should normally be assumed to remain horizontal (i.e. parallel to the sea level) and to be touching the top of the hatch coaming. The Surveyor should be satisfied that unrestrained flow will take place over the coaming and no ensuing build up on deck will occur due to constraining structural items. The provision of adequate spillways in order to prevent over-loading and to assist drainage of shipped water is one of the requirements for dispensation from fitting hatch covers. These should not be regarded as effective in rapidly releasing cargo at large angles of keel. The KN lever curve (i.e. cross curve) is derived from calculations which assume that the top of the hold is open and that the buoyancy above the level of the horizontal cargo surface beyond the line of the hatch coaming does not exist (see Figure 19).

(c) An allowance may be given for all erections which have weathertight means of closure and comply with Schedule 6, paragraph 9(4) and (5). The stability conditions prepared for the vessel should include an allowance to take account of the maximum water and sand/gravel in the landers, screens and flumes during dredging operations in the arrival condition. The suction pipes suspended in their operating positions overside and containing spoil should also be taken into account in order to determine whether any substantial difference in vertical moment exists when compared with the pipes in their normal stowed position. In the inclining test account should be taken of the below-water suction pump intakes. The water should be excluded from the intakes or appropriate allowance made.

With this information, curves of righting levers (GZ) for various loaded conditions can be prepared. The initial stability of the ship in the upright condition should be calculated in the normal manner with the metacentric height (GM) corrected for the effect of all free surfaces including that in the main cargo hold where account should be taken of the actual density of the contents therein; normally a specific gravity the mean of that for saltwater and the cargo will be acceptable. This method of investigating the stability characteristics is illustrated by a typical calculation.

MSIS003/PART8/REV 1.01/PAGE 6

MSIS003/PART 8/REV1.01/PAGE 9

MSIS003/PART 8/REV1.01/PAGE 10

Also, in Figure 22 the point of intersection of the curves VAand V, or VB and (V- u) indicates the angle θs at which the margin line (top of hatch coaming) is submerged for the particular loaded condition V.

Stage 3

Curves of VA x KNA, VB x KNB , U x Knc, W x Knc, v,w and KnC, are drawn in Figure 24, the values for VA x KNA and VB x KNB being obtained from Figures 22 and 23.

The difference between these curves will represent the 'moment of volume of load', ie:

(VA x KNA) -(VB x KNB) = U x KNC

Stage 4

Using the following formula:

( )W

KnSinKGWKNGZ COO ×+××

−=ωθ

the curve of righting levers (GZ) for a particular 'loaded' condition can now be developed observing that the values for KN of Hull Form A are used for angles of θ which are less than θs (angle at which the margin line is submerged) and of Hull Form B for angles of θ which are greater than θs so that:

KN values for angles of θ less than θs are those KNA values lifted at value V on Figure 23;

and

KN values for angles of θ greater than θs are those KNB values lifted at value (V - U ) on Figure 23. (These values have to be modified, however, to allow for the buoyancy given by the cargo that remains in the hold). Therefore KN values for angles of θ greater than θs are obtained by the formula:

) ( )(V

KnvKNvVKN CB ×+−

=

With this information all values and curves for any particular 'loaded' condition can be prepared (see Figure 25).

(Note Stage 4 and Figure 23 to derive KN levers and Figure 24 for KnC levers).


8.3.1.4 Stability information required

The stability of the ship is to be fully investigated, and the following minimum number of conditions should be calculated and presented in the Stability Information Booklet;

(a) light ship (if the ship is fitted with bottom doors water should be assumed to be in the hold space); and

(b) the arrival and departure condition for the ship loaded with:

- water ballast;

- cargo of the anticipated maximum density; and -cargo of the anticipated minimum density.

Due to the large volume of water and the resultant free surface effect which exists in the early stages of loading a suction type dredger a more onerous condition may then exist than when the ship is fully loaded. The GZ curves for the final conditions of loading should therefore have superimposed upon them curves indicating the statical stability of the ship in the early stages of loading i.e. when the hold contains only 1/3 of the intended load of dredgings plus the relative quantity of water.

(c) In a ship fitted with double bottom doors or other similar means of jettisoning cargo a condition to indicate the heeling effect should the doors on one side fail to open when the ship is


in its worst condition as regards to stability, e.g. as in paragraph 8.3.1.4(b) above.

8.3.1.5 Survey of hopper type ship

The Surveyor should ensure that in hopper type ships the bottom doors or other arrangements for the jettisoning of cargo are fitted with controls which are readily accessible for use in an emergency and these items should be regularly surveyed and seen to operate efficiently.

8.3.1.6 At least two cases of foundering whilst dredging for sea aggregate have been attributed to negligence in maintaining the integrity of the buoyancy spaces. The unique operation of such vessels involving the loading of cargo at sea should be accompanied by special care to ensure that all void spaces are checked at regular intervals during the loading operations as well as throughout the voyage to confirm that the bilge water is minimal: scrupulous use should be made of all means of preventing the entry of water. Efficient maintenance of all equipment associated with the integrity of these spaces should be ensured; in particular this applies to hatchway, ventilator and air pipe closures and bilge, ballast and dredging pipe systems. Where closing devices are in vulnerable positions secondary as well as primary means should be provided where practicable, e.g. ball valves and plugs for air pipes near the ship's side and screw down closure for non-return valves through the shell.

It is essential that Masters maintain constant vigilance to ensure that water does not get into void spaces even though special equipment has been provided for detecting flooding.

8.3.2 Operating with hold spaces closed

8.3.2.1 For ships designed to operate with their hold spaces closed with either hatch covers or by permanent means, the investigation of the stability by the 'spill-out' method is inappropriate. In such cases the normal free surface correction should be applied for the cargo in the hold (suitably amended for density) when calculating the stability for various conditions of loading.

8.3.2.2 The MCA is prepared however to consider dispensing with the free surface correction for the cargo in the hold provided either the shipbuilders or their consultants can show to the satisfaction of Headquarters that during the collection of dredgings the water content is removed expeditiously. In this case the ship's stability should be investigated by assuming the cargo of dredgings to shift as the ship rolls. The intact stability could then be considered adequate if after taking account of any cargo shift the following maintains:

(a) the angle of heel does not exceed 65% of the angle at which the deck edge is immersed in water; and


(b) the residual dynamic stability measured up to 30 degrees beyond that angle of heel is not less than 0.10 meter radian.

The cargo shift moments for anyone continuous section of the hold should be calculated as follows:

1 l

horizontal heeling moment = 12

p tan α ∫o

b3

l

*Vertical moment = 1

24 p tan2 α ∫

o

b3

Where l = length of section of hold

b = breadth of section of hold

p = density of cargo

α= surface angle shift (to be taken as 20 degrees).

The ship will be required to comply in all other respects with the requirements of paragraphs 8.3.1.1, .2, .4 and .5.

8.3.3 Less than statutory minimum freeboards

The MCA is prepared to consider applications for the assignment of a freeboard reduced to 5/8 (table B), 1/2 (Table B-60) or 1/2 (Table B-l00) subject to the minimum freeboard of 150 mm and to the following:

8.3.3.1 the strength of the ship being shown to be adequate at the draught associated with the decreased freeboard;

8.3.3.2 the ship being of the 'hopper' type, i.e. fitted with bottom doors in the shell or have other means of jettisoning the cargo quickly under all seagoing conditions and in an emergency. The cargo releasing arrangements on a ship assigned a freeboard less than 5/8 (Table B) should be capable of jettisoning sufficient cargo within 4 minutes to enable the requirements of sub-paragraph (e) below to be complied with. In each case details of the arrangements are to be submitted to Headquarters for examination and approval;

8.3.3.3 the operational limits (normally not exceeding 15 miles from land) and favourable weather (i.e. fine, clear settled weather with a sea state such as to cause only moderate foiling and/or pitching). Where other weather criteria are proposed, or a ship is to operate in foreign waters, reference should be made to Headquarters;

* This value divided by the ship's displacement will give the resultant rise in the ship's KG


8.3.3.4 the intact stability criteria given in paragraph 5.6 of these Instructions, being achieved at the proposed decreased freeboard; and

8.3.3.5 (a) in any ship where a freeboard equivalent to 1/2 (Table B- 60) is assigned, the ship being capable of surviving in a manner stated in paragraph 5.7.4 of these Instructions after sustaining damage to the total extent indicated in Schedule 4 paragraph 5(7) or 5(8) depending upon the date of build, and paragraphs 5.7.4.3 to 5.7.4.8 inclusive of these Instructions to anyone compartment, including the machinery space;

(b) in the case of a ship built before 8 June 2000 where a freeboard equivalent to 1/2 (Table B-100) is assigned, the ship being capable of surviving in a manner stated in paragraph 5.7.4 of these Instructions after sustaining damage to the total extent indicated in Schedule 4 paragraph 5(7) and paragraphs 5.7.4.3 to 5.7.4.8 inclusive of these Instructions to the machinery space alone, or to any other two adjacent fore and aft compartments;

(c) in the case of a ship built on or after 8 June 2000 where a freeboard equivalent to 1/2 (Table B-100) is assigned, the ship being capable of surviving in a manner stated in paragraph 5.7.4 of these Instructions after sustaining damage to the total extent indicated in Schedule 4 paragraph 5(8) and paragraphs 5.7.4.4 to 5.7.4.8 inclusive of these Instructions to anyone bulkhead such that any two adjacent fore and aft compartments are flooded simultaneously, except that such damage will not apply to the boundary bulkheads of a machinery space. Additionally such ships must be capable of surviving flooding of the machinery space alone;

(d) in the damage stability calculations it may be assumed that a proportion of the cargo is capable of being jettisoned immediately after the collision provided the cargo releasing arrangements are so designed that they will operate after the ship has sustained the total assumed damage.

