Load Line

The Maritime and Coastguard Agency
Loadline – Amendment 3
Instructions for the Guidance

of Surveyors
An executive agency of
London: TSO
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 Application of the Regulations (Regulation 4)
1.4 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/REV 1.02/PAGE 1 OF 6

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 Batte ning 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 Hatch Beams and Cover Stiffeners of Variable Cross Section
3.5 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)
MSIS003/PART 0.1/REV1.02/PAGE 2
3.9 Cargo Ports and Similar Openings (Paragraph 11)
3.9.3 Cargo Ports or similar Openings belo w 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.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
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
MSIS003/PART 0.1/REV 1.01/PAGE 5

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
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 0.2/REV 4.01/PAGE 1 OF 1

LOADLINE 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 1 OF 9
--- “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
MSIS003/PART 1/REV2.01/PAGE 2
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 Go vernment 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 e l ss 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 sur vey 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
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 1 OF 22

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 syste m. 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
MSIS003/PART 2/REV 1.02/PAGE 2

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 IIi ng 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 Sur veyor
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 Relati ng 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 sho uld
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 li ne, 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, I1
Where α = Β=
Z0 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 + t + t = t
L1 L2 Ln S
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:
2
72 + 72 = t = 98
S
t s = 98 = 10mm
(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.

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
Locations of access in ship Assigned Acceptable arrangements according to type of freeboard assigned:
summer
freeboard
Type A Type B-100 Type B-60 Type B & B+
1.1 Access to midship quarters Not more a a a a
than b b b b
1.1.1 Between poop and bridge, 3000mm e e c(1) c(1)
or e c(2)
f(1) c(4)
1.1.2 Between poop and d(1)
deckhouse containing living over a a a d(2)
accommodation or navigation 3000mm b b b d(3)
equipment or both e e c(1) e
c(2) f(1)
e f(2)
f(1) f(4)
f(2)
Not more a a a
than b b b
1 .2 Access to ends 3000mm c(1) c(1) c(1)
e c(2) c(2)
1.2.1 Between poop and bow (if f(1) e e
there is no bridge) f(1) f(1)
f(2) f(2)
1.2.2 Between bridge and bow,
or Over a a a
3000mm b b b
1.2.3 Between a deckhouse c(1) c(1) c(1)
containing living accommodation d(1) c(2) c(2)
or navigation equipment, or both e d(1) c(4)
and bow, or f(1) d(2) d(1)
e d(2)
1.2.4 In the case of a flush deck f(1) d(3)
ship, between crew f(2) e
accommodation and the forward f(1)
and after ends of the ship f(2)
f(4)
Refer to paragraph 3.15.4 for explanation of symbols

Table 2
Oil tankers, chemical tankers and gas carriers as defined in the Merchant
Shipping (Cargo Ship Construction) Regulations 1997, 5.1.1997/1509
Location of access in ships Assigned Acceptable arrangements according to type and freeboard
summer assigned
freeboard Type A
2.1 Access to bow not more a
than e
2..1.1 Between poop or bow, or (Af+Hs)* f(1)
f(5)
2.1.2 Between a deckhouse
containing.living.accommodation
or navigational equipment, or
greater a
2.1.3 In the case of a flush deck than e
ship, between the crew (Af+Hs)* f(1)
accommodation and the forward f(5)
ends of the ship
2.2 Access to after end as required in paragraph 1.2.4 of Table 1 for other types of
ships
In the case of a flush deck ship,
between crew accommodation
and the after end of the ship
*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:
T (L − S )
L
is applicable where the freeboard deck is completely sheathed between

superstructures; in other cases the correction is given by:
TC
L
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 o f 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
Length Freeboard (m/m) Complete Superstructure Height

of ship L L super- (mean)
(Metres) 15 0.48 Structure
A B-60% B *B with Allowance Raised
portable (m/m) Quarter Other
hatch Deck
covers
†24 200 200 250 1.600 50.0 350 .900 1.800

25 208 208 258 1.677 52.1 358 .900 1.800
26 217 217 267 1.733 54.2 367 .900 1.800
27 225 225 275 1.800 56.3 375 .900 1.800
28 233 233 283 1.867 58.3 383 .900 1.800
29 242 242 292 1.933 60.4 392 .900 1.800
30 250 250 300 2.000 62.5 400 .900 1.800
31 258 258 308 2.067 64.6 409 .907 1.800

32 267 267 317 2.133 66.7 417 .913 1.800
33 275 275 325 2.200 68.8 425 .920 1.800
34 283 283 333 2.267 70.8 434 .927 1.800
35 292 292 342 2.333 72.9 442 .933 1.800
36 300 300 350 2.400 75.0 450 .940 1.800
37 308 308 358 2.467 77.1 459 .947 1.800
38 316 316 366 2.533 79.2 467 .953 1.800
39 325 325 375 2.600 81.3 475 .960 1.800
40 334 334 384 2.667 83.3 484 .967 1.800
41 344 344 394 2.733 85.4 492 .973 1.800

42 354 354 404 2.800 87.5 500 .980 1.800
43 364 364 414 2.867 89.6 509 .987 1.800
44 374 374 424 2.933 91.7 517 .993 1.800
45 385 385 435 3.000 93.8 526 1.000 1.800
46 396 396 446 3.067 95.8 534 1.007 1.800
47 408 408 458 3.133 97.9 542 1.013 1.800
48 420 420 470 3.200 100.0 551 1.020 1.800
49 432 432 482 3.267 102.1 559 1.027 1.800
50 443 443 493 3.333 104.2 567 1.033 1.800
51 455 455 505 3.400 106.3 576 1.040 1.800

52 467 467 517 3.467 108.3 584 1.047 1.800
53 478 478 528 3.533 110.4 592 1.053 1.800
54 490 490 540 3.600 112.5 601 1.060 1.800
55 503 503 553 3.667 114.6 609 1.067 1.800
56 516 516 566 3.733 116.7 618 1.073 1.800
57 530 530 580 3.800 118.8 626 1.080 1.800
58 544 544 594 3.867 120.8 634 1.087 1.800
59 559 559 609 3.933 122.9 643 1.093 1.800
60 573 573 623 4.000 125.0 651 1.100 1.800
61 587 587 637 4.067 127.1 659 1.107 1.800

