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Organization
INTRODUCTION
The Role of Administrations, is to implement and enforce of relevant international mandatory IMO
instruments By virtue of geography and circumstance and to resolve and clearly explained in any
ambiguity in their obligations, including those obligations imposed when a right is exercised as
explain in the 2009 Consolidated Version of the Code for the Implementation of Mandatory IMO
Instruments, 2007 adopted by resolution A.1019 (26) which covering the following issues:
The national legislation on Tonnage Measurement of ships convention (hereinafter called the
instruction) issued according to requirements of annexes 1& 2 of 2009 Consolidated Version of the
Code for the Implementation of Mandatory IMO Instruments, 2007 adopted by resolution A.1019 (26)
The words regulation and article used in all part of the instruction ,Unless expressly provided
otherwise, means convention regulation and convention article consequently , which Refers to
the international convention on Tonnage Measurement of ships, 1969 .
IMO
U
International Maritime Organization, The IMO's primary purpose is to develop and maintain a
comprehensive regulatory framework for shipping includes safety, environmental concerns, legal
matters, technical co-operation, maritime security and the efficiency of shipping. (Hereinafter called
the IMO)
PMO
U
PORT AND MARITIME ORGANISATION (administrator), the responsibility and authority for
the enforcement of international maritime law in Iran including Tonnage Measurement of ships
laws. (Hereinafter called the PMO)
Refers to the international convention on Tonnage Measurement of ships , 1969. This is the
current international convention, drafted in 1969 for the purpose of replacing the previous
International Tonnage Measurement of ships Convention. The ICTM was ratified and went into
force on July 18, 1982. The requirements of the original Convention are contained in 7 regulations and
22 Article that set forth the technical procedures for calculating NET and GROSS tonnage .
Countries signatory to the Convention agree to apply its regulations to their own vessels and accept
the validity of ICTM certificates of foreign vessels. (Hereinafter called the convention) The list of
other ICTM signatory countries can be found on the IMO website. (www.imo.org)
The Maritime Safety Committee, at its sixty-third session (16 to 25 May 1994), agreed to a
consolidated set of interpretations of the provisions of the International Convention on
Tonnage Measurement of Ships, 1969, as set out in the annex, which supersede
interpretations contained to in circulars TM.5/Circ.1, TM.5/Circ.l/Corr.l and TM.5/Circ.3.
Recognized Organization
U
Means the qualified organization to which the admin delegates Tonnage Measurement of ships
assigning authority. (Hereinafter called the R.O.)
Index
Section I Articles
Page No.
Section II Regulations
1. TONNAGE MEASUREMENT OF VESSELS .......16
2. GROSS TONNAGE MEASUREMENT OF SINGLE AND MULTIHULL VESSELES.49
3. RECOMMENDATIONS CONCERNING TONNAGE MEASUREMENT OF
OPEN-TOP CONTAINERSHIPS .......52
4. ISSUE OF CERTIFICATE ... 54
5. IMPLEMENTATION OF EXISTING (GT) AND (NT) PARAMETERS..................55
6. RECOMMENDATION OF APPLICATION OF THE TM ..64
7. PROPOSAL TO REVISE THE INTERNATIONAL CONVENTION OF TM, 1969 ..65
Section I
Articles
The Contracting Governments undertake to give effect to the provisions of the present
Convention and the Annexes hereto, which shall constitute an integral part of the present
Convention. Every reference to the present Convention constitutes at the same time a
reference to the Annexes.
1.2.
The Contracting Governments shall undertake all measures which may be necessary to give
effect to the present Convention by:
1.3.
The Contracting Governments shall undertake all measures take all necessary measures to
secure observance of international rules and standards so as to ensure compliance with their
international obligations. Such measures should, inter alia, include:
1.3.1. The periodic inspection of ships entitled to fly their flag to verify that the actual condition
of the ship and its crew is in conformity with the certificates it carries;
1.3.2. The surveyor ensuring, during the periodic inspection referred to in subparagraph .2, that
seafarers assigned to the ships are familiar with:
1.3.2.1. Their specific duties; and
1.3.2.2. ship arrangements, installations, equipments and procedures;
1.3.3. ensuring that the ships complement, as a whole, can effectively co-ordinate their activities
in an emergency situation and in performing functions vital to safety or to the prevention or
mitigation of pollution;
1.3.4. Instituting proceedings after an against ships entitled to fly their flag investigation has
been conducted which have violated international rules and standards, irrespective of where
the violation has occurred;
1.3.5. Instituting proceedings after an investigation has been conducted against individuals
holding certificates or endorsements who have violated international rules and standards,
irrespective of where the violation has occurred.
1.3.6. As between the Parties to the present Protocol, the provisions of the International
Convention on Tonnage Measurement of ships, 1969 (hereinafter referred to as "the
Convention"),shall apply subject to the modifications and additions set out in the present
Protocol.
1.3.7. With respect to ships entitled to fly the flag of a State which is not a Party to the
Convention, the Parties to the present Convention shall apply the requirements of the
Convention as may be necessary to ensure that no more favorable treatment is given to such
ships.