(e) draught indicators being fitted to ships requiring freeboards of 1/2 (B-60) or less.

8.4 Dredgers-Bucket

8.4.1 When bucket dredgers and similar type ships undertake coastal or international voyages, either under their own power or under tow, special consideration should be given to the preparation of the ship for the intended voyage to ensure that there will be adequate stability. Surveyors should take into account the following:

8.4.1.1these ships usually have high ‘beam to draught’ ratios and relatively small freeboards;


8.4.1.2 owing to the large amount of top weight normally carried they are very susceptible to rolling;

8.4.1.3 the necessity to prepare a 'curve of statical stability' for seagoing conditions when investigating the stability characteristics; and

8.4.1.4 the following stability standard which is recommended as a minimum for such ships:

(a) the voyage freeboard should be sufficient to prevent the freeboard deck edge becoming immersed before an angle of heel of 12.5 degrees is reached;

(b) the range of stability should be at least 45 degrees;

(c) the maximum GZ value should be at least 0.61 meters; and

(d) the maximum GM value should be at least 1.22 meters.

8.4.2 Wherever any such ship is required to make an extended voyage details of the preparation of the ship and stability characteristics should be approved by the Marine Office;

8.4.3 The bucket ladder of a dredger not in service should be raised so that the lowest bucket on the ladder does not project below the underside of the keel. It is recommended that the weight of the ladder and associated buckets in such circumstances should be taken on an athwartship bar fitted across the bucket well. This will ensure that the ladder will not touch ground first on a falling tide and give rise to stability problems.

8.5 Mobile Offshore Drilling Units and Ships

8.5.1 Load line and stability (both intact and damaged) criteria for Mobile Offshore Drilling Units are contained in the Code for the Construction and Equipment of Mobile Offshore Drilling Units (MODU Code).

8.5.2 Ships specially constructed for drilling operations should satisfy the requirements of Regulation 32, Schedule 2 Part 1 paragraph 2 (2) and Schedule 6 for all conditions of operation, i.e. when proceeding to or from a drilling location, drilling afloat etc.

8.5.3 In addition it will be necessary to ensure that these ships comply with intact and damaged stability criteria contained in the (MODU Code).

8.6 Floating Cranes, Tin Dredgers, Grain Elevators and Units of Similar Type

Units of the above types have large top structures above the pontoon or freeboard deck and are not normally intended for sea service. Special attention should therefore be paid to the probable effect of strong winds upon the lateral


LOAD LINE INSTRUCTIONS

areas when such craft are required to make occasional coastal or international voyages and Surveyors should be guided by the following:

8.6.1 all practical efforts should be made to reduce the height of the centre of gravity to ensure that at an angle of 15 degrees, a vertical line through the KG would not lie beyond the line of the deck edge (see figure 28);



8.6.2 the ratio between the 'minimum capsizing moment' (as determined from the dynamical stability curve) and the heeling moment produced by a wind - pressure associated with the Beaufort Scale 10, i.e. 48.5 kg/m applied to the , lateral windage area (the lever for this moment being measured to an axis at mid-draught) should not be less than 1.75 (see figure 27);

8.6.3 the windage area, its centre of gravity and the lever to mid draught is to be stated in the stabiIity report;

8.6.4 when subjected to a wind moment equal to that in paragraph (b) above the craft should not heel to an angle where a vertical line through the KG (in the inclined position) would lie beyond the deck edge or to an angle of 15 degrees, whichever is the lesser (see figure 28); and

8.6.5 the final preparation of the unit prior to its departure should be to the Surveyor's satisfaction.

8.7 Fishing Boats which Carry Cargo

8.7.1 If the vessel is clearly no longer operating as a fishing vessel because no appropriate national certification is on board or there have been structural conversions from fishing capabilities to facilitate carriage of cargo other than fish or fishing gear has been removed or the vessel is for the time being carrying cargo other than fish, the vessel must be regarded as a cargo vessel.

8.7.2 In the case of a vessel built or adapted to carry live fish as cargo in a free-flooding hold it is appropriate to treat it as a load line exemption case. The operating conditions and stability characteristics would require special consideration and information and this should be obtained from Headquarters.

8.7.3 Fishery research vessels which are equipped for the catching of commercial quantities of fish should be required to satisfy intact stability criteria appropriate to such vessels.

8.8 High Speed Craft including Hydrofoils and Multi Hulled Craft

These vessels are generally subject to the Merchant Shipping (High Speed Craft) Regulation 5 and therefore should comply with the provisions of the International Code of Safety for High Speed Craft. Load line exemption certificates will normally be issued. Reference should be made to paragraph 1.8.3 and to International Code of Safety for High-Speed Craft: Instructions for the Guidance of Surveyors.

8.9 Passenger Ships

8.9.1 Passenger ships of Classes I, II and II(A), are required to comply with the relevant parts of the Merchant Shipping (Passenger Ship Construction: Ships of Classes I, II and II(A)) Regulations 1998 and the associated Merchant Shipping Notices in respect of stability, subdivision and damaged stability.


8.9.2 Passenger ships of Classes III to VI(A) are required to comply with Merchant Shipping (Passenger Ship Construction: Ships of Classes III to VI(A)) Regulations 1998 and the associated Merchant Shipping Notices in respect of stability, subdivision and damaged stability.

8.9.3 Ro-Ro passenger ships should additionally comply with the Merchant Shipping (Ro-Ro Passenger Ship Survivability) Regulations 1997.

8.9.4 The status of persons carried on United Kingdom ships

8.9.4.1 The legal status of persons on board a UK ship has come under close scrutiny; in particular the distinction between 'persons engaged on the business of the ship' and 'passengers'.

8.9.4.2 The current legal definition of a passenger is given in Regulation 2(2) of the Merchant Shipping (Passenger Ship Construction: Ships of Classes I, II and II(A)) Regulations 1998 which states:

in these Regulations the expression 'passenger' means any person carried in a ship, except:-

(a) a person employed or engaged in any capacity on board the ship on the business of the ship;

(b) a person on board the ship either in pursuance of the obligation laid upon the master to carry shipwrecked, distressed or other persons, or by reason of any circumstance that neither the master nor the owner nor the charterer (if any) could have prevented; and

(c) a child under one year of age".

and 'passenger ship' means a ship carrying more than 12 passengers and propelled by electricity or other mechanical power".

8.9.4.3 The only persons who should be considered as being lawfully "employed or engaged on the business of the ship" are those over the minimum school leaving age (about 16 years) who:

(a) have a contractually binding agreement to serve on the ship in some defined capacity and which could include carrying out such duties under training or are:

(b) duly signed on members of the crew.

8.10 Sail Training Ships

The Code of Practice for Safety of Large Commercial Sailing and Motor Vessels contains the stability requirements for such ships over 24 metres in length.



8.11 Tugs 8.11.1 For tugs which proceed to sea and subject to the requirements of the Merchant Shipping (Load Line) Regulations 1998. The stability criteria to be achieved and approved by the MCA are as laid down in Schedule 2 Part 1, paragraph 2 of MSN 1752(M). 8.11.2 The MCA wishes to emphasise the danger of capsizing which may occur when the tow rope reaches a large angle to the centre line of the tug and therefore any tug cannot be slipped (a position commonly known as 'girting'). In vessels having towing hooks forward of the propulsion devices(usually rear amidships) girting may be difficult to recover from). Contributory causes leading to a capsize under such circumstances are:

- small freeboard - poor curve of righting levers - closing appliances to spaces leading below not secured.