62 600 601 651 4.133 129.2 668 1.113 1.800
63 613 615 665 4.200 131.3 676 1.120 1.800
64 626 629 679 4.267 133.3 684 1.127 1.800
65 639 644 694 4.333 135.4 693 1.133 1.800
66 653 659 709 4.400 137.5 701 1.140 1.800
67 666 674 724 4.467 139.6 710 1.147 1.800
68 680 689 739 4.533 141.7 718 1.153 1.800
69 693 705 755 4.600 143.8 726 1.160 1.800
70 706 721 771 4.667 145.8 735 1.167 1.800
71 720 738 788 4.733 148.0 743 1.173 1.800

72 733 754 804 4.800 150.0 751 1.180 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:
150( L)
Freeboard (mm) = 50 + see also paragraphs 3 and 17 of Schedule 4.
24

of ship L L super-
hatch Deck
covers
73 746 769 819 4.867 152.1 760 1.187 1.800

74 760 784 834 4.933 154.2 768 1.193 1.800
75 773 800 850 5.000 156.3 776 1.200 1.800
76 786 816 866 5.067 158.3 785 1.212 1.810
77 800 833 883 5.133 160.4 793 1.224 1.820
78 814 850 900 5.200 162.5 801 1.236 1.830
79 828 868 918 5.267 164.6 810 1.248 1.840
80 841 887 937 5.333 166.7 818 1.260 1.850
81 855 905 955 5.400 168.8 827 1.272 1.860

82 869 923 973 5.467 170.8 835 1.284 1.870
83 883 942 992 5.533 172.9 843 1.296 1.880
84 897 960 1010 5.600 175.0 852 1.308 1.890
85 911 978 1028 5.667 177.1 860 1.320 1.900
86 926 996 1046 5.733 179.2 866 1.332 1.910
87 940 1015 1065 5.800 181.3 871 1.344 1.920
88 955 1034 1084 5.867 183.3 877 1.356 1.930
89 969 1054 1104 5.933 185.4 883 1.368 1.940
90 984 1075 1125 6.000 187.5 888 1.380 1.950
91 999 1096 1146 6.067 189.6 894 1.392 1.960

92 1014 1116 1166 6.133 191.7 900 1.404 1.970
93 1029 1135 1185 6.200 193.8 905 1.416 1.980
94 1044 1154 1204 6.267 195.8 911 1.428 1.990
95 1059 1172 1222 6.333 197.9 917 1.440 2.000
96 1074 1190 1240 6.400 200.0 922 1.452 2.010
97 1089 1209 1259 6.467 202.1 928 1.464 2.020
98 1105 1229 1279 6.533 204.2 934 1.476 2.030
99 1120 1250 1300 6.600 206.3 939 1.488 2.040
100 1135 1271 1321 6.667 208.3 945 1.500 2.050
101 1151 1208 1293 1341 6.733 210.4 951 1.512 2.060
102 1166 1226 1315 1365 6.800 212.5 956 1.524 2.070
103 1181 1243 1337 1387 6.867 214.6 962 1.536 2.080
104 1196 1261 1359 1409 6.933 216.7 968 1.548 2.090
105 1212 1279 1380 1430 7.000 218.8 974 1.560 2.100
106 1228 1297 1401 1451 7.067 220.8 979 1.572 2.110
107 1244 1315 1421 1471 7.133 222.9 985 1.584 2.120
108 1260 1332 1440 1490 7.200 225.0 991 1.596 2.130
109 1276 1349 1459 1511 7.267 227.1 996 1.608 2.140
110 1293 1367 1479 1534 7.333 229.2 1002 1.620 2.150
111 1309 1385 1550 1557 7.400 231.3 1008 1.632 2.160
112 1326 1404 1521 1580 7.467 233.3 1013 1.644 2.170
113 1342 1422 1543 1605 7.533 235.4 1019 1.656 2.180
114 1359 1441 1565 1629 7.600 237.5 1025 1.668 2.190
115 1376 1460 1587 1655 7.667 239.6 1030 1.680 2.200
116 1392 1479 1609 1679 7.733 241.7 1036 1.692 2.210
117 1409 1497 1630 1703 7.800 243.8 1042 1.704 2.220
118 1426 1516 1651 1727 7.867 45.8 1047 1.716 2.230
119 1442 1534 1671 1751 7.933 247.9 1053 1.728 2.240
120 1459 1551 1690 1774 8.000 250.0 1059 1.740 2.250
121 1476 1569 1709 1796 8.067 250.0 1064 1.752 2.260
122 1494 1588 1729 1820 8.133 250.0 1070 1.764 2.270
123 1511 1607 1750 1845 8.200 250.0 1070 1.776 2.280
124 1528 1625 1771 1870 8.267 250.0 1070 1.788 2.290
125 1546 1645 1793 1896 8.333 250.0 1070 1.800 2.300
126 1563 1664 1815 1923 8.400 250.0 1070 1.800 2.300
127 1580 1683 1837 1949 8.467 250.0 1070 1.800 2.300
128 1598 1702 1859 1975 8.533 250.0 1070 1.800 2.300
129 1615 1721 1880 2001 8.600 250.0 1070 1.800 2.300
130 1632 1740 1901 2027 8.667 250.0 1070 1.800 2.300
See Schedule 4 paragraph 5(2)(b)