1.3.8. The vessel shall be in accordance with the requirements of the recognized organization.
That authority must satisfy itself that the general requirements of the vessel is sufficient for the
net and gross tonnage assigned .The appointment of a classification society for a specific
vessel will be considered by the admin. Upon written request from the vessel's owner or
agent.
2.
A ship which is not subject to the provisions of the present Convention at the time of its
departure on any voyage shall not become subject to such provisions on account of any
deviation from its intended voyage due to stress of weather or any other cause of force
majeure.
2.2.
In applying the provisions of the present Convention, the Contracting Governments shall give
due consideration to any deviation or delay caused to any ship owing to stress of weather or
any other cause of force majeure.
2.3.
All possible efforts should be made to avoid a ship being unduly deviation or delayed. In the
opinion of the PMO, and safe alternative arrangements have been made and due account has
been given to the Convention requirements to the appointed surveyor or the recognized
organization for issuing the relevant certificate.
2.4.
If deficiencies cannot be remedied at the port of inspection, the PMO may allow the ship to
proceed to another port, subject to any appropriate conditions. In such circumstances, the PMO
should ensure that the competent authority of the next port of call is notified.
2.5.
An exemption is granted only in cases where the normal Tonnage Measurement of ships
requirement is unworkable or inappropriate for the vessel.
3.
3.1.
3.2.
Tonnage measurement of a vessel that is 24 metres in length (L) or more shall be carried out in
accordance with the provisions of annex1 part 2 of this code.
3.3.
PMO are authorized to specify that, Tonnage measurement of a vessel less than 24 metres in
length (L) and/or ships solely navigating in the Caspian Sea carried out in accordance with the
provisions of annex2 part 2 or part 3 of this code as appropriate.
3.4.
PMO are authorized to specify and used , any of interpretations , provisions or proposal
which circulated by IMO ,To determination calculation or meaning word in of convention.
10
4.2.
4.3.
Although the assigning authority can issue Tonnage Measurement of ships certificates, it
does not have the authority to cancel or revoke them. Tonnage Measurement of ships
certificates can only be cancelled by the admin. Owners may voluntarily request cancel
Tonnage Measurement of ships assignment.
4.4.
The certificates referred to in this regulation shall be issued or endorsed either by the
Administration or by any person or organization authorized by it. In every case, that
Administration assumes full responsibility for the certificates.
4.5.
The administration shall issue certificates under, and in accordance with, the provisions of
the international convention on Tonnage Measurement of ships , 1969
4.5.1. The certificate is an International Tonnage Measurement of ships Certificate it shall
be in the form prescribed by Annex II international convention on Tonnage
Measurement of ships , 1969 or form approved by PMO.
4.5.2. In the case of a ship that has transferred from the registry of the Government of another
country to the Iranian registry, the Assigning Authority, subject to such survey
requirements it considers to be necessary may, issue an International Tonnage
Measurement of ships Certificate for a period to be determined by the Assigning
Authority.
11
5.2. A certificate so issued must contain a statement to the effect that it has been issued at the
request of the Government of the State whose flag the ship is or will be flying and it shall have
the same force and receive the same recognition as a certificate issued under Article 7.
5.3. No International Tonnage Measurement of ships Certificate shall be issued to a ship which is
flying the flag of a State the Government of which is not a Contracting Government.
6.
12
an International Tonnage Certificate (1969) shall cease to be valid and shall be cancelled by
the Administration if :
6.1.1 alterations have taken place in the arrangement, construction, capacity, use of spaces, total
number of passengers the ship is permitted to carry as indicated in the ship's passenger
certificate, assigned load line or permitted draught of the ship, such as would necessitate an
increase in gross tonnage or net tonnage.
6.1.2 certificate issued to a ship by an Administration shall cease to be valid upon transfer of
such a ship to the flag of another State, except Upon transfer of a ship to the flag of another
State the Government of which is a Contracting Government, the International Tonnage
Certificate (1969) shall remain in force for a period not exceeding three months, or until
the Administration issues another International Tonnage Certificate (1969) to replace it,
whichever is the earlier.
6.1.3 The Contracting Government of the State whose flag the ship was flying hitherto shall
transmit to the Administration as soon as possible after the transfer takes place a copy of
the certificate carried by the ship at the time of transfer and a copy of the relevant tonnage
calculations.
7.
13
8.
14
8.1.
The administration undertake to communicate to and deposit with the Organization: the
Secretary-General of the International Maritime Organization:
8.1.1. A sufficient number of specimens of their certificates issued under the provisions of the
present Convention for circulation to the Contracting Governments;
8.1.2. The text of the laws, decrees, orders, regulations and other instruments which shall have been
promulgated on the various matters within the scope of the present Convention; and Protocol;
8.1.3. a list of nominated surveyors or recognized organizations which are authorized to act on their
behalf in the administration of Tonnage Measurement of ships matters for circulation to the
Parties for information of their officers, and a notification of the specific responsibilities and
conditions of the authority delegated to those nominated surveyors or recognized
organizations; and
8.1.4 A sufficient number of specimens of their certificates issued under the provisions of the
present Protocol.