In order to reduce the grave dangers associated with such conditions, particularly with smaller tugs engaged on harbour duties, the MCA make the following recommendations:

8.11.2.1 The design of the towing gear should be such to minimise the overturning moment due to the lead of the towline and that the towing hook should have a positive means of quick release which can be relied upon to function correctly under all operating conditions. It is desirable that the release mechanism should be controlled from the wheelhouse, the after control position (if fitted) and at the hook itself. The local control at the hook should preferably be of the direct mechanical type capable of independent operation. It is also essential that the greatest care should be taken in the maintenance of the towing gear at all times. In tugs where the propulsive thrust acts other than at the stern, special consideration should be given to the position of the tow hook or towing winch. 8.11.2.2 Openings in superstructures, deckhouses and exposed machinery casings situated on the weather deck, which provide access to spaces below that deck, should be fitted with doors which comply with requirements for weathertight doors contained in paragraph 1, Schedule 2 of MSN 1752(M). Such doors should be kept closed during towing operations. Engine room ventilation should be arranged by means of high coaming ventilators and air pipes should be fitted with automatic means of closure. 8.11.2.3 Stability criteria for tugs not subject to the requirements of the Merchant Shipping (Load Line) Regulations 1998: In the normal working condition, the freeboard should be such that the deck edge is not immersed at an angle of less than 10 degrees, and the GM in the worst anticipated service condition should not be less than:-


0.076K

f.CB

Where: K = 1.524 + 0.08L –0.45R

L = Length of vessel between perpendiculars (metres)

R = Length of radial arm of towing hook (metres)

f = Freeboard (metres)

CB= Block coefficient

Any existing tug which cannot attain the GM calculated in accordance with the above might nevertheless gain some improvement in her stability by having structures on the weather deck properly closed in accordance with paragraph 8.11.2.2 above.

8.11.2.4 In some cases where compliance with the recommendations in sub-paragraphs 8.11.2.2 and 8.11.2.3 above cannot readily be attained consideration should be given to:

- substitution of permanent ballast for water ballast and conversion of peak ballast spaces to dry spaces; and/or

- fitting a permanent device to minimise the possibility of the tow lead coming into the athwart position.

8.12 Safety of Towed Ships and Other Floating Objects.

8.12.1 The towage at sea of ships and other floating objects has become a common practice, particularly as offshore oil and gas reserves have been exploited and shipbreaking yards have developed the capacity to handle large ships. Many of these tows have been carried out in circumstances of potential danger to navigation and the environment. Various types of towing vessels have evolved to carry out these tows to ensure that, so far as is practicable, the operations are safe.

8.12.2 The Maritime Safety Committee of the International Maritime Organisation, in order to encourage high standards of safety in towing operations, has approved recommendations for such operations. These recommendations are drawn to the attention of all UK operators engaged in the towing of ships and other floating objects, as follows.

8.12.2.1 Planning

(a) The route to be followed should be planned in advance taking into account such factors as the weather, tidal streams and currents, and the size, shape and displacement of the tow and the navigational hazards to be avoided. Weather routing advice should be used where available. Careful consideration is to be given to the number and effective bollard pull of towing ship or ships to be employed.



(b) There should be a contingency plan to cover the onset of adverse weather, particularly in respect to arrangements for heaving to or taking shelter.

(c) Where the towing operation falls under the jurisdiction of an approved authority, any certificate issued should specify the intended route and indicate any special conditions.

8.12.2.2 Preparation

(a) Tows must exhibit the navigation lights, shapes and, if manned make the sound signals required by the International Regulations for Preventing Collisions at Sea, 1972 as amended. Due consideration should be given to the reliability of the lights and sound signals and their ability to function for the duration of the voyage. It is most desirable that a duplicate system of the lights be provided.

(b) Prior to sailing, the watertight integrity of the tow should be confirmed by an inspection of the closing arrangements for all hatches, valves, air pipes, and other openings through which water might enter. It should also be confirmed that any watertight doors or other closing arrangements within the hull are securely closed and that any portable closing plates are in place.

(c) The securing arrangements and weather protection for the cargo, equipment and stores carried on the tow should be carefully examined to ensure that they are adequate for the voyage.

(d) When appropriate, the rudder should be secured in the amidships position and measures taken to prevent the propeller shaft from turning.

(e) The tow should be suitable draught for the intended voyage.

(f) The tow should have adequate intact stability in all the loading and ballast conditions to be used during the voyage.

(g) The tow should be equipped with an anchor, suitable for holding the tow in severe weather conditions, that is securely attached to a cable or wire and is arranged for release in an emergency either by persons on the tow or who board the tow for this purpose.

(h) Life-saving appliances in the form of lifejackets and lifebuoys should be provided whenever personnel are likely to be on board the tow even if only for short periods. When personnel are expected to remain on board for longer periods



of time, liferafts should be provided. Other life-saving appliances, including distress signals, fire appliances and radio equipment, including means of communication with the towing ship, should be provided whenever the tow is continually manned.

(i) Boarding facilities should be provided so that personnel from the towing ship can board in an emergency.

(j) To reduce the risk of pollution, the amount of oil carried on the tow should be limited to the amount that is required for the safety of the tow and for its normal operations.

8.12.2.3 Towing Arrangements

(a) The towing arrangements and procedures should be such as to reduce to a minimum any danger to personnel during the towing operation.

(b) The towing arrangements should be suitable for the particular tow and they should be of adequate strength.

(c) The design and arrangements of towing fittings should take into account both normal and emergency conditions.

(d) Sufficient spare equipment to completely remake the towing arrangements should be available.

(e) Secondary or emergency towing arrangements should be fitted on board the tow so as to be easily recoverable by the towing ship in the event of a parting of the main towing wire or a failure of ancillary equipment.

8.12.2.4 The Towing Operation

(a) The towing operation should be in the charge of a competent towing master. Other towing personnel should be suitably experienced and sufficient in number.

(b) The tow should not proceed to sea until a satisfactory inspection has been carried out by the towing master and, when considered to be necessary, by another competent person, of the towing vessel, towage arrangements on the tow and towing equipment.

(c) In special cases, where particular circumstances or factors signify a increased risk to the tow, or where the risk cannot be evaluated on the basis of seafaring and nautical knowledge and experience alone, the towing master should apply for survey in accordance with the guidelines of a competent organisation or authority as appropriate.



(d) In the special cases referred to in 4.3, coastal state authorities should be informed in advance of a tow, after departure, coast radio stations or coastguard should be kept informed of the progress.

8.12.2.5 In an emergency

(a) Should the tow present a direct danger to navigation, offshore structures or coastlines through breaking adrift or for some other cause, the master of the towing ship is obliged by the Merchant Shipping (Navigational Warnings) Regulations 1996 (SI 1996 No. 1815) to communicate the information by all the means at his disposal to ships in the vicinity, and also to the competent authorities at the first point on the coast with which he can communicate.

(b) In all cases, the arrangements for recovering the tow, should it break adrift, are to be made in accordance with good seamanship bearing in mind the seasonal weather conditions and areas of operation.

8.12.3 When a manned tow is planned, the MCA should be advised in good time. It will be necessary to comply with all statutory safety requirements including those for life-saving appliances, fire appliances and radio.

8.12.4 Whether manned or not, any vessel towed to sea must be issued with a load line or load line exemption certificate unless it is a warship, a fishing vessel, a pleasure vessel not engaged in trade, an unregistered Government ship or a vessel exempt under the Merchant Shipping (Load Line) Regulations 1998, which is towed within the limits specified in respect of such exemption in Regulation 4. In those cases where a load line exemption certificate is not required, it is essential for the owner and the person in charge of the tow (the towing master) to ensure that the vessel has been properly prepared, in order that the voyage may be made in safety and without presenting a hazard to other shipping or offshore installations.

8.12.5 The exceptions listed in paragraph 8.12.4 above do not apply when such vessels are sold for breaking up and are no longed owned by Her Majesty's Government or registered under the Merchant Shipping Acts. Under those circumstances they will require to be issued with load line or load line exemption certificates.

8.13 Chemical Tankers

Requirements for damage stability of ships carrying dangerous chemicals in bulk are imposed by the Merchant Shipping (Dangerous or Noxious Liquid Substances in Bulk) Regulations 1996 and the Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations 1997.



8.14 Gas Carriers

Requirements for damage stability of ships carrying liquefied gases in bulk are imposed by the Merchant Shipping (Gas Carriers) Regulations 1994 and the Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations 1997.

8.15 Offshore Supply Vessels

Due to the hull form typically used for these vessels, intact stability criteria contained in IMO Resolution A 469(XII) may be substituted as an equivalence to Schedule 2 of MSN 1752(M).

8.16 Offshore Standby Vessels

8.16.1 These vessels attending offshore installations which are provided with enclosed reception areas into which survivors can be recovered from the sea are typically fitted with shell doors leading to a special watertight compartment close to the waterline.

8.16.2 In order to reduce the risk of serious flooding occurring whilst the shell door(s) is open, the following safeguards should be taken in respect on those operational UK stand-by vessels fitted with shell doors in the ship plating having the Survivor Reception Area on the freeboard deck. These safeguards are:

8.16.2.1 the minimum assigned freeboard (which may be treated as an all seasons freeboard) is not less than 600mm. Where, however, the access doors are fitted in a protected position clear of the shipside, or where due the sheer/trim the actual distance between the water line and the point of embarkation exceeds 750mm, consideration may be given to the assignment of a lesser freeboard;

8.16.2.2 the shell door(s) to be substantially constructed, fitted with efficient means of closure and with a sill of at least 150mm in height. In addition the shell door(s) to be fitted with an electronic device which indicates in the wheelhouse when it is in the open position;

8.16.2.3 The shell doors give direct access to the 'Survivor Reception Area' i.e. a totally enclosed water-tight compartment. Whenever practicable the means of exit from the Survivor Reception Area into the ship's accommodation spaces to be via vertically rising companionway. If this is not practicable an inward opening (i.e. into the Reception Area) weathertight door with sill of at least 600mm in height to be fitted in one of the enclosing bulkheads.