of ship L L super-
hatch Deck
covers
131 1650 1758 1921 2052 8.733 250.0 1070 1.800 2.300
132 1667 1776 1940 2076 8.800 250.0 1070 1.800 2.300
133 1684 1794 1959 2101 8.867 250.0 1070 1.800 2.300
134 1702 1813 1979 2126 8.933 250.0 1070 1.800 2.300
135 1719 1831 2000 2153 9.000 250.0 1070 1.800 2.300
136 1736 1850 2021 2180 9.067 250.0 1070 1.800 2.300
137 1753 1869 2043 2207 9.133 250.0 1070 1.800 2.300
138 1770 1888 2065 2235 9.200 250.0 1070 1.800 2.300
139 1787 1907 2087 2262 9.267 250.0 1070 1.800 2.300
140 1803 1925 2109 2290 9.333 250.0 1070 1.800 2.300
141 1820 1944 2130 2316 9.400 250.0 1070 1.800 2.300
142 1837 1963 2151 2342 9.467 250.0 1070 1.800 2.300
143 1853 1980 2171 2367 9.533 250.0 1070 1.800 2.300
144 1870 1998 2190 2391 9.600 250.0 1070 1.800 2.300
145 1886 2015 2209 2415 9.667 250.0 1070 1.800 2.300
146 1903 2033 2229 2439 9.733 250.0 1070 1.800 2.300
147 1919 2015 2250 2465 9.800 250.0 1070 1.800 2.300
148 1935 2069 2271 2490 9.867 250.0 1070 1.800 2.300
149 1952 2088 2293 2517 9.933 250.0 1070 1.800 2.300
150 1968 2107 2315 2543 10.000 250.0 1070 1.800 2.300
151 1984 2124 2334 2566 10.067 250.0 1070 1.800 2.300
152 2000 2142 2354 2590 10.133 250.0 1070 1.800 2.300
153 2016 2160 2375 2615 10.200 250.0 1070 1.800 2.300
154 2032 2178 2396 2640 10.267 250.0 1070 1.800 2.300
155 2048 2196 2418 2665 10.333 250.0 1070 1.800 2.300
156 2064 2214 2440 2691 10.400 250.0 1070 1.800 2.300
157 2080 2232 2460 2714 10.467 250.0 1070 1.800 2.300
158 2096 2250 2480 2738 10.533 250.0 1070 1.800 2.300
159 2111 2267 2500 2761 10.600 250.0 1070 1.800 2.300
160 2126 2284 2520 2784 10.667 250.0 1070 1.800 2.300
161 2141 2301 2540 2807 10.733 250.0 1070 1.800 2.300
162 2155 2317 2560 2830 10.800 250.0 1070 1.800 2.300
163 2169 2333 2580 2853 10.867 250.0 1070 1.800 2.300
164 2184 2350 2600 2875 10.933 250.0 1070 1.800 2.300
165 2198 2367 2620 2898 11.000 250.0 1070 1.800 2.300
166 2212 2383 2640 2920 11.067 250.0 1070 1.800 2.300
167 2226 2400 2660 2943 11.133 250.0 1070 1.800 2.300
168 2240 2416 2680 2965 11.200 250.0 1070 1.800 2.300
169 2254 2432 2698 2985 11.267 250.0 1070 1.800 2.300
170 2268 2447 2716 3006 11.333 250.0 1070 1.800 2.300
171 2281 2463 2735 3027 11.400 250.0 1070 1.800 2.300
172 2294 2478 2754 3048 11.467 250.0 1070 1.800 2.300
173 2307 2494 2774 3071 11.533 250.0 1070 1.800 2.300
174 2320 2510 2795 3094 11.600 250.0 1070 1.800 2.300
175 2332 2525 2815 3116 11.667 250.0 1070 1.800 2.300
176 2345 2541 2835 3139 11.733 250.0 1070 1.800 2.300
177 2357 2556 2855 3161 11.800 250.0 1070 1.800 2.300
178 2369 2571 2875 3183 11.867 250.0 1070 1.800 2.300
179 2381 2587 2895 3206 11.933 250.0 1070 1.800 2.300
180 2393 2602 2915 3228 12.000 250.0 1070 1.800 2.300
181 2405 2616 2933 3248 12.067 250.0 1070 1.800 2.300
182 2416 2630 2952 3270 12.133 250.0 1070 1.800 2.300
183 2428 2645 2970 3290 12.200 250.0 1070 1.800 2.300
184 2440 2659 2988 3310 12.267 250.0 1070 1.800 2.300
185 2451 2673 3007 3332 12.333 250.0 1070 1.800 2.300
186 2463 2688 3025 3352 12.400 250.0 1070 1.800 2.300
187 2474 2702 3044 3373 12.467 250.0 1070 1.800 2.300
See Schedule 4 paragraph 5(2)(b).

of ship L L super-
hatch Deck
covers
188 2486 2716 3062 3394 12.533 250.0 1070 1.800 2.300
189 2497 2730 3080 3414 12.600 250.0 1070 1.800 2.300
190 2508 2744 3098 3434 12.667 250.0 1070 1.800 2.300
1.800 2.300
191 2519 2758 3116 3455 12.733 250.0 1070 1.800 2.300
192 2530 2772 3134 3475 12.800 250.0 1070 1.800 2.300
193 2541 2785 3151 3494 12.867 250.0 1070 1.800 2.300
194 2552 2798 3167 3513 12.933 250.0 1070 1.800 2.300
195 2562 2811 3185 3533 13.000 250.0 1070 1.800 2.300
196 2572 2824 3202 3552 13.067 250.0 1070 1.800 2.300
197 2582 2837 3219 2572 13.133 250.0 1070 1.800 2.300
198 2592 2849 3235 3590 13.200 250.0 1070 1.800 2.300
199 2602 2861 3249 3606 13.267 250.0 1070 1.800 2.300
200 2612 2873 3264 3622 13.333 250.0 1070 1.800 2.300
201 2622 2885 3280 13.400 250.0 1070 1.800 2.300

202 2632 2898 3296 13.467 250.0 1070 1.800 2.300
203 2641 2910 3313 13.533 250.0 1070 1.800 2.300
204 2650 2922 3330 13.600 250.0 1070 1.800 2.300
205 2659 2934 3347 13.667 250.0 1070 1.800 2.300
206 2669 2947 3363 13.733 250.0 1070 1.800 2.300
207 2678 2959 3380 13.800 250.0 1070 1.800 2.300
208 2687 2971 3397 13.867 250.0 1070 1.800 2.300
209 2696 2983 3413 13.933 250.0 1070 1.800 2.300
210 2705 2995 3430 14.000 250.0 1070 1.800 2.300
211 2714 3006 3445 14.067 250.0 1070 1.800 2.300

212 2723 3018 3460 14.133 250.0 1070 1.800 2.300
213 2732 3029 3475 14.200 250.0 1070 1.800 2.300
214 2741 3041 3490 14.267 250.0 1070 1.800 2.300
215 2749 3051 3505 14.333 250.0 1070 1.800 2.300
216 2758 3063 3520 14.400 250.0 1070 1.800 2.300
217 2767 3075 3537 14.467 250.0 1070 1.800 2.300
218 2775 3087 3554 14.533 250.0 1070 1.800 2.300
219 2784 3098 3570 14.600 250.0 1070 1.800 2.300
220 2792 3110 3586 14.667 250.0 1070 1.800 2.300
221 2801 3601 3601 14.733 250.0 1070 1.800 2.300