8.2
Each Contracting Government agrees to make its strength standards available to any other
Contracting Government, upon request.
Section II
Annex
15
APPENDIX 1:
16
1 DEFINITIONS
The following definitions apply in this Annex :
1.2 WATERTIGHT:
in respect of a means of closure, means that it is capable of preventing the passage of water through
an opening in either direction, under the maximum head of water to which the opening may be
exposed.
1.3 WEATHERTIGHT:
in respect of a means of closure, means capable of preventing the passage of water into a vessel in
any sea condition.
17
2.2 DEFINITIONS
The following definitions apply in this Part:
2.2.1 Amidships:
is the midpoint of the length (L) of a vessel where the forward terminal of that length coincides with
the fore side of the stem. Length of a vessel (L) is defined in Section 1.1.
2.2.2 Camber:
is the vertical distance measured on the centre line plane of the vessel, from the underside of the deck
plating to a line athwart ships between the points where the underside of the deck plating meets the
inner side of the vessel's shell plating (see Figure 2.1).
Figure-2.1 Cambers
18
(c) if the vessel is not a Load Lines Convention vessel, but has been assigned a load line in accordance
with the laws of the state whose flag the vessel is entitled to fly, the draught corresponding to
the summer load line so assigned;
(d) if the vessel is a vessel to which no load line has been assigned and in respect to which the draught
is restricted in accordance with the laws of the state whose flag the vessel is entitled to fly, the
maximum permitted draught; and
(e) in the case of any other vessel, 75% of the moulded depth amidships determined in accordance
with the definition for Moulded Depth.
19
2.4.1 The gross tonnage (GT) of a vessel is to be calculated using the following formula:
GT = K1V
Where
V = total volume of all enclosed spaces of the vessel in cubic meters; and
K1 = 0.2 + 0.02 log 10V (or as shown in the Table of Coefficients).
20
NOTES:
2.5.1.1
2.5.1.2
2.5.1.3
2.5.1.4
If the sum of N1 and N2 is less than 13, N1 and N2 are to be taken as zero.
The factor (4d/3D)2 is not to be taken as greater than unity.
The term K2Vc (4d/3D)2 is not to be taken as less than 0.25 GT.
NT is not to be taken as less than 0.30 GT.
Note:
21
22
2.7.5 Volumes within the hulls of vessels, such as split-hull barges and dredgers, shall be retained in
V and Vc despite the fact that the space within the hull is temporarily opened to the sea when
discharging cargo (see Figure 2.3).
Figure 2.3 Split Hull barges and dredges
23
2.8.2.2 Subdivide the two foremost and two aftermost parts into two equal parts.
2.8.2.3 As an example, a vessel with a tonnage length of 50 metres would be divided into 10 equal
parts and the two foremost and aftermost parts would be further divided into two equal parts each
making a total of 14 parts (15 sections) (see Figure 2.23).
24
(b) by one half of the camber when the deck rises in a straight line from the vessels sides to the centre
line (see Figure 2.6); and
Figure 2.6 Straight line camber
( )
Where:
x = camber in metres;
B = the uppermost breadth of the transverse section; and
b = breadth of the horizontal part of the deck.
25
26
(ii) if there is a break in the upper deck, the molded line of the lowest part of exposed deck and the
continuation of that line parallel to the upper part of the deck less correction for camber as determined
in Section 2.8.4. (see Figure 2.9);
Figure 2.9-Depth of transverse section
27
(iii) if the vessel does not meet the requirements for upper deck as defined in subsection 2.2.10, the
athwart ship line extending between the upper edges of the upper strakes /gunwales (see Figure 2.10).
Figure 2.10-Depth of Transverse Section
2.8.5.2 For a vessel with decks and tanks below the upper deck, the depth of the transverse
section is taken at each level and the various deck and tank plate thicknesses are added.
28
2.8.6.2
Then the lowest common interval is to be further divided into two equal parts
(see Figure 2.12).
Figure 2.12-Division of Depth of Transverse section
29
2.8.8.1 If the area of a transverse section of the under deck can be calculated by a direct method,
such as depth and breadth, without loss of accuracy, such a method may be used. Otherwise, the area
is calculated using Simpson's First Rule, as follows:
(a) the uppermost breadth (Breadth No.1) is multiplied by 1;
(b) the three last breadths starting with the bottom breadth are multiplied respectively
by 0.5, 2 and 1.5;
(c) the other even numbered breadths are multiplied by 4, and the odd numbered breadths by 2; and
(d) the sum of these products is then multiplied by one third of the common interval between breadths.
The product obtained is the area of the transverse section.
30
2.8.9.3 The main volume under the upper deck in vessels with a bulbous bow or similar shape bow is
to be calculated assuming there is no bulbous bow or similar bow volume; i.e. normal vessel shape
bow. Calculate the additional volume that is present due to the bulbous bow or similar shape bow and
add as an appendage (see Figure 2.14 and Section 2.8.10.4 Bulbous or similar bows).