8.16.2.4 The Survivor Reception Area is provided with efficient means of drainage.

8.16.2.5 Telephonic communications are provided between the Survivors Reception Area and the wheelhouse.



8.16.3 Classification Societies have been asked to ensure that these safeguards are incorporated in any operational UK Stand-by Vessel before the issue of a Load Line Certificate.

8. 1 7 Pontoon Barges

8.1 7.1 Scope

A pontoon is considered to be normally:

- non self-propelled;

- unmanned;

- carrying only deck cargo;

- having a block coefficient of 0.9 or greater;

- having a breadth/depth ratio of greater than 3.0; and

- having no hatchways in the deck except small manholes closed with gasketed covers.

8.17.2 Stability Test

An inclining experiment is not normally required for a pontoon, provided a conservative value of the lightship vertical centre of gravity (KG) is assumed for the stability calculations. The KG can be assumed at the level of the main deck although it is recognised that a lesser value could be acceptable if fully documented. The lightship displacement and longitudinal centre of gravity should be determined by calculation based on draught and water density readings.

8.17.3 Stability drawings and calculations

8.17.3.1 The following information is typical of that required to be submitted to the MCA for approval:

(a) lines drawings;

(b) hydrostatic curves;

(c) cross curves;

(d) report of draught and density readings and calculation of lightship displacement and longitudinal centre of gravity;

(e) calculations of the lightship and vertical centre of gravity where an inclining test is not carried out;



(f) calculations demonstrating compliance with the intact stability criteria; and

(g) simplified stability guidance such as a loading diagram, so that the pontoon may be loaded in compliance with the stability criteria.

8.17.3.2 Calculations should take into account the following:

(a) no account should be taken of the buoyancy of deck cargo (unless buoyancy credit for adequately secured timber);

(b) special consideration should be given to such factors as water absorption (e.g. timber), trapped water in cargo (e.g. pipes), and ice accretion;

(c) assumptions for wind heeling effect calculations:-

- the wind pressure should be constant and for general operations be considered to act on a sol id mass extending over the length of the cargo deck and to an assumed height above the deck.

- the centre of gravity of the cargo should be assumed at a point mid-height of the cargo; and

- the wind lever arm should be taken from the centre of the deck cargo to a point at one half the draught;

(d) calculations should be performed covering the full range of operating draughts; and

(e) The downflooding angle should be taken as the angle at which an opening through which progressive flooding may take place is immersed. This would not be an opening closed by a watertight manhole cover or vent fitted with an automatic closure.

8.17.4 Intact Stability Criteria

In the case of vessels whose characteristics render compliance with paragraph 2(2)(c) of Schedule 2 of MSN 1752(M) impossible, the following criteria may be applied.

8.17.4.1 The area under righting lever curve up to the angle of maximum righting lever should not be less than 0.08 metre-radians.

8.17.4.2 The static angle of heel due to a uniformly distributed wind load of 0.54 kPa (wind speed 30m/sec) should not exceed an angle corresponding to half the freeboard for the relevant loading condition, where the lever of wind heeling moment is measured from the centroid of the windage areas to half the draught.



8.17.4.3 The minimum range of stability should be:

For L <100 metres 20 degrees

For L > 150 metres 1 5 degrees

For intermediate lengths by interpolation.

8.18 Multiple Pontoon Units

8.18.1 The use at sea of multiple pontoon units linked together is typically found in civil engineering projects in inshore waters. Subject to appropriate survey arrangements this type of unit may be dealt with by the issue of a load line exemption certificate. (See paragraph 1.8)

8.18.2 Having established the nature of the proposed activity, taking into account the area of operation, how the unit reaches the area, whether the unit is self-propelled or not and the number of personnel carried at each stage, the Surveyor should obtain from the Owners the following information:

8.18.2.1 plans showing the form of construction and general arrangements of the complete unit. Details of each type of pontoon and the means by which connections between pontoons are made;

8.18.2.2 the intended operating draught and displacement of the unit in its fully loaded condition;

8.18.2.3 calculations to show the stability of the unit when in its transit and working conditions.

8.18.2.4 details of any working procedures carried out whilst the unit is afloat or involving the use of "spuds" resting on the sea bed; and

8.18.2.5 details of any anchoring arrangements provided.

8.18.3 The initial survey of the unit for issue of the load line exemption certificate should comprise internal and external inspection of all component pontoons and their coupling links. The power unit, if any, should be surveyed as would be a conventional powered vessel under the load line regulations, paying attention to the protection of openings in the deck, coaming heights, ventilator and airpipe closures and shell inlets and discharges, all having regard to the intended service.

8.18.4 Having been satisfied with the matters described above, the Surveyor should ensure that the stability characteristics of the unit are established by witnessing a lightweight check carried out by a competent team. A trim and stability statement should be prepared, based on the results of the lightweight check. The minimum permissible freeboard in the loaded condition should be marked at amidships on each side of the unit by means of a "draught limiting mark" consisting of a painted white line 1800mm long by 150mm deep. Before proceeding to sea the unit should comply additionally with the following:



8.18.4.1 guardrails and stanchions should be fitted at the periphery of deck working areas;

8.18.4.2 all items carried on deck should be provided with efficient means of securing;

8.18.4.3 adequate lifesaving and firefighting equipment should be carried;

8.18.4.4 regulation light and sound signals should be carried with suitable power sources;

8.18.4.5 anchoring and mooring equipment should be carried;

8.18.4.6 appropriate navigation aids should be carried;

8.18.4.7 for units designed to be beached a ladder for embarkation should be provided; and

8.18.4.8 for units without self-propulsion the recommendations of paragraph 8.12 should be observed.

8.18.5 A regime of periodical inspection of the unit, for the purpose of annual review of the certification by the Marine Office, should comprise a formal agreement with the Owners as follows:

8.18.5.1 each pontoon intended for use at sea shall be maintained in sound structural and watertight condition and regularly examined by the Owners' Superintendent as follows:

(a) externally every two years;

(b) externally, with an air-pressure test before being used;

(c) externally immediately after being used;

(d) internally, with an air-pressure test every five years; and

(e) internally and externally each year in the case of a power unit, including closing appliances and shell fittings in the inspection.

8.18.5.2 the Owners should maintain the records of inspections, tests and repairs carried out on each pontoon. Copies of the records should be forwarded at annual intervals to the Marine Office, or earlier if a change of use is proposed.

8.18.5.3 When such a change is proposed the Owners should apply for a new load line exemption certificate, to the appropriate Marine Office in good time, stating in their application:



(a) the name/configuration of the unit, with copies of the inspection/maintenance records of each pontoon being employed;

(b) the place where and the time when the unit will be assembled ready for use;

(c) the intended area, period and nature of the new operation;

(d) details, including weights, of the items to be carried; and

(e) the maximum number of personnel to be employed on the unit whilst afloat.

8.18.5.4 The Surveyor should then check the Owners records to ensure they apply to the actual pontoons used, examine the pontoons externally, and in the case of a powered pontoon, internally as well. The marking of the unit and provision of equipment appropriate to the intended service should then be verified prior to the issue of the new certificate.

8.18.5.5 A similar procedure may be followed when a simple renewal without a change of service is required at an anniversary date.

8.18.5.6 The wording on the exemption certificate should include:

(a) the stipulated operating area, including any transit voyages;

(b) appropriate weather limits; and

(c) a prohibition on submerging the "draught limiting mark" at any time.

Types of Cargo

8.19 Ballast

All ships make occasional voyages in a ballast condition and the type of ballast (solid or liquid) carried will affect the ship's stability and is of particular concern to the Master. Regard should therefore be paid to the following:

8.19.1 liquid ballast e.g. water, oil or liquid mud should always be carried in preference to solid ballast, and when carried account must always be taken of the free surface effects;

8.19.2 the amount of ballast carried should be dependant upon the provision of adequate stability to ensure that the ship will be both safe and comfortable in a seaway;

8.19.3 solid ballast should always be trimmed level and, as even a well reputed type (e.g. pig iron) 'properly trimmed' shifts very rapidly when inclined to an angle of 30 degrees, shifting boards of adequate strength, properly supported and effectively secured, should be fitted;


8.19.4 solid ballast carried in the hold is less liable to shift than when carried in the 'tween decks or on open decks and only the minimum quantity necessary to prevent the ship from being unduly 'stiff' should be carried in these latter spaces. It is essential however to ensure that the ballast is so positioned that there is an adequate reserve of stability as this will have the effect of minimising any list which may result from a shift of ballast and will also improve the ship's performance against the dynamic forces of wind and weather; and

8.19.5 the fore and aft distribution of the solid ballast should be arranged to ensure the even distribution of weight throughout the ship and to avoid overloading the hatches and 'tween deck structures.

8.20 Coal in Bulk

8.20.1 Ships specifically designed for solid bulk cargoes are dealt with in the Merchant Shipping (Carriage of Cargoes) Regulations 1999, as amended.