222 2809 3615 3615 14.800 250.0 1070 1.800 2.300
223 2817 3630 3630 14.867 250.0 1070 1.800 2.300
224 2825 3153 3645 14.933 250.0 1070 1.800 2.300
225 2833 3164 3660 15.000 250.0 1070 1.800 2.300
226 2841 3175 3675 15.067 250.0 1070 1.800 2.300
227 2849 3185 3690 15.133 250.0 1070 1.800 2.300
228 2857 3196 3705 15.200 250.0 1070 1.800 2.300
229 2865 3207 3720 15.267 250.0 1070 1.800 2.300
230 2872 3217 3735 15.333 250.0 1070 1.800 2.300
231 2880 3228 3750 15.400 250.0 1070 1.800 2.300

232 2888 3239 3765 15.467 250.0 1070 1.800 2.300
233 2895 3249 3780 15.533 250.0 1070 1.800 2.300
234 2903 3260 3795 15.600 250.0 1070 1.800 2.300
235 2910 3269 3808 15.667 250.0 1070 1.800 2.300
236 2918 3279 3821 15.733 250.0 1070 1.800 2.300
237 2925 3289 3835 15.800 250.0 1070 1.800 2.300
238 2932 3299 3849 15.867 250.0 1070 1.800 2.300
239 2939 3309 3864 15.933 250.0 1070 1.800 2.300
240 2946 3320 3880 16.000 250.0 1070 1.800 2.300
241 2953 3329 3893 16.067 250.0 1070 1.800 2.300

242 2959 3338 3906 16.133 250.0 1070 1.800 2.300
243 2966 3348 3920 16.200 250.0 1070 1.800 2.300

of ship L L super-
hatch Deck
covers
244 2973 3357 3934 16.267 250.0 1070 1.800 2.300

245 2979 3367 3949 16.333 250.0 1070 1.800 2.300
246 2986 3378 3965 16.400 250.0 1070 1.800 2.300
247 2993 3387 3978 16.467 250.0 1070 1.800 2.300
248 3000 3397 3992 16.533 250.0 1070 1.800 2.300
249 3006 3406 4005 16.600 250.0 1070 1.800 2.300
250 3012 3414 4018 16.667 250.0 1070 1.800 2.300
251 3018 3424 4032 16.733 250.0 1070 1.800 2.300

252 3024 3432 4045 16.800 250.0 1070 1.800 2.300
253 3030 3441 4058 16.867 250.0 1070 1.800 2.300
254 3036 3450 4072 16.933 250.0 1070 1.800 2.300
255 3042 3459 4085 17.000 250.0 1070 1.800 2.300
256 3048 3468 4098 17.067 250.0 1070 1.800 2.300
257 3054 3477 4112 17.133 250.0 1070 1.800 2.300
258 3060 3486 4125 17.200 250.0 1070 1.800 2.300
259 3066 3495 4139 17.267 250.0 1070 1.800 2.300
260 3072 3504 4152 17.333 250.0 1070 1.800 2.300
1.800
261 3078 3513 4165 17.400 250.0 1070 1.800 2.300
262 3084 3521 4177 17.467 250.0 1070 1.800 2.300
263 3089 3529 4189 17.533 250.0 1070 1.800 2.300
264 3095 3537 4201 17.600 250.0 1070 1.800 2.300
265 3101 3546 4214 17.667 250.0 1070 1.800 2.300
266 3106 3554 4227 17.733 250.0 1070 1.800 2.300
267 3112 3563 4240 17.800 250.0 1070 1.800 2.300
268 3117 3571 4252 17.867 250.0 1070 1.800 2.300
269 3123 3579 4264 17.933 250.0 1070 1.800 2.300
270 3128 3587 4276 18.000 250.0 1070 1.800 2.300
271 3133 3595 4289 18.067 250.0 1070 1.800 2.300

272 3138 3604 4302 18.133 250.0 1070 1.800 2.300
273 3143 3612 4315 18.200 250.0 1070 1.800 2.300
274 3148 3620 4327 18.267 250.0 1070 1.800 2.300
275 3153 3627 4339 18.333 250.0 1070 1.800 2.300
276 3158 3635 4350 18.400 250.0 1070 1.800 2.300
277 3163 3643 4362 18.467 250.0 1070 1.800 2.300
278 3167 3649 4373 18.533. 250.0 1070 1.800 2.300
279 3172 3657 4385 18.600 250.0 1070 1.800 2.300
280 3176 3664 4397 18.667 250.0 1070 1.800 2.300
281 3181 3672 4408 18.733 250.0 1070 1.800 2.300

282 3185 3679 4420 18.800 250.0 1070 1.800 2.300
283 3189 3686 4432 18.867 250.0 1070 1.800 2.300
284 3194 3694 4443 18.933 250.0 1070 1.800 2.300
285 3198 3701 4455 19.000 250.0 1070 1.800 2.300
286 3202 3708 4467 19.067 250.0 1070 1.800 2.300
287 3207 3715 4478 19.133 250.0 1070 1.800 2.300
288 3211 3723 4490 19.200 250.0 1070 1.800 2.300
289 3215 3730 4502 19.267 250.0 1070 1.800 2.300
290 3220 3737 4513 19.333 250.0 1070 1.800 2.300
291 3224 3744 4525 19.400 250.0 1070 1.800 2.300

292 3228 3752 4537 19.467 250.0 1070 1.800 2.300
293 3233 3759 4548 19.533 250.0 1070 1.800 2.300
294 3237 3766 4560 19.600 250.0 1070 1.800 2.300
295 3241 3773 4572 19.667 250.0 1070 1.800 2.300
296 3246 3781 4583 19.733 250.0 1070 1.800 2.300
297 3250 3788 4595 19.800 250.0 1070 1.800 2.300
298 3254 3795 4607 19.867 250.0 1070 1.800 2.300
299 3258 3802 4618 19.933 250.0 1070 1.800 2.300
300 3262 3809 4630 20.000 250.0 1070 1.800 2.300
• See Schedule 4 paragraph 5(2)(b).

of ship L L super-
hatch Deck
covers
301 3266 3816 4642 20.067 250.0 1070 1.800 2.300