Figure 2.14- Bulbous and Similar Bows
2.8.10.2 Overhangs beyond the Upper Deck Length. Overhangs are to be measured by
Simpsons First Rule. The length is to be divided into two equal parts (three sections)
and five ordinates are to be taken at each section (see Figure 2.15). An equivalent
method of measurement without loss of accuracy may be used.
Figure 2.15- Overhang Beyond the upper Deck
31
32
33
34
2.9.2 Applying Simpsons First Rule to Enclosed Spaces above the Upper Deck
2.9.2.1 Enclosed spaces above the upper deck, including breaks, are measured using Simpsons First
Rule. However due to the shape and location of these spaces, variations in the application of
Simpsons First Rule, as explained in the following paragraphs, must be observed.
2.9.2.2 In applying this rule, the breadths taken are numbered consecutively starting at the foremost
point of the length. All lengths and breadths of enclosed spaces above the upper deck are measured,
irrespective of the fitting of insulation or the like, to the inner side of the structural boundary plating in
vessels constructed of metal and to the inner side of the structural boundary surfaces in vessels
constructed of any other material (see Figure 2.19).
2.9.2.3 All heights for enclosed spaces are to be measured from the top of the deck plate to the
underside of the overhead deck plate.
2.9.2.4 Box-shaped enclosed spaces shall be calculated by multiplying the three main dimensions
together, i.e., mean length x mean breadth x mean height = V of enclosed space.
2.9.2.5 If spaces have an irregular shape and cannot be measured by the foregoing methods, they may
be divided into parts, which may be calculated separately.
35
36
(d) in spaces such as a Break Aft and a Poop, the two aftermost parts determined in accordance with
(a) or (b) are each divided into two equal parts (see Figure 2.21).
Figure 2.21-Breaks Aft and Poops
Note: Division of parts determined in accordance with (a) or (b) does not apply to spaces such as
Break Amidships, Deckhouse, Side House, Trunk and Hatch.
2.9.4.2 Breadths taken at half the height of the space are measured through each point of division and
also through the extreme points of the length. The breadths are numbered consecutively starting with
breadth No. 1 at the foremost point of the length.
37
2.9.4.4 The sum of the products determined in subparagraph 2.9.4.3 (a), (b) or (c) must be multiplied
by one-third of the common interval between breadths and the result obtained is multiplied by the
mean height of the space to determine its volume.
38
bulkheads of the cargo space, in a similar manner as explained in Section 2.8.3. The transverse
ordinates are numbered forward to aft with the terminal point at the forward bulkhead position being
No. 1, and the aftermost bulkhead being No. 5. In addition, the foremost and aftermost parts are
further divided into two equal parts making a total of seven (7) ordinates (see Figure 2.23 for an
example of 10 parts, 15 ordinates).
2.10.3.2 The depth of each transverse section is divided as indicated in Section 2.8.6.
2.10.3.3 The breadths are measured as indicated in Section 2.8.7.
2.10.3.4 The area of the transverse sections is calculated in accordance with Section 2.8.8.
2.10.3.5 Once the areas of the transverse ordinates have been ascertained, the volume below the upper
deck is calculated using Simpsons First Rule, as follows: the area of the foremost transverse section
is multiplied by 0.5 and the following six sections (counted towards the stern) are multiplied
respectively by 2, 1.5, 4, 1.5, 2 and 0.5.
2.10.3.6 The sum of the products determined in 2.10.3.5 is multiplied by one-third of the common
interval (i.e. 1/3 x l /4) between the transverse ordinates, and the product obtained is the volume of the
cargo space below the upper deck.
2.10.4 Volume of Cargo Space Below Upper Deck (6 or 10 parts)
2.10.4.1 A total of six or ten equally spaced parts (l /6 or l /10) using seven or eleven transverse
ordinates is taken through the points of division specified in Section 2.10.2 which includes the two
extreme enclosing bulkheads of the cargo space, in a similar manner as explained in Section 2.8.3.
The transverse ordinates are numbered forward to aft with the terminal point at the forward bulkhead
position being No. 1, and the aftermost bulkhead being No. 7 (or 11). In addition, the two foremost
and two aftermost parts are further divided into two equal parts making a total of 11 ordinates for a
cargo space of 6 parts or 15 ordinates for a cargo space of 10 parts (See Figure 2.23 for an example of
10 parts, 15 ordinates).
2.10.4.2 The depth of each transverse section is divided as indicated in Section 2.8.6.
2.10.4.3 The breadths are measured as indicated in Section 2.8.7.
2.10.4.4 The area of the transverse sections is calculated in accordance with Section 2.8.8.
2.10.4.5 Once the areas of the transverse sections have been ascertained, the volume below the upper
deck is calculated using Simpsons First Rule as follows: the area of the foremost transverse section is
multiplied by 0.5 and the following four sections (counted towards the stern) are multiplied
respectively by 2, 1, 2, 1.5; the areas of the five aftermost transverse sections are multiplied (starting
at the aftermost section) respectively by 0.5, 2, 1, 2 and 1.5; the even numbered transverse sections are
multiplied by 4 and the odd numbered by 2.