8.20.2 If they have not been specially constructed to carry dry bulk cargoes due regard should be paid to the geometric proportions and cargo carrying capacity of ships carrying coal in bulk and to the grade of coal to be carried.

8.20.3 When the ship's proportions are less than those indicated in the following table the cargo should be adequately trimmed and during the winter months, i.e. October to April (inclusive) be so trimmed that the coal surface fore and aft and athwartships lies considerably below the angle of repose.

Registered breadth

‘RB’

Ships with double

bottoms in cargo holds

Ships with single bottoms in cargo holds

Metres RB/d ratio RB/d ratio

6.10

7.62

9.15

10.67

12.20

13.72

2.24

2.15

2.09

2.05

2.03

2.01

2.17

2.09

2.04

(Where d = draught to bottom of flat keel plate or, in ships with bar keels, draught to top of bar keel.)

8.20.4 When ships, particularly small ships, have (a), large cargo carrying capacities, (b) are fitted with hatchways whose breadths are less than 60% of the registered breadth of the ship and (c), carrying coal in the grades of nuts, peas or beans they should be provided with adequate means for limiting the shift of the cargo e.g. centre line shifting boards or wing boards.



8.21 Grain in Bulk

Refer to the Merchant Shipping (Carriage of Cargoes) Regulations 1999, as amended, which implement the International Code for the Carriage of Grain in Bulk

8.22 Specialised Cargoes of Iron, Steel or Wood Pulp

The following points should be observed and where appropriate shipowners should be advised accordingly:

8.22.1 steel or iron formed into regular shapes (e.g. plates, sections, pipes, coils and biIlets) should be stowed so as to prevent shifting. Overstowing with another suitable cargo is an effective way to secure such cargoes but where this is not possible they should be secured by the use of dunnage, shores or wires set up with rigging screws. When mixed cargoes, e.g. plates and pipes, are carried they should be stowed in a manner which will ensure that the vertical centre of gravity (KG) of the ship is as low as possible;

8.22.2 pig iron which is not overstowed or which does not cover the whole of 8 the compartment should be stowed in bins of adequate strength;

8.22.3 iron and steel swarf should normally be carried in closed steel drums in accordance with the Merchant Shipping (Carriage of Cargoes) Regulations 1999 but there is no objection to carriage of this material in bulk within the limited European Trading Area, subject to satisfactory inspection by a Surveyor. If proposals are received for bulk shipments outside the Limited European Trading Area, details should be submitted to Headquarters for consideration. It should be noted that these cargoes are liable to self heating when contaminated by oily rags or paper, or saturated with cutting oil etc; and

8.22.4 wood pulp should be carried only in compartments where the entry of water can be prevented. In particular, the air pipes and ventilators leading to such compartments must be effectively closed and protected against possible damage by deck cargo.

8.23 Mineral Concentrates and Ore in Bulk

8.23.1 Refer to the Merchant Shipping (Carriage of Cargoes) Regulations 1999, as amended. When carrying these types of cargo, in addition to complying with such regulations, the MCA has recommended that the Shipping Industry should comply with the IMO Code of Safe Practice for Solid Bulk Cargoes. The Code divides such cargoes as regards mechanical behaviour, into two groups which are considered below.

8.23.1.1 The first group consists of those materials which are relatively dry and whose tendency to shift is related to their internal frictional characteristics as represented by the natural angle of repose. When the natural angle of repose of the material exceeds 35 degrees no specific recommendations are considered necessary apart from adequate



trimming athwartships (but see paragraph 8.23.3 below for cement cargoes).

8.23.1.2 Therefore when cargoes are loaded in the lower holds only it is generally sufficient to trim out so as to fully cover the tank top and reduce the height of the peak. When in addition cargoes are loaded in the 'tween decks it becomes necessary to trim the cargo in the lower holds to a much greater extent. The cargo in the 'tween decks should be trimmed reasonably level and should extend over the whole compartment. If the natural angle of repose is 35 degrees or less particular attention should be paid to trimming and as many compartments as possible should be completely filled with cargo. When the 'case history' of the cargo indicates that shifting is probable, the need for shifting boards etc, should be judged against the ship's relevant intact stability characteristics (see paragraph 8.23.2 below).

8.23.1.3 The scantlings for any divisions it is proposed to fit should be based upon the density of the cargo.

8.23.1.4 The second group consists of those materials in which moisture is held in free suspension between the very small individual particles. When this free moisture content exceeds a critical level (usually expressed as a percentage by weight of the sample) the cargo, e.g. metallic concentrates, metal residues and coal slurries, may shift or flow under the stimulus of vibration and/or motion. Cargoes of concentrate or similar materials of the group may be loaded in any type of ship without additional consideration of the adverse effects of the presence of free moisture provided the actual 'moisture content' of the cargo does not exceed the 'safe transportable moisture limit.' For such cargoes the recommendations made under the first group for dry cargoes will apply to their natural angles of repose.

8.23.1.5 Where it is proposed to carry in specially suitable ships bulk cargoes having a 'moisture content' in excess of the 'safe transportable moisture limit' the prior agreement of Headquarters should be sought. The strength of the hull structure forming the boundaries of the cargo compartment, details of the intended cargo and the ship's intact stability characteristics in the anticipated loaded conditions should be examined (see paragraph 8.23.2 below).

8.23.1.6 At the time of loading there should be available for the inspection of the Master and/or the Surveyor approving the loading, two certificates of 'moisture content'; one showing the 'critical moisture content' and the other showing the 'actual moisture content' of the proposed cargo. The following definitions apply to cargoes in this latter group:

(a) 'moisture content' is the degree of moisture in the material and should be determined in accordance with the method prescribed in the IMO Code. If after the moisture content has been taken a cargo is subjected to adverse weather conditions,



e.g. snow or rain, a further analysis should be made before loading commences.

(b) 'critical moisture content' or 'flow moisture point' is the moisture level at which a 'flow state' commences and is determined by special laboratory test employing a vibration stimulus. (It is recommended that the manufacturer conducts these test at six monthly intervals).

(c) 'safe transportable moisture limit' is 90% of the 'critical moisture content'.

8.23.2 Where shifting of the cargo is probable (i.e. where the natural angle of repose is 35 degrees or less or where the moisture content exceeds the 'safe transportable limit' the intact stability of the ship may be considered adequate if, after taking account of any cargo shift, the following obtains:

8.23.2.1 the angle of heel does not exceed 65% of the angle at which the deck cargo is immersed in still water; and

8.23.2.2 the residual dynamic stability, measured up to 30 degrees beyond the angle of heel is not less than 0.10 metre-radians.

The cargo shift moments for anyone continuous section of the hold should be calculated as follows:

1 l

horizontal heeling moment = 12

p tan2 α ∫o

b3

1 l

*Vertical moment = 12

p tan2 α ∫o

b3

Where l = length of section of hold

b = breadth of section of hold

p = density of cargo

α= surface angle shift (this to be taken as 35 degrees minus the natural angle of repose or 20 degrees in the case of cargoes which exceed the safe transportable moisture limit).

These ships should always be in an upright condition prior to proceeding to sea and great care should be exercised when unloading to ensure that the stability always remains positive. Guidance notes concerning these points should be included in the Stability Information Booklet.

* This value divided by the ship's displacement will give the resultant rise in the ship's KG


8.23.3 Whilst cement normally has an angle of repose greater than 35 degrees, if it is loaded by an aerated process it is possible for the upper layer of cargo to move or 'flow' should the ship make any sudden movements before the cement has settled. A note should therefore be added in the Stability Information Booklet advising the master not to sail until sufficient time (about 1 hour) has elapsed to allow the cement to aerate and settle.

8.24 Timber Deck Cargo

8.24.1 In order to ensure that ships which are assigned timber load lines or are engaged in the carriage of timber deck cargoes maintain adequate stability during all the stages of their voyages particular regard should be paid to the following when preparing stability information:

8.24.1.1 the vertical distribution of the deck cargo;

8.24.1.2 the effect of strong winds which may normally be encountered in the trading area e.g. 48.5 kg/m2; (the windage area, its centre of effort and the lever to mid draught are to be stated in the stability information booklet) ;

8.24.1.3 the reduction in the displacement of the ship due to the consumption of fuel, stores and water producing a corresponding rise in the position of the centre of gravity;

8.24.1.4 the increase in the displacement and the resultant rise in the position of the centre of gravity due to the absorption of water by the timber cargo deck(a 15% increase in weight in the timber deck cargo due to this water absorption should be assumed when evaluating all arrival conditions); and

8.24.1.5 the formation of ice on the exposed structures and cargo (see paragraph 8.28).

8.24.2 In the preparation of cross curves of stability for ships assigned timber load lines or carrying timber deck cargoes the buoyancy of all structures given in Schedule 6 paragraph 9(2) and (3) may be taken into account. Furthermore, provided the timber deck cargo is properly secured and compactly stowed it may be taken as providing the ship with an additional measure of buoyancy as follows:

8.24.2.1 Single deck ships

The actual volume of timber carried on deck assuming a permeability of 25%.