302 3270 3824 4654 20.133 250.0 1070 1.800 2.300
303 3274 3830 4665 20.200 250.0 1070 1.800 2.300
304 3278 3837 4676 20.267 250.0 1070 1.800 2.300
305 3281 3843 4686 20.333 250.0 1070 1.800 2.300
306 3285 3849 4695 20.400 250.0 1070 1.800 2.300
307 3288 3854 4704 20.467 250.0 1070 1.800 2.300
308 3292 3861 4714 20.533 250.0 1070 1.800 2.300
309 3295 3867 4725 20.600 250.0 1070 1.800 2.300
310 3298 3873 4736 20.667 250.0 1070 1.800 2.300
311 3302 3880 4748 20.733 250.0 1070 1.800 2.300

312 3305 3886 4757 20.800 250.0 1070 1.800 2.300
313 3308 3892 4768 20.867 250.0 1070 1.800 2.300
314 3312 3899 4779 20.933 250.0 1070 1.800 2.300
315 3315 3905 4790 21.000 250.0 1070 1.800 2.300
316 3318 3911 4801 21.067 250.0 1070 1.800 2.300
317 3322 3918 4812 21.133 250.0 1070 1.800 2.300
318 3325 3924 4823 21.200 250.0 1070 1.800 2.300
319 3328 3930 4834 21.267 250.0 1070 1.800 2.300
320 3331 3936 4844 21.333 250.0 1070 1.800 2.300
321 3334 3942 4855 21.400 250.0 1070 1.800 2.300

322 3337 3949 4866 21.467 250.0 1070 1.800 2.300
323 3339 3955 4878 21.533 250.0 1070 1.800 2.300
324 3342 3961 4890 21.600 250.0 1070 1.800 2.300
325 3345 3967 4899 21.667 250.0 1070 1.800 2.300
326 3347 3972 4909 21.733 250.0 1070 1.800 2.300
327 3350 3978 4920 21.800 250.0 1070 1.800 2.300
328 3353 3984 4931 21.867 250.0 1070 1.800 2.300
329 3355 3990 4943 21.933 250.0 1070 1.800 2.300
330 3358 3997 4955 22.000 250.0 1070 1.800 2.300
331 3361 4003 4965 22.067 250.0 1070 1.800 2.300

332 3363 4008 4975 22.133 250.0 1070 1.800 2.300
333 3366 4014 4985 22.200 250.0 1070 1.800 2.300
334 3368 4019 4995 22.267 250.0 1070 1.800 2.300
335 3371 4025 5005 22.333 250.0 1070 1.800 2.300
336 3373 4030 5015 22.400 250.0 1070 1.800 2.300
337 3375 4035 5025 22.467 250.0 1070 1.800 2.300
338 3378 4041 5035 22.533 250.0 1070 1.800 2.300
339 3380 4046 5045 22.600 250.0 1070 1.800 2.300
340 3382 4051 5055 22.667 250.0 1070 1.800 2.300
341 3385 4057 5065 22.733 250.0 1070 1.800 2.300

342 3387 4062 5075 22.800 250.0 1070 1.800 2.300
343 3389 4068 5086 22.867 250.0 1070 1.800 2.300
344 3392 4074 5097 22.933 250.0 1070 1.800 2.300
345 3394 4080 5108 23.000 250.0 1070 1.800 2.300
346 3396 4085 5119 23.067 250.0 1070 1.800 2.300
347 3399 4091 5130 23.133 250.0 1070 1.800 2.300
348 3401 4097 5140 23.200 250.0 1070 1.800 2.300
349 3403 4102 5150 23.267 250.0 1070 1.800 2.300
350 3406 4108 5160 23.333 250.0 1070 1.800 2.300
351 3408 4113 5170 23.400 250.0 1070 1.800 2.300

352 3410 4118 5180 23.467 250.0 1070 1.800 2.300
353 3412 4123 5190 25.533 250.0 1070 1.800 2.300
354 3414 4128 5200 23.600 250.0 1070 1.800 2.300
355 3416 4134 5210 23.667 250.0 1070 1.800 2.300
356 3418 4139 5220 23.733 250.0 1070 1.800 2.300
357 3420 4144 5230 23.800 250.0 1070 1.800 2.300
• See Schedule 4 paragraph 5(2)(b).

of ship L L super-
hatch Deck
covers
358 3422 4149 5240 23.867 250.0 1070 1.800 2.300

359 3423 4154 5250 23.933 250.0 1070 1.800 2.300
360 3425 4159 5260 24.000 250.0 1070 1.800 2.300
361 3427 4163 5268 24.067 250.0 1070 1.800 2.300

362 3428 4167 5276 24.133 250.0 1070 1.800 2.300
363 3430 4172 5285 24.200 250.0 1070 1.800 2.300
364 3432 4177 5294 24.267 250.0 1070 1.800 2.300
365 3433 4181 5303 24.333 250.0 1070 1.800 2.300

Effective length of On Type A ships On Type B ship (% deduction) On Timber deck
Superstructure (% deduction) Cargo ships
‘E’ as % of (L) (% deduction)
(Line I) (Line II)
0.0 0.00 0.00 0.00 20.00

.1 .07 .05 .06 20.11
.2 .14 .10 .13 20.22
.3 .21 .15 .19 20.33
.4 .28 .20 .25 20.44
.5 .35 .25 .32 20.55
.6 .42 .30 .38 20.66
.7 .49 .35 .44 20.77
.8 .56 .40 .50 20.88
.9 .63 .45 .57 20.99
1.0 .70 .50 .63 21.10
1.1 .77 .55 .69 21.21

1.2 .84 .60 .76 21.32
1.3 .91 .65 .82 21.43
1.4 .98 .70 .88 21.54
1.5 1.05 .75 .95 21.65
1.6 1.12 .80 1.01 21.76
1.7 1.19 .85 1.07 21.87
1.8 1.26 .90 1.13 21.98
1.9 1.33 .95 1.20 22.09
2.0 1.40 1.00 1.26 22.20
2.1 1.47 1.05 1.32 22.31

2.2 1.54 1.10 1.39 22.42
2.3 1.61 1.15 1.45 22.53
2.4 1.68 1.20 1.51 22.64
2.5 1.75 1.25 1.58 22.75
2.6 1.82 1.30 1.64 22.86
2..7 1.89 1.35 1.70 22.97
2.8 1.96 1.40 1.76 23.08
2.9 2.03 1.45 1.83 23.19
3.0 2.10 1.50 1.89 23.30
3.1 2.17 1.55 1.95 23.41