2.10.4.6 The sum of the products determined in clause 2.10.4.5 is multiplied by one third of the
common interval [i.e.1/3 x l /6 or l /10] between the transverse ordinates, and the product obtained is
the volume of the cargo space below the upper deck.
2.10.5 Cargo Spaces above the Upper Deck
2.10.5.1 If any cargo space is of such a shape that the volume can be calculated by a direct method
without loss of accuracy, that method may be used. Otherwise the cargo space must be measured
using Simpsons First Rule.
39
2.10.6.12 When determining the volumes of cargo spaces, no account shall be taken of insulation,
sparring or ceiling that is fitted within the boundaries of the space concerned. For vessels that have
permanent independent cargo tanks constructed within the vessel, e.g. gas tankers,
the volume to be included in Vc is calculated to the structural boundary of such tanks, irrespective of
insulation which may be fitted on the inside or outside of the tank boundary;
2.10.6.13 The volumes of dual-purpose spaces such as those used for both ballast and cargo are
included in Vc;
2.10.6.14 Spaces allocated to passenger automobiles are included in Vc.
40
PART 3
41
3.1 GENERAL
3.1.1 Tonnage measurement of a vessel that is less than 24 metres in length (L) may be carried out in
3.2 DEFINITIONS
The following definitions apply in this Part:
3.2.1 Vessel having a Barge Hull Form:
is a vessel the hull of which approximates rectangular box shape.
3.2.2 Break
Is the space bounded longitudinally by a step in the upper deck and another such step or the end of
the vessel, transversely by the sides of the vessel and vertically by the lowest line of the upper deck
and higher part thereof (see figures 3.1(b) and 3.6);
3.2.3 Gross Tonnage Coefficient (GTC)
In case of a vessel designed for sailing GTC = 0.08
In case of a vessel not designed for sailing GTC = 0.16
In case of a vessel having a barge hull form GTC = 0.20
3.2.4 Net Tonnage Coefficient (NTC)
In case of a sailing vessel (including vessels equipped with an auxiliary propulsion engine) NTC = 0.95
In case of a power-driven vessel NTC = 0.75
In case of a non-propelled vessel NTC = 1.00
3.2.5 Step
is the longitudinal discontinuity in the upper deck that extends over the full breadth of the vessel (see
figures 3.1 (b) and 3.2);
Figure 3.1b and 3.2Tonnage measurement dimension TML,TMB,TMDfor a vessel that meets the requirements
for upper deck.
42
43
44
3.2.7.2 If a vessel has a stepped upper deck, the height of break shall not be included in TMD: TMD
shall be measured from the projected line corresponding to the top edge of the upper deck at the side
of the vessel.
3.2.7.3 If a vessel does not meet the requirements for upper deck as defined in subsection 3.2.9, TMD
of the vessel shall be measured from the line drawn through the top of the upper strake or gunwale
/bulwark (see figure 3.1 (a)).
3.2.8 Tonnage Measurement Length (TML)
is the length of a vessel measured horizontally (parallel to the designed waterline) from the fore side
of the foremost fixed permanent structure to the aft side of the aftermost fixed permanent structure
excluding appendages that do not contribute to the volume of the vessel (see figures 3.1 (a) and (b))
45
46
3.4.3 All measurements may be taken from plans but sufficient check measurements must always be
taken at the vessel to ensure accuracy.
47
3.5.2.2 In case of a multi-hull vessel tonnage of the hull consists of the tonnages calculated for
each hull in accordance with subsection 3.5.2.1 and also the tonnages of each enclosed bridge
structure connecting the hulls and situated below the upper deck (if any). Tonnage of an enclosed
bridge structure shall be calculated in accordance with subsection 3.5.3.1 except that the
measurements shall be taken to the inner side of structural boundary surfaces.
3.5.3
3.5.3.1 Subject to subsection 3.5.3.2 tonnage of all enclosed spaces situated above the upper deck
shall be determined by the formula:
Tonnage of a space = ML x MB x MH / 2.83
Where:
ML Mean Length of a space;
MB Mean Breadth of a space;
MH Mean Height of a space.
(a) Enclosed spaces are defined in s.1.2.1.
(b) The measurement of all spaces shall be taken to the outside of shell of the hull or to the outside of
structural boundary surfaces.
(c) If a space has a complex shape it shall be divided into parts that are treated as separate spaces.
(d) If upper deck has a side-to-side break the break is regarded as a space situated above the upper
deck (see also definitions for upper deck and break in section 3.2).
3.5.3.2 Subsection 3.5.3.1 is not applicable to monohull vessels of 15 m in TML or less having not
more than a single tier of deckhouses and/or superstructures (including breaks that, for this purpose,
are also being regarded as spaces equivalent to one tier of superstructures) whose total combined
length does not exceed 70% of TML (see figure 3.5).