8.24.2.2 Two deck ships

As for single deck ships. It should be noted, however, that it may not be necessary to take into account any buoyancy provided by the timber


deck cargo when the ship has a large freeboard as it is unlikely that such cargoes will be immersed at angles of less than 25 degrees.

In all cases the diagram of cross curves should carry a warning note stating that the values shown are only valid when the quantity of deck timber carried is at least equal to that for which the curves were developed and the timber is correctly stowed.

8.24.3 Whenever superstructures or timber deck cargoes have been used in the derivation of the cross curves of stability the actual trim should be taken into account in ships:

8.24.3.1 not fitted with a superstructure amidships; and

8.24.3.2 not carrying timber deck cargoes amidships.

8.24.4 when an allowance has been made for the buoyancy of a timber deck cargo two curves of righting levers (GZ) should be drawn; one with and one

without the allowance (see Schedule 6 paragraph 10(2)(c))

8.24.5 Curves of righting moments should be prepared showing the effects of strong winds and/or, in the case of ships trading in the areas indicated in paragraph 8.28, the formation of ice.

8.24.6 Due regard should also be paid to the Merchant Shipping (Carriage of Cargoes) Regulations 1999, as amended, and paragraph 8.26 below.

8.25 Vehicles on the Open Decks of Small Coastal Ferries (65 Metres in length or less)

In addition to such ships having adequate stability when vehicles are carried on their open decks it is essential that no uncontrolled movement of the vehicles can occur when the ship is in a seaway. When assessing the adequacy of the stability and the means for securing the vehicles Surveyors should be guided by the following: 18

8.25.1 Stability

The intact stability of the ship should at least fulfil the requirements of Schedule 2, paragraph 2(2) in any service condition no matter what arrangement of deck cargo is carried. The Surveyor should have regard to this and ensure that the Stability Information Booklet indicates the maximum quantity of deck cargo (i.e. vehicles, trailers etc) that may be carried for any given draught together with the maximum height above the keel at which this amount of deck cargo could be stowed. This quantity of deck cargo should be stated as a 'deck cargo vertical moment' relative to the underside of the keel and the Master should be provided with data suitably prepared to enable him to ascertain quickly the weight of deck cargo that should be carried and the value of the 'deck cargo vertical moment' for any particular condition of loading. In determining the 'deck cargo vertical moment' the height of the centre of gravity of vehicles should be assumed to be 2/3H, where H is the maximum height of the vehicle.



8.25.2 Vehicle securing arrangements

8.25.2.1 A vehicle exceeding 2 tons in gross weight should be provided with satisfactory means to prevent sideways tipping and transverse sliding (e.g. chains with 'elephants feet' attachments to deck'). The approximate maximum force likely to occur in any lashing used to resist tipping may be determined from the following formula:

W (O.47h -1 .2a) (a + b) sin Ө

where W = gross weight of vehicle

h = total height of vehicle a = half width of vehicle b = horizontal distance between the centreline of vehicle and the attachment of the lashing deck Ө = angle of lashing with the deck

The anti-tipping lashings fitted to vehicles of over two tonnes in weight should generally be adequate to cope with any tendency to slide transversely. In the case of articulated trailers carried without their towing units however the forward ends of the trailers should be supported on trestles or jacks which are to be fitted into sockets in the chassis and resting on friction pads on the deck unless diagonal lashings (i.e. port side to starboard side of deck and vice versa) are also provided. The appropriate maximum force in a lashing used to resist sliding may be determined by the formula:

O.2W cos Ө

where W = weight borne by the supporting device and Ө = angle of lashing with the deck

8.25.2.2 For a vehicle not exceeding 2 tons gross weight the Surveyor should either be satisfied that the movement of the vehicle will be restrained by the natural friction between the deck and the vehicle's tyres or ensure that adequate securing arrangements are provided (e.g. the wheels of the vehicle lashed to a fixed wire on deck). Full details of the appliances used to secure the vehicles on deck should be recorded on form FRE 7. Reference should be made to the general requirements given in the Merchant Shipping (Carriage of Cargoes) Regulations 1999, as amended, paragraph 5.8.4 and paragraph 8.26 of these Instructions.

8.26 Deck Cargoes-General

8.26.1 The stability information for ships normally intended to carry deck cargoes should include particulars of the ship in both the departure and arrival conditions when loaded to the summer load waterline carrying the maximum anticipated load of deck cargo (the extent and weight of the deck cargo to be


specified by the ship owner or his representative) and with all cargo spaces filled with homogenous cargo. It should be assumed that:

8.26.1.1 in the departure condition the total capacity of fuel and stores are carried; and

8.26.1.2 in the arrival condition 90% of the fuel and stores have been consumed.

Whenever the stability of a ship loaded as indicated above does not meet the criteria given in Schedule 2, paragraph 2(2) the case should be submitted to Headquarters for consideration as to the ship's suitability for the carriage of deck cargoes.

8.26.2 Where the intended deck cargo consists of heavy individual, e.g. vehicles, trailers, rail cars and large boxes, a cautionary statement should be included in the Stability Information Booklet advising the Master of the necessity to secure such cargoes in the most effective and efficient manner in order to prevent any movement of the deck cargo when the ship is in a seaway which would put the ship at risk.

When severe weather conditions (i.e. a sea state equal to or worse than that associated with Beaufort Scale 6) are likely to be experienced in service the following principles should be observed in the design of the deck cargo securing arrangements:

8.26.2.1 Suitable physical means (e.g. cross bracing at sides and ends using chain lashings fitted with rigging screw) to prevent the cargo, especially wheeled vehicles, from sliding or tipping should be provided.

8.26.2.2 Where practicable on vehicles having leaf type springs the total weight carried by the springs should be transferred from the axles to the deck jacks.

8.26.2.3 When cargo is carried on vehicles or trailers it should be securely attached to the chassis of the vehicle/trailer. The means of securing the cargo should include cross bracing at the ends to prevent it tipping when subjected to racking action.

8.26.2.4 (a) Lashings used to secure cargo vehicles should have a breaking load of at least 3 times the design load, the design load being the total weight of the cargo or the cargo plus vehicle subjected to the accelerations of:

0.7 'g' athwartships, 1.0 'g' vertically and 0.3 'g' longitudinally, relative to the principal axis of the ship.

(b) When sea state conditions worse than those associated with Beaufort Scale 6 are unlikely to be experienced in service,



a lesser standard of securing such items of cargo might be acceptable subject to approval by Headquarters. The equipment and fittings used to secure deck cargoes should be regularly maintained and inspected.

8.26.3 Reference should also be made to the general requirements given in the. Merchant Shipping (Carriage of Cargoes) Regulations 1999, as amended.

Trading areas

8.27 The St Lawrence Seaway and the Great Lakes

Ships trading in these areas may be subjected to the following wind and sea conditions during the midsummer and winter seasons:

8.27.1 wind speeds in excess of 53 kph measured on shore which are regularly recorded. These winds can occur very suddenly and are usually associated with steep short seas; and

8.27.2 wind speeds in excess of 96 kph coupled with seas having a wave height of 6 metres with 15 to 21 metres between crests which are occasionally recorded.

The stability information for the ship when loaded to a draught equal to the tropical to the tropical fresh water load line mark should therefore be prepared having regard to the foregoing. It is recommended that items 8.27.1 and 8.27.2 above should be included in the Stability Information Booklet as guidance notes to the Master.

8.28 Areas Where the Formation of Ice Should be Taken into

Account

8.28.1 A ship which may trade in such an area during winter should be in possession of stability information which indicates the effect of the formation of ice on the exposed hull, superstructure and deck cargo.

8.28.2 This effect should be taken as either a 'full icing allowance' or 'half icing allowance' depending upon the particular areas of operation. These allowances and areas of operation are as follows:

8.28.3 Full icing allowance

8.28.3.1 All exposed horizontal surfaces (decks, house tops and tops of deck cargo etc) should be assumed to carry an ice weight of 30kg/m2

8.28.3.2 To account for the weight of ice considered likely to form on all exposed vertical surfaces it should be assumed that this weight equates to that which would result if the lateral area of one side of the ship (and any deck cargo) above the waterline was subjected to an ice weight of 15 kg/m2.



8.28.3.3 The position of the centre of gravity should be calculated having regard to the respective heights of the assumed ice covered areas. In the case of the projected lateral area the effect of sundry booms, rails, wires etc (which will not have been included in the area calculated) should be taken into account by increasing the calculated weight by 5% and the calculated moment of this weight by 10%.

8.28.3.4 Areas where a 'full icing allowance' should be applied

(a) The area north of latitude 66°30N between longitudes 1 OOW and the Norwegian Coast.

(b) The area north of latitude 63°N between longitudes 28°W and 100W.

(c) The area north of latitude 45N between the North American continent and longitude 28W.

(d) All sea areas north of the European, Asian, and North American continents east and west of the areas defined in (a), (b) and (c) above.

(e) The Okhotsk and Bering Seas and the Gulf of Tatary. (f) All areas south of Latitude 600S.