3.2 2.24 1.60 2.02 23.52
3.3 2.31 1.65 2.08 23.63
3.4 2.38 1.70 2.14 23.74
3.5 2.45 1.75 2.21 23.85
3.6 2.52 1.80 2.27 23.96
3.7 2.59 1.85 2.33 24.07
3.8 2.66 1.90 2.39 24.18
3.9 2.73 1.95 2.46 24.29
4.0 2.80 2.00 2.52 24.40
4.1 2.87 2.05 2.58 24.51

4.2 2.94 2.10 2.65 24.62
4.3 3.01 2.15 2.71 24.73
4.4 3.08 2.20 2.77 24.84
4.5 3.15 2.25 2.84 24.95
4.6 3.22 2.30 2.90 25.06
4.7 3.29 2.35 2.96 25.17
4.8 3.36 2.40 3.02 25.28
4.9 3.43 2.45 3.09 25.39
5.0 3.50 2.50 3.15 25.50
5.1 3.57 2.55 3.21 25.61

5.2 3.64 2.60 3.28 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.

(Line I) (Line II)
5.3 3.71 2.65 3.34 25.83

5.4 3.78 2.70 3.40 25.94
5.5 3.85 2.75 3.47 26.05
5.6 3.92 2.80 3.53 26.16
5.7 3.99 2.85 3.59 26.27
5.8 4.06 2.90 3.65 26.38
5.9 4.13 2.95 3.72 26.49
6.0 4.20 3.00 3.78 26.60
6.1 4.27 3.05 3.84 26.71

6.2 4.34 3.10 3.91 26.82
6.3 4.41 3.15 3.97 26.93
6.4 4.48 3.20 4.03 27.04
6.5 4.55 3.25 4.10 27.15
6.6 4.62 3.30 4.16 27.26
6.7 4.69 3.35 4.22 27.37
6.8 4.76 3.40 4.28 27.48
6.9 4.83 3.45 4.35 27.59
7.0 4.90 3.50 4.41 27.70
7.1 4.97 3.55 4.47 27.81

7.2 5.04 3.60 4.54 27.92
7.3 5.11 3.65 4.60 28.03
7.4 5.18 3.70 4.66 28.14
7.5 5.25 3.75 4.73 28.25
7.6 5.32 3.80 4.79 28.36
7.7 5.39 3.85 4.85 28.47
7.8 5.46 3.90 4.91 28.58
7.9 5.53 3.95 4.98 28.69
8.0 5.60 4.00 5.04 28.80
8.1 5.67 4.05 5.10 28.91

8.2 5.74 4.10 5.17 29.02
8.3 5.81 4.15 5.23 29.13
8.4 5.88 4.20 5.29 29.24
8.5 5.95 4.25 5.36 29.35
8.6 6.02 4.30 5.42 29.46
8.7 6.09 4.35 5.48 29.57
8.8 6.16 4.40 5.54 29.68
8.9 6.23 4.45 5.61 29.79
9.0 6.30 5.67 29.90
4.50
9.1 6.37 4.55 5.73 30.01
9.2 6.44 4.60 5.80 30.12
9.3 6.51 4.65 5.86 30.23
9.4 6.58 4.70 5.92 30.34
9.5 6.65 4.75 5.99 30.45
9.6 6.72 4.80 6.05 30.56
9.7 6.79 4.85 6.11 30.67
9.8 6.86 4.90 6.17 30.78
9.9 6.93 4.95 6.24 30.89
10.0 7.00 5.00 6.30 31.00
10.1 7.07 5.05 6.36 31.11

10.2 7.14 5.10 6.43 31.22
10.3 7.21 5.15 6.49 31.33
10.4 7.28 5.20 6.56 31.44
10.5 7.35 5.25 6.62 31.55
10.6 7.42 5.30 6.68 31.66
10.7 7.49 5.35 6.75 31.77
10.8 7.56 5.40 6.81 31.88
10.9 7.63 5.45 6.88 31.99
11.0 7.70 5.50 6.94 32.10
11.1 7.77 5.55 7.00 32.21

11.2 7.84 5.60 7.07 32.32
11.3 7.91 5.65 7.13 32.43

(Line I) (Line II)
11.4 7.98 5.70 7.20 32.54

11.5 8.05 5.75 7.26 32.65
11.6 8.12 5.80 7.32 32.76
11.7 8.19 5.85 7.39 32.87
11.8 8.26 5.90 7.45 32.98
11.9 8.33 5.95 7.52 33.09
12.0 8.40 6.00 7.58 33.20
12.1 8.47 6.05 7.64 33.31

12.2 8.54 6.10 7.71 33.42
12.3 8.61 6.15 7.77 35.53
12.4 8.68 6.20 7.84 33.64
12.5 8.75 6.25 7.90 33.75
12.6 8.8Z 6.30 7.96 33.86
12.7 8.89 6.35 8.03 33.97
12.8 8.96 6.40 8.09 34.08
12.9 9.03 6.45 8.16 34.19
13.0 9.10 6.50 8.22 34.30
13.1 9.17 6.55 8.28 34.41

13.2 9.24 6.60 8.35 34.52
13.3 9.31 6.65 8.41 34.63
13.4 9.38 6.70 8.48 34.74
13.5 9.45 6.75 8.54 34.85
13.6 9.52 6.80 8.60 34.96
13.7 9.59 6.85 8.67 35.07
13.8 9.66 6.90 8.73 35.18
13.9 9.73 6.95 8.80 35.29
14.0 9.80 7.00 8.86 35.40
14.1 9.87 7.05 8.92 35.51

14.2 9.94 7.10 8.99 35.62
14.3 10.01 7.15 9.05 35.73
14.4 10.08 7.20 9.12 35.84
14.5 10.15 7.25 9.18 35.95
14.6 10.22 7.30 9.24 36.06
14.7. 10.29 7.35 9.31 36.17
14.8 10.36 7.40 9.37 36.28
14.9 10.43 7.45 9.44 36.39
15.0 10.50 7.50 9.50 36.50
15.1 10.57 7.55 9.56 36.61