3.5.3.3 Excluded spaces above the upper deck. PMO may elect to have the following spaces
excluded from the tonnage of spaces situated above the upper deck:
(a) Those excluded spaces as set out in s. 1.2.2.
(b) Propelling Machinery Spaces. Spaces forming part of the propelling machinery space or serving
for the admission of light and air thereto.
(c) Machinery Spaces. Spaces containing machinery such as anchor gear, steering gear, pumps,
refrigerating machinery (not for cargo), etc. However, spaces containing machinery used in the
handling of cargo, dredging operations and the such, shall be included in the tonnage of spaces
situated above the upper deck.
(d) Wheelhouse. Only navigational spaces of wheelhouses may be excluded from the tonnage of
spaces situated above the upper deck. If a wheelhouse is solely comprised of navigational spaces, then
100% of the volume of the wheelhouse may be excluded. If a wheelhouse is comprised of both
navigational spaces and any other spaces then only 50% of the volume of the wheelhouse may be
excluded.
(e) Chain lockers.
48
(f) Companions. Companionways and access hatches which protect stairways and ladderways leading
to compartments situated below, also openings over such stairways and elevator shafts and related
machinery.
(g) Shelter Spaces. Shelter space on small passenger vessels 10 metres in length (LOA) or less
providing weather protection only for use free of charge in ships may be excluded from the tonnage of
spaces situated above the upper deck provided that:
(i) the space is used solely for the shelter of unberthed passengers;
(ii) no form of service of meals or refreshments is provided in the space;
(iii) seating for deck passengers is not in the form of upholstered armchairs or settees;
(iv) tables are not normally permitted. The occasional table may be provided; and
(v) no carpets are to be provided.
APPENDIX 2
49
8. DEFINITIONS
Overall Length (L) is the horizontal distance between the outboard side of the foremost part (bow) of
the hull and the outboard side of the aftermost part (stern) of the hull. It does not include bowsprits,
rudders, outboard motor brackets, swim platforms that do not contain buoyant volume, and other
similar fittings and attachments that are not part of the buoyant hull envelope.
Overall Breadth means the horizontal distance taken at the widest part of the hull, excluding rub
rails, from the outboard side of the skin (outside planking or plating) on one side of the hull to the
outboard side of the skin on the other side of the hull.
Overall Depth means the vertical distance taken at or near amidships from a line drawn horizontally
through the uppermost edges of the skin (outside planking or plating) at the side of the hull (excluding
the cap rail, trunks, cabins and deckhouses, and deck caps) to the outboard face of the bottom skin of
the hull, excluding the keel. For a vessel that is designed for sailing where the interface between
the keel and the bottom skin of the hull is not clearly defined (as is the case with an
integral or faired keel), the keel is included in the overall depth.
Deck Cap
Twin Hull Vessel (e.g., Catamaran) means a vessel having two hulls connected only with structure
that is not part of the vessel's buoyant hull envelope, such as structural tubing or beams. If the
connecting structure is part of the buoyant hull envelope, the vessel as a whole is treated as if it were a
single hull(i.e., monohull) vessel.
Catamaran Monohull Vessel
Tri-Hull Vessel (e.g., Trimaran) means a vessel having three hulls connected only with structure that
is not part of the vessel's buoyant hull envelope, such as structural tubing or beams. If the connecting
structure is part of the buoyant hull envelope, the vessel as a whole is treated as if it were a single hull
(i.e., monohull) vessel.
Trimaran Monohull Vessel
Marine Safety Center Tonnage Guide Rev 0 Simplified Measurement Feb 2004
GROSS TONNAGE FORMULATION (MONOHULL VESSELS)
The basic Simplified tonnage formula for gross register tons of a monohull vessel is:
GRT = (Hull Volume + Deckhouse Volume)/100
Where:
Hull Volume = S x K x L x B x D
Deck Structure Volume = Ls x Bs x Ds
Note: For vessels with small deckhouses and other deck structures, the deck structure volume is
ignored (treated as zero value). Deck structure volume is accounted for only if the volume of the
principal deck structure is equal to or greater than the hull volume.
The overall dimensions of the hull are as follows:
L = Overall Length
B = Overall Breadth
D = Overall Depth
Note: D is normally measured from the deck edge down to where the hull meets the keel, except for
vessels designed for sailing where the interface between the keel and the bottom skin of the hull is
not clearly defined (as is the case with an integral or faired keel), for which the depth is measured
to the bottom of the keel.
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GUIDANCE ON DIMENSIONS
Use the following guidance in obtaining dimensions and calculating tonnages.
a. Obtaining Principal Dimensions. All lengths and depths must be measured in (or projected to) a
vertical plane on the vessel centerline axis and breadths must be measured in (or projected to) a the
vertical plane at right angles to that axis. Measure the principal dimensions in feet and inches or in
decimal feet to the nearest tenth of a foot. Accuracy to the nearest inch or tenth of a foot is acceptable.
b. Rounding Dimensions. If more accurate measurement than to the nearest inch or tenth of a foot is
used, follow the procedures for rounding dimensions in Appendix A.