8.28.4 Half icing allowance

This should be taken as one half of the full icing allowance.

8.28.4.1 Areas where a 'half icing allowance' should be applied

All areas north of latitude 61°N between longitude 28°W and the Norwegian Coast which are south of the areas which require a 'full icing allowance'. Other areas within the Seasonal Winter Zone (as defined in the Regulations) agreed between owners and the MCA when warranted by experience.

8.29 The Dangers of Flooding

8.29.1 Flooding is a constant source of danger to the safe and efficient operation of any ship.

8.29.1.1 Flooding has on various occasions caused contamination of fuel, and loss of engine power and damage to cargo.

8.29.1.2 In addition, flooding has caused fluidisation of cargo, loss of buoyancy, and loss of stability which in turn has caused serious listing sometimes leading to capsize and the total loss of the ship. Yet, as is often shown by subsequent investigation of the individual incidents and casualties, these dangers have not been appreciated or they have been



underestimated by those on board and therefore not always effectively guarded against.

8.29.2 In particular, it is essential to ensure that 'good seamanship' is always exercised regardless of the type of ship or its area of operation. As a consequence the MCA recommends that the operational procedures listed below should be adopted, whenever appropriate, on an individual ship basis.

8.29.2.1 Before departure, ensure that:

(a) cargo hatches, access hatches, weathertight doors in exposed positions, internal watertight doors and spurling pipes are effectively closed;

(b) void spaces are empty of any water resulting from leakage or inadvertent pumping operations;

(c) the bilge pumping system is in sound working condition; and

(d) all bilge alarms are fully operational.

8.29.2.2 Before departure, or as soon thereafter as possible, ensure that cargo loading doors and loading ramps are effectively closed.

8.29.2.3 During the voyage, in good or seasonal weather, make regular inspections to ensure that:

(a) the hatches, doors and loading ramps referred to above, remain effectively closed and are opened only in accordance with the explicit instructions of the master;

(b) the bilges in engine rooms and auxiliary engine rooms, especially if such rooms are normally unmanned, are free of water;

(c) the bilges in the cargo holds are free of water;

(d) the sea inlet valves and sea water circulating systems are in sound condition; and

(e) the vehicle spaces in ro/ro ships are free of water.

8.29.2.4 During the voyage, when heavy weather is expected:

(a) inspect the items referred to in sub-paragraph 8.29.2.3(a) above to confirm they are effectively closed; and

(b) where necessary, and provided this can be carried out without introducing other risks, close or protect ventilators and outlets to air pipes, particularly those to fuel oil tanks.



8.29.2.5 During the voyage, in heavy weather, and provided it is safe and practicable to do so, make frequent inspections of:

(a) unmanned engine rooms and auxiliary engine rooms;

(b) vehicle spaces in Ro/Ro ships;

(c) the fuel oil service tanks for the presence of water; and

(d) void spaces for the presence of water.

8.29.3 While adoption of the procedures described in paragraph 8.29.2 above will not necessarily prevent a ship from being flooded they should at least greatly reduce the risk of a dangerous flooding situation arising by permitting early corrective action to be taken. 'Check-off lists' would prove most valuable in ensuring the systematic application of the procedures listed above.



MSISO03/PART 9/REV 2.01/PAGE 1 OF 1 LOAD LINE INSTRUCTIONS

PART 9 LIST OF FORMS USED IN LOAD LINE ASSIGNMENT MSF 2000 formerly FRE 1 International Load line Certificate (1966) MSF 2001 formerly FRE 2 United Kingdom Load Line Certificate (1966) MSF 2002 formerly FRE 3 International Load Line Exemption Certificate (1966) MSF 2003 formerly FRE 4 United Kingdom Load Line Exemption Certificate FRE 6 Surveys for Freeboard (Computation of Freeboard) FRE 7 Record of Particulars Relating to Conditions of

Assignment FRE 8 Report of Scantlings of Steel Ships FRE 9 Report of Scantlings and Condition of Wood Ships FRE 10 Report on Survey for Load Line FRE 11 Details of Freeboards to be Marked FRE 12 Report of Annual Survey MSF 2004 formerly FRE 13 Draught of Water and Freeboard-Notice FRE 14 Stability Declaration. FRE 15 Computer Data

MSISO03/ANNEX l/REV 1.02/PAGE 1 OF 27

ANNEX STABILITY INFORMATION BOOKLET Foreword This document indicates the details which should be provided in the ship's "Stability Information Booklet" so as to ensure compliance with the Merchant Shipping (Load Line) Regulations 199B-see Regulations 32 and 33 and Schedule 6 of Merchant Shipping Notice MSN 1752(M). In an endeavor to "standardise" the presentation of stabiIity information submitted for examination and so expedite its assimilation and approval, the Maritime and Coastguard Agency (MCA) encourages all shipbuilders to adopt this layout (which has been developed following an analysis of the many varied presentations currently submitted) when preparing the "Stability Information Booklet" for their new constructions. Included in this booklet are also details of the Flooding and Damaged Stability requirements for certain types of ships assigned reduced freeboards;-see Regulations 29 and 30 and Schedule 2 paragraph 1 and Schedule 4 Part I paragraph 5.

MSISO03/ANNEX l/REV 1.01/PAGE 2 LOAD LINE INSTRUCTIONS

INDEX Page 1. General Particulars 2. Plans showing Cargo Spaces, Storerooms and Tanks 3. Special Notes Regarding the Stability and Loading of the Ship 4. Metric Conversions 5. Hydrostatic Particulars 6. Capacities and Centres of Gravity of Cargo Spaces, Storerooms, Crew and Effects 7. Capacities, Centres of Gravity and Free Surface Moments of Oil and Water Tanks (sheet l-Cargo Oil and Oil Fuel) 8. Capacities, Centres of Gravity and Free Surface Moments of Oil and Water Tanks (sheet 2-Engine Room and Fresh + Ballast) 9. Notes on use of Free Surface Moments 10. Container Ships-capacities and centres of gravity 11. Cross Curves of Stability (KN Curves) 12. Example showing use of Cross Curves (KN) 13. Deadweight Scale 14. List of Conditions required 15. Typical Condition Sheet 16. Statical Stability Curve for Condition Simplified Stability Information 1 7. General Note 18. Deadweight Moment Curve + Table 19. Typical Loading Sheet

MSISO03/ANNEX l/REV 1.01/PAGE 3

Damaged Stability 20. Flooding and Damaged Stability; requirements for Type 'A' and Type 'B' ships I 21. Flooding and Damaged Stability; requirements in the flooded condition 22. Flooding and Damaged Stability; information to be presented from flooding calculations 23. Flooding and Damaged Stability; typical sketches required


GENERAL PARTICULARS

Ships Name signal Letters Official Number Port of Registry Owners Name and Address Builders Name, Address and Ship Number Date Keel Laid Moulded Dimensions (in metres) Summer Load Draught (in metres) Block Coefficient Displacement (in tonnes) Deadweight (in tonnes) Gross Tonnage Net Tonnage .

MS

ISO

03/AN

NE

X l/R

EV

1.01/P

AG

E 5


General Precautions against Capsizing I 1. Compliance with the stability criteria indicated overleaf does not ensure immunity against capsizing regardless of the circumstances or absolve the master from his responstbilities. Masters should therefore exercise prudence and good seamanship having regard to the season of the year, weather forecasts and the navigational zone and should take the appropriate action as to speed and course warranted by the prevailing circumstances. 2. Care should be taken to ensure that the cargo allocated to the ship is capable of being stowed so that compliance with the criteria can be achieved. If necessary the amount should be limited to the extent that ballast weight may be required. 3. Before a voyage commences care should be taken to ensure that the cargo and sizeable pieces of equipment have been properly stowed or lashed so as to minimize the possibility of both longitudinal and lateral shifting while at sea, under the effect of acceleration caused by rolling and pitching.


SPECIAL NOTES REGARDING THE STABILITY AND LOADING OF THE SHIP 1. As this ship is required to comply with Schedule 2, Part 1 para. 2 of MSN 1752(M)

by the Merchant Shipping (Load Line) Regulations 1998, it is most important to ensure that in any sailing condition the stability complies at least with the following minimum criteria:-

Statical stability curve

A- area under curve up to 30 degrees to be not less than 0.055 metre-radians. B- area under curve up to x degrees to be not less than 0.09 metre-radians. C- area between 30 degrees and x degrees to be not less than 0.03 metre radians. x- 40 degrees or any lesser angle at which the lower edges of any openings in the

hull, superstructure or deckhouses which lead below deck and cannot be closed weathertight, would be immersed. .

E- maximum GZ to occur at angle not less than 30 degrees and to be at least 0.20 metres in height.

F- initial GM to be not less than 0.15 metres. In ships with timber deck cargo 0.05 metres will be permitted. The volume of timber deck cargo may be included in the derivation of the cross curves.

2. In order that the required minimum Bow Height is always maintained the forward draught should not exceed Other Items that should be mentioned as appropriate 3. Sequence of ballasting to ensure adequate stability throughout the voyage. 4. Warning about effects of strong winds upon ships carrying containers or deck cargoes, especially if trading in the Great Lakes. 5. Dangers of icing if engaged in Arctic Waters 6 Any special features regarding the stowage or behaviour of cargo to be carried.