15.2 10.64 7.60 9.63 36.72
15.3 10.71 7.65 9.69 36.83
15.4 10.78 7.70 9.76 36.94
15.5 10.85 7.75 9.82 37.05
15.6 10.92 7.80 9.88 37.16
15.7 10.99 7.85 9.95 37.27
15.8 11.06 7.90 10.01 37.38
15.9 11.13 7.95 10.08 37.49
16.0 11.20 8.00 10.14 37.60
16.1 11.27 8.05 10.20 37.71

16.2 11.34 8.10 10.27 37.82
16.3 11.41 8.15 10.33 37.93
16.4 11.48 8.20 10.40 38.04
16.5 11.55 8.25 10.46 38.15
16.6 11.62 8.30 10.52 38.26
16.7 11.69 8.35 10.59 38.37
16.8 11.76 8.40 10.65 38.48
16.9 11.83 8.45 10.72 38.59
17.0 11.90 8.50 10.78 38.70
17.1 11.97 8.55 10.84 38.81

17.2 12.04 8.60 10.91 38.92
17.3 12.11 8.65 10.97 39.03
17.4 12.18 8.70 11.04 39.14

(Line I) (Line II)
17.5 12.25 8.75 11.10 39.25

17.6 12.32 8.80 11.16 39.36
17.7 12.39 8.85 11.23 39.47
17.8 12.46 8.90 11.29 39.58
17.9 12.53 8.95 11.36 39.69
18.0 12.60 9.00 11.42 39.80
18.1 12.67 9.05 11.48 39.91

18.2 12.74 9.10 11.55 40.02
18.3 12.81 9.15 11.61 40.13
18.4 12.88 9.20 11.68 40.24
18.5 12.95 9.25 11.74 40.35
18.6 13.02 9.30 11.80 40.46
18.7 13.09 9.35 11.87 40.57
18.8 13.16 9.40 11.93 40.68
18.9 13.23 9.45 12.00 40.79
19.0 12.06 40.90
13.30 9.50
19.1 13.37 9.55 12.12 41.01
19.2 13.44 9.60 12.19 41.12
19.3 13.51 9.65 12.25 41.23
19.4 13.58 9.70 12.32 41.34
19.5 13.65 9.75 12.38 41.45
19.6 13.72 9.80 12.44 41.56
19.7 13.79 9.85 12.51 41.67
19.8 13.86 9.90 12.57 41.78
19.9 13.93 9.95 12.64 41.89
20.0 14.00 10.00 12.70 42.00
20.1 14.07 10.05 12.76 42.11

20.2 14.14 10.10 12.83 42.22
20.3 14.21 10,15 12.89 42.33
20.4 14.28 10.20 12.95 42.44
20.5 14.35 10.25 13.02 42.55
20.6 14.42 10.30 13.08 42.66
20.7 14.49 10.35 13.14 42.77
20.8 14.56 10.40 13.20 42.88
20.9 14.63 10.45 13.27 42.99
21.0 14.70 10.50 13.33 43.10
21.1 14.77 10.55 13.39 43.21

21.2 14.84 10.60 13.46 43.32
21.3 14.91 10.65 13.52 43.43
21.4 14.98 10.70 13.58 43.54
21.5 15.05 10.75 13.65 43.65
21.6 15.12 10.80 13.71 43.76
21.7 15.19 10.85 13.77 43.87
21.8 15.26 10.90 13.83 43.98
21.9 15.33 10.95 13.90 44.09
22.0 15.40 11.00 13.96 44.20
22.1 15.47 11.05 14.02 44.31

22.2 15.54 11.10 14.09 44.42
22.3 15.61 11.15 14.15 44.53
22.4 15.68 11.20 14.21 44.64
22.5 15.75 11.25 14.28 44.75
22.6 15.82 11.30 14.34 44.86
22.7 15.89 11.35 14.40 44.97
22.8 15.96 11.40 14.46 45.08
22.9 16.03 11.45 14.53 45.19
23.0 16.10 11.50 14.59 45.30
23.1 16.17 11.55 14.65 45.41

23.2 16.24 11.60 14.72 45.52
23.3 16.31 11.65 14.78 45.63
23.4 16.38 11.70 14.84 45.74
23.5 16.45 11.75 14.91 45.85

(Line I) (Line II)
23.6 16.52 11.80 14.97 45.96

23.7 16.59 11.85 15.03 46.07
23.8 16.66 11.90 15.09 46.18
23.9 16.73 11.95 15.16 46.29
24.0 16.80 12.00 15.22 46.40
24.1 16.87 12.05 15.28 46,51

24.2 16.94 12.10 15.35 46.62
24.3 17.01 12.15 15.41 46.73
24.4 17.08 12.20 15.47 46.84
24..5 17.15 12.25 15.54 46.95
24.6 17.22 12.30 15.60 47.06
24.7 17.29 12.35 15.66 47.17
24.8 17.36 12.40 15.72 47.28
24.9 17.43 12.45 15.79 47.39
25.0 17.50 12.50 15.85 47.50
25.1 17.57 12.55 15.91 47.61

25.2 17.64 12.60 15.98 47.72
25.3 17.71 12.65 16.04 47.83
25.4 17.78 12.70 16.10 47.94
25.5 17.85 12.75 16.17 48.05
25.6 17.92 12.80 16.23 48.16
25.7 17.99 12.85 16.29 48.27
25.8 18.06 12.90 16.35 48.38
25.9 18.13 12.95 16.42 48.49
26.0 18.20 13.00 16.48 48.60
26.1 18.27 13.05 16.54 48.71

26.2 16.34 13.10 16.61 48.82
26.3 18.41 13.15 16.67 48.93
26.4 18.48 13..20 16.73 49.04
26.5 18.55 13.25 16.80 49.15
26.6 18.62 13.30 16.86 49.26
26.7 18.69 13.35 16.92 49.37
26.8 18.76 13.40 16.98 49.48
26.9 18.83 13.45 17.05 49.59
27.0 18.90 13.50 17.11 49.70
27.1 18.97 13.55 17.17 49.81

27.2 19.04 13.60 17.24 49.92
27.3 19.11 13.65 17.30 50.03
27.4 19.18 13.70 17.36 50.14
27.5 19.25 13.75 17.43 50.25
27.6 19.32 13.80 17.49 50.36
27.7 19.39 13.85 17.55 50.47
27.8 19.46 13.90 17.61 50.58
27.9 19.53 13.95 17.68 50.69
28.0 19.60 14.00 17.74 50.80
28.1 19.67 14.05 17.80 50.91