English Unit Rounding
1. Fractions of an inch should be rounded to the nearest half inch, and then converted to tenths
of a foot from the conversion table.
Example 1: 2 5 7/16 = 2 5 1/2 = 2.5 ft
Example 2: 2 5 1/2 = 2 6 = 2.5 ft
Example 3: 2 0 = 2 0 = 2.0 ft
2. Decimals given in hundredths and thousandths should be rounded to the nearest tenth as in the
following examples:
Example 1: 10.750 ft = 10.8 ft
Example 2: 10.349 ft = 10.3 ft
3.Engineering standards should be used for rounding decimals, i.e., 0.05 should be rounded up to 0.1.
If dimensions are given in metric units, the factor 0.3048 should be used to convert meters to feet.
CENTIMETERS =FEET*30.48
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APPENDIX 3
RECOMMENDATIONS CONCERNING TONNAGE MEASUREMENT OF
OPEN-TOP CONTAINERSHIPS
1. In order to use a unified base for the application of tonnage measurement of open-top containerships,
the Administrations are recommended to accept the following.
Definition of open-top containership
2 .An open-top containership, for the purpose of application of the 1969 TonnageMeasurement
Convention, means a ship which is designed for the carriage of containers andwhich is constructed like an
open .U., with not less than 66.7% of the total cargo hatchway clearopening area in an .open-top.
configuration, with a double bottom and above this, high-sidederections without hatch covers on the
upperdeck and without a complete deck above themoulded draught (refer to the figure), and needs to be
regarded as a ship of a novel type as referred to in regulation 1(3) of the Convention.(Fig1-2)
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APPENDIX 4
1. Issue of Certificates
(1) If the owner of a ship to which this Regulation applies makes an application for a
International Tonnage Certificate (1969) in respect of the ship, and the Director or
authorised person to whom application is made is satisfied that a surveyor has measured the
ship and calculated the gross and net tonnages in accordance with the requirements of this
Part, the Director or authorized person to whom application is made shall issue, under
section XX of the Act, an International Tonnage Certificate (1969) in respect of the ship, in
the form shown in Appendix II
(2) Subject to Regulation 12 (3)(b), when there is a decrease in the net tonnage of a ship to
which this Regulation applies due to (a) an alteration in the characteristics of the ship; or
(b) an alteration to the load line because of a change in trade; a new International Tonnage
Certificate (1969) shall not be issued by the Director or authorised person to the ship until
twelve months after the date of issue of the ship's current International Tonnage Certificate
(1969).
(3) The Director or authorised person may issue a new International Tonnage Certificate
(1969) to a ship to which Regulation12(2) applies within 12 months of the date of issue of
the current International Tonnage Certificate
(1969) if (a) the ship is transferred to the IRANIAN flag; or
(b) the ship undergoes alterations or modifications considered by the Director or authorised
person to be major changes.
(4) A IRANIAN Defence Force Ship may be issued with (a) an International Tonnage Certificate (1969) in accordance with Regulation 12(1); or
(b) a statement issued by the Director, of the gross tonnage only, that has been calculated in
accordance with this Part.1
Since warships do not carry cargo or passengers a net tonnage cannot be determined for such ships in
accordance with Regulation 7. Therefore a statement indicating the gross tonnage only of such ships is to
be issued by the Director in lieu of an International Tonnage Certificate
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Appendix 5
implementation of existing gross tonnage (GT) and net tonnage(NT) parameters
OPTION A ensure integrity and uniform implementation of existing gross tonnage (GT)and ne tonnage parameters
ranking
1
Scores
8 strongly favour
1 favour
3 neutral
Scores
1 strongly favor
4 favour
5 neutral
2 disfavour
Option C_establish a new tonnage parameter :adjust net tonnage (NT)
Ranking
6
scores
1 favour
1 neutral
6 disfavour
4 strongly disfavour
Option D _establish a new tonnage parameter: maritime real state gross tonnage (GT)
ranking
4
scores
1 strongly favour
2 favour
1 netural
Description of option/variant
Establish a new third tonnage parameter GT ,based on the ships
actual martime real sate (product of the length, breath, drought,
and a single gross tonnage convention factor drived from ship of
all type).
8 strongly disfavour
Variant D1 _ Establish an alternate tonnage parameter: deadweight net tonnage (NTDWT)
ranking
scores
4 favour
3 disfavour
5 strongly disfavour
Description of option/variant
Establish a new third tonnage parameter NT ,based on
deadweight tonnage volume, which could be used when NT
exceed the value of the existing net tonnage parameter (NT).NT is
calculated by substituting the volume corresponding to the
deadweight tonnage for the cargo volume in the existing NT
formula.