METRIC CONVERSIONS Metric Equivalents The use of S I (Systeme Internationale) units is strongly recommended.

MULTIPLY BY

TO CONVERT FROM TO OBTAIN -

0.03937 MILLIMETRES INCHES 25.400 0.3937 CENTIMETRES INCHES 2.5400 3.2808 METRES FEET 0.3048 2.2046 KILOGRAMMES POUNDS 0.45359

0.0009842 KILOGRAMMES TONS(2240 Ibs.) 1016.047

0.9842 TONNES(1000 KG) TONS (2240 Ibs.) 1.016 2.4998 TONNES PER

CENTIMETRE (OF IMMERSION)

TONNES PER INCH (IMMERSION)

0.4000

8.2014 MOMENT TO CHANGE TRIM ONE CENTIMETRE (TONNES METRE UNITS)

MOMENT.TO CHANGE TRIM ONE INCH (FOOT TON UNITS)

0.122

187.9767 METRE RADIANS FEET DEGREES 0.0053 - TO OBTAIN TO CONVERT FROM MULTIPLY

BY ABOVE Relation between Weight and Volume 10 m.m. cubed = 1 cubic centimetre

1 cubic centimetre of freshwater (S.G. 1.0) = 1 gramme 1000 cubic centimetre of freshwater (S.G. 1.0) = 1 Kilogram (1000 grammes)

1 cubic metre of freshwater (S.G. 1.0) = 1 Tonne (1000 Kilos) 1 cubic metre of saltwater (S.G. 1.025) = 1.025 Tonnes 1 tonne of saltwater (S.G. 1.025) = 0.975 Cubic Metres

1 cubic metre = 35.316 cubic feet 1 cubic foot = 0.0283 cubic metres


NOTES ON USE OF FREE SURFACE MOMENTS I (Given in end column of tables on pages 11 and 12) Provided a tank is completely filled with liquid no movement of the liquid is possible and the effect on the ship's stability is precisely the same as if the tank contained solid material. Immediately a quantity of liquid is withdrawn from the tank the situation changes completely and the stability of the ship is adversely affected by what is known as the "free surface effects". This adverse effect on the stability is referred to as a "loss in G.M." or as a "virtual rise in V.C.G." and is calculated as follows:

Free Surface Moment Specific Gravity (tonnes metres) x liquid in Tank

Loss in G.M due to Free Surface Effects (in metres)

= Displacement of vessel in Tonnes

N.B. The "free surface effects" of a proportion of all oil-fuel, fresh water, feed- water and service tanks should be taken into account in both the Arrival and Departure Conditions.


CONTAINER SHIPS (Capacities and Centres of Gravity) When a ship is designed for the carriage of containers or pallets the following I information should be provided to enable the sailing condition to be calculated: (i) A 'Container Stowage Plan' showing the disposition and identification arrangement of every container. The size and maximum laden and unladen weight of the various types of container should be indicated. (ii) A 'Tabular Statement' giving the vertical and longitudinal geometric centres of each container in its stowed position.


LIST OF CONDITIONS REQUIRED The following intact conditions are required for every ship 1. LIGHTSHIP CONDITION This should indicate the items considered as a permanent part of the Lightship. Where permanent ballast is included 2 conditions should be indicated i.e. With Ballast and Without Ballast. 2. BALLAST CONDITION-Departure This should indicate a suitable sea-going ballast condition 2A. BALLAST CONDITION-Arrival 3. HOMOGENEOUS LOADING CONDITION-Departure For this condition all cargo spaces are to be filled with homogeneous cargo such that the ship is loaded down to the Summer load line. This condition will not be required on ships where it is clearly appropriate. The stowage rate should be clearly indicated. 3A. HOMOGENEOUS LOADING CONDITION-Departure and Arrival The arrival condition should indicate that the oil-fuel, fresh water and other consumable stores have been reduced to approximately 10% of their original quantities. 4. SERVICE LOADED CONDITIONS-Departure and Arrival There should be included in the Booklet at least one typical service condition with the ship loaded to the summer load line, and where appropriate the timber summer load line. 5. INFORMATION AS TO LOADING AND BALLASTING OF SHIPS In addition to the conditions listed above it will be necessary to provide in the Booklet guidance for the Master of any ship to which Regulation 33 applies (i.e. ships of more than 150 metres in length specially designed for the carriage of liquid or ore in bulk) to enable him to load the ship in a manner which will avoid the creation of unacceptable stresses in the structure. The maximum permissible stresses should also be indicated. This information is subject to the approval of the Assigning Authority issuing the Load Line Certificate. A copy of the Inclining Test Report will also be required.


SIMPLIFIED STABILITY INFORMATION A recommended method of presenting stability information in a simplified manner is shown on the next two pages. Either maximum permissable deadweight moments about keel or maximum permissable KG values may be presented; the use of deadweight moments is illustrated. If required, advice on the method of preparing such information can be obtained from any Marine Survey Office.


FLOODING AND DAMAGED STABILITY REQUIREMENTS FOR VESSELS HAVING LESS THAN "TABLE B" FREEBOARD Flooding and damage stability requirements General All ships which are assigned less than Table B basic freeboards should, if over 100 metres in length (or 150 metres where Table A applies), be capable of withstanding the flooding of one or more of their main watertight compartments when loaded to the summer load waterline-see Regulation 29 and Schedule 2 paragraph 1, and Schedule 4 paragraph 5(3), (5), (6) and (7) of MSN 1752(M).

Ships over 150 metres but not exceeding 225 metres in length Such ships must be capable of withstanding the flooding of anyone compartment, other than the machinery space, designed to be empty* in the summer load condition. The permeability of the compartment is to be taken as 95 per cent. Ships over 225 metres in length Such ships must be capable of withstanding the flooding of anyone compartment, designed to be empty* in the summer load condition or the machinery space. The permeabilities of the machinery space and other compartments are to be taken as 85 per cent and 95 per cent respectively. * or as shown to be empty in the Stability Information Booklet

Tabular freeboard less than 8 but not less than 8-60 Ships over 100 metres but not exceeding 225 metres in length. Such ship must be capable of withstanding the flooding of anyone compartment (including the machinery space) when loaded to the summer load :waterline. The permeabilities of the machinery space and other compartments , are to be taken as 85 per cent and 95 per cent respectively.


Tabular Freeboard less than B-60 but not less than B-100 . Ships over 100 metres but not exceeding 225 metres in length - .Such ships must be capable of withstanding the flooding of any two adjacent for and aft compartments, neither of which is the machinery space, when loaded to the summer load waterline. The permeability of each compartment is to be taken as 95 per cent. Ships over 225 metres in length Such ships must be capable of withstanding the flooding of the machinery space alone or any two other adjacent fore and aft compartments. The permeabilities of the machinery space and other compartments are to be taken as 85 per cent and 95 per cent respectively. Requirements in the flooded condition After flooding the ship must be capable of remaining afloat in the following condition of equilibrium:

(a) the final waterline after flooding should be below the top of any ventilator coaming, the lower edge of any air pipe opening, the upper edge of the sill of any access opening fitted with a weather-tight door and the lower edge of any other opening through which progressive flooding could take place. (b) The angle of heel due to unsymmetrical flooding should not normally exceed 15 degrees but if no part of the deck is immersed an angle of 1 7 degrees may be accepted. (c) In the case of symmetrical flooding the metacentric height (GM) calculated using the constant displacement method should have a positive value of at least 50 mm in the upright condition after flooding. (d) The residual stability should be not less than that indicated by the statical stability curve shown.


Information to be presented from flooding calculations In cases where flooding calculations are required as a condition of assignment of freeboard, ie under Schedule 2 paragraph (1) or Schedule 4 paragraph 5(3), (5) and (6) of MSN 1752(M), the MCA will require the following information to be included in the Stability Information Booklet in order to demonstrate compliance:

(a) a statement indicating the condition of the ship prior to flooding. This should include the displacement and the centre of gravity of the ship in the light condition. These values must be examined carefully to see that they relate to the results obtained from either the inclining test or detailed weight calculation. (b) A small scale plan showing the compartments assumed to have been flooded (see Figure "). (c) A statement indicating the method of calculation that has been employed to obtain the final results (d) A statement and small scale sketches giving the condition of the ship after flooding indicating: (i) the draughts of the final trim line (see Figure 2).

(ii) The final angle of heel, if any, or if the ship remains upright after flooding the value of the metacentric height (GM) (see Figure 3). (iii) The proximity of the final trim line to the nearest opening through which progressive flooding could take place (see Figure 3). (e) A curve of residual stability for the final condition of flooding. (f) A cautionary note on any condition of loading that could be rearranged without affecting the freeboard where such a rearrangement, eg filling of central compartments instead of wing compartments, would place the ship in a more onerous condition should collision damage be sustained.

loadline – amendment 3 instructions for the guidance of ... · loadline – amendment 3...

Documents