Variant D2 _ Establish a new third tonnage parameter: block coefficient maritime real state gross tonnage (GT)
ranking
5
scores
1 strongly favour
1 favour
1 neutral
3 disfavour
6 strongly disfavour
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Option A - Ensure integrity and uniform implementation of existing gross tonnage (GT) and net
tonnage(NT) parameters
This option seeks to ensure the integrity and uniform implementation of the existing GT (overall size) and net tonnage
NT (useful capacity) volumetric parameters, by expanding and strengthening the interpretations of Tonnage
Measurement (TM.5/Circ.5). It includes a review of treatment of semi-open spaces which cause the tonnage disparities
between containerships of open and closed designs, as well as treatment of deck cargo. Under this option, possible
amendments to the TM Convention related to the existing GT and NT parameters are identified and further developed,
as necessary, along with appropriate approaches for their implementation (e.g., unanimous acceptance vs. diplomatic
conference).
Benefit
1- Improves ship
design by allowing
greater
flexibility in meeting the tonnage rules through
development of alternative approaches to existing
interpretation (e.g, may reduce or eliminate tonnage
disincentive for open-top containership).
2- improves ship safety by helping to ensure ships are
regulated to the appropriate size-based ship safety
,crew accommodation,security and environmental
protection standard.
3- provides an apportunity for comprehensive review of
the rule of the TM convention, which has not
undertaken since it entered into force in 1969.
4- Establishes a mechanism to systematically identify
gaps for which amendment to the convention maybe
deemed necessary, and to evaluate implementation
approaches.
5- Facilities international commerce through consistent
application of the TM Convention by avoiding
uncertainties in tonnage assignment when
ship
change flag, and provide for more consistent port
state control actions.
Disadvantages
1- Relies
on
voluntary
implementation
of
interpretation by flag state,over which IMO has no
control
2- Does not remove the incentive to minimize the size
of crew accommodation space in order to reduce
GT ,for all ship types.
3- only partially addressed the underlying deck cargo
concerns (e.g , the tonnage disincentive for carrying
cargo in fully enclosed spaces remains, as is
typically the case for ro-ro ships)
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Regulation 1 (3) has been construed as allowing a flag State to calculate gross tonnage based on economic
and safety considerations, "exempting" fully enclosed spaces which would otherwise have been included
in tonnage. The result is the assignment of gross tonnage not reflective of a ship's"overall size" as defined
in Article 2(4). One Contracting. Government reported via TM Circular that it was using this approach in
the measurerneat of four ships under its flag, Applying novel craft provisions in this manner can result in
assigrltnent of gross/net tonnages that have no relationship to a ship's overan size/useful capacity.
Articles 3(2)(b) and (d) grant grandfathering privileges to certain older ships that have not
undergone alterations "deemed by the Administration" to be a "substantial variation in their
existing gross tonnage". This provision allows a qualifying ship's owner to use the pre-existing national
tonnage (GRT) t01 apply older breakpoints in international conventions,including SOLAS and MARPOL.
As described in document SLF 38/10/1 dated 16 December 1993, there appeared to be broad agreement
that "substantial variation" meant a gross tonnage change on the order of 10%, and that a 1 % change was
effectively within the limit of calculation accuracy. Nonetheless, TM.5/Circ.5 established a 1% change as
the breakpoint for loss of grandfathering privileges, creating confusion among ship owners,presenting
difficulties in ensuring compliance, and raising the possibility of legal Challenge
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60
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situations would be helpful to ensure consistent treatment, and prevent exclusion of spaces that are
effectively protected from the sea and weather.
Issue 17 - Excluding space opposite an end opening as a recess
If an opening in the end of a structure is treated as a "recess" under regulation 2(5)(e) instead of a "space
opposite an end opening" under regulation 2(5)(a), up to twice the amount of space may be excluded.
Various approaches have been used to address this issue, including the establishment of definitions for the
term "boundary bulkhead" that would preclude treatment of a "typical" end opening as a recess.
Clarification would be" helpful to ensure consistency and avoid misuse.
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Appendix 6
Recommendation of application of international on tonnage measurements of ship,1969
in order to minimize the economic impact of the convention and to use a unified method, administrations
2- the entry is to be signe by the tonnage authority issuing to international tonnage certificate (1969)
3- if the ship undergoes alteration modification which effect its tonnage on or after 18 Jul 1994 the
old antinational tonnage figure should be deleted from the remarks column.
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Appendix 7
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9. Iran is of the opinion that revision of the calculation regulations of the International Tonnage
Measurement Convention will provide member States with the real figures of GT and NT with due regard
to the size of ships.
Priority and target completion date
10. Whereas the International Tonnage Measurement Convention directly affects the safety of ships and
the revision of the calculation regulations in the Convention will improve the safety of ships and safety of
navigation, the assignment of highest priority to the revision of the ITC 69 is requested with the target
completion date of 2007.
Identification of Committee/subsidary body(ies) essential to complete the work
11. The revision of the International Tonnage Measurement Convention falls whithin the scope of the SLF
Sub-Committee..
Action requested of the Committee
12. The Committee is invited to include the new high-priority item titled:"Revision of the International
Convention on Tonnage Measurement of Ships 1969" to the work programme of the Sub-committee on
Stability, Loadlines and on Fishing vessels safety. It is recommended that this item be referred to the next
session of SLF Sub-Committee for further consideration and possible timely revision of the Convention.