28.2 19.74 14.10 17.87 51.02
28.3 19.81 14.15 17.93 51.13
28.4 19.88 14.20 17.99 51.24
28.5 19.95 14.25 18.06 51.35
28.6 20.02 14.30 18.12 51.46
28.7 20.09 14.35 18.18 51.57
28.8 20.16 14.40 18.24 51.68
28.9 20.23 14.45 18.31 51.79
29.0 20.30 14.50 18.37 51.90
29.1 20.37 14.55 18.43 52.01

29.2 20.44 14.60 18.50 52.12
29.3 20.51 14.65 18.56 52.23
29.4 20.58 14.70 18.62 52.34
29.5 20.65 14.75 18.69 52.45
29.6 20.72 14.80 18.75 52.56

(Line I) (Line II)
29.7 20.79 14.85 18.81 52.67

29.8 20.86 14.90 18.87 52.78
29.9 20.93 14.95 18.94 52.89
30.0 21.00 15.00 19.00 53.00
30.1 21.10 15.09 19.09 53.11

30.2 21.20 15.17 19.17 53.22
30.3 21.30 15.26 19.26 53.33
30.4 21.40 15.34 19.34 53.44
30.5 21.50 15.43 19.43 53.55
30.6 21.60 15.51 19.51 53.66
30.7 21.70 15.60 19.60 53.77
30.8 21.80 15.68 19.68 53.88
30.9 21.90 15.77 19.77 53.99
31.0 22.00 15.85 19.85 54.10
31.1 22.10 15.94 19.94 54.21

31.2 22.20 16.02 20.02 54.32
31.3 22.30 16.11 20.11 54.43
31.4 22.40 16.19 20.19 54.54
31.5 22.50 16.28 20.28 54.65
31.6 22.60 16.36 20.36 54.76
31.7 22.70 16.45 20.45 54.87
31.8 22.80 16.53 20.53 54.98
31.9 22.90 16.62 20.62 55.09
32.0 23.00 16.70 20.70 55.20
32.1 23.10 16.79 20.79 55.31

32.2 23.20 16.87 20.87 55.42
32.3 23.30 16.96 20.96 55.53
32.4 23.40 17.04 21.04 55.64
32.5 23.50 17.13 21.13 55.75
32.6 23.60 17.21 21.21 55.86
32.7 23.70 17.30 21.30 55.97
32.8 23.80 1-7.38 21.38 56.08
32.9 23.90 17.47 21.47 56.19
33.0 24.00 17.55 21.55 56.30
33.1 25.10 17.64 21.64 56.41

33.2 25.20 17.72 21.72 56.52
33.3 25.30 17.81 21.81 56.63
33.4 25.40 17.89 21.89 56.74
33.5 25.50 17.98 21.98 56.85
33.6 25.60 18.06 22.06 56.96
33.7 25.70 18.15 22.15 57.07
33.8 25.80 18.23 22.23 57.18
33.9 25.90 18.32 22.32 57.29
34.0 26.00 18.40 22.40 57.40
57.51
34.1 26.10 18.49 22.49
34.2 26.20 18.57 22.57 57.62
34.3 26.30 18.66 22.66 57.73
34.4 26.40 18.74 22.74 57.84
34.5 26.50 18.83 22.83 57.95
34.6 26.60 18.91 22.91 58.06
34.7 26.70 19.00 23.00 58.17
34.8 26.80 19.08 23.08 58.28
34.9 26.90 19.17 23.17 58.39
35.0 27.00 19.25 23.25 58.50
35.1 26.10 19.34 23.34 58.61

35.2 26.20 19.42 23.42 58.72
35.3 26.30 19.51 23.51 58.83
35.4 26.40 19.59 23.59 58.94
35.5 26.50 19.68 23.68 59.05
35.6 26.60 19.76 23.76 59.16
35.7 26.70 19.85 23.85 59.27

(Line I) (Line II)
35.8 26.80 19.93 23.93 59.38

35.9 26.90 20.02 24.02 59.49
36.0 27.00 20.10 24.10 59.60
36.1 27.10 20.19 24.19 59.71

36.2 27.20 20.27 24.27 59.82
36.3 27.30 20.36 24.36 59.93
36.4 27.40 20.44 24.44 60.04
36.5 27.50 20.53 24.53 60.15
36.6 27.60 20.61 24.61 60.26
36.7 27.70 20.70 24.70 60.37
36.8 27.80 20.78 24.78 60.48
36.9 27.90 20.87 24.87 60.59
37.0 28.00 20.95 24.95 60.70
37.1 28.10 21.04 25.04 60.81

37.2 28.20 21.12 25.12 60.92
37.3 28.30 21.21 25.21 61.03
37.4 28.40 21.29 25.29 61.14
37.5 28.50 21.38 25.38 61.25
37.6 28.60 21.46 25.46 61.36
37.7 28.70 21.55 25.55 61.47
37.8 28.80 21.63 25.63 61.58
37.9 28.90 21.72 25.72 61.69
38.0 29.00 21.80 25.80 61.80
38.1 29.10 21.89 25.89 61.91

38.2 29.20 21.97 25.97 62.02
38.3 29.30 22.06 26.06 62.13
38.4 29.40 22.14 26.14 62.24
38.5 29.50 22.23 26.23 62.35
38.6 29.60 22.31 26.31 62.46
38.7 29.70 22.40 26.40 62.57
38.8 29.80 22.48 26.48 62.68
38.9 29.90 22.57 26.57 62.79
39.0 30.00 22.65 26.65 62.90
39.1 30.10 22.74 26.74 63.01

39.2 30.20 22.82 26.82 63.12
39.3 30.30 22.91 26.91 63.23
39.4 30.40 22.99 26.99 63.34
39.5 30.50 23.08 27.08 63.45
39.6 30.60 23.16 27.16 63.56
39.7 30.70 23.25 27.25 63.67
39.8 30.80 23.33 27.33 63.78
39.9 30.90 23.42 27.42 63.89
40.0 31.00 23.50 27.50 64.00
40.1 31.10 23.59 27.59 64.06

40.2 31.20 23.67 27.67 64.12
40.3 31.30 23.76 27.76 64.18
40.4 31.40 23.84 27.84 64.24
40.5 31.50 23.93 27.93 64.30
40.6 31.60 24.01 28.01 64.36
40.7 31.70 24.10 28.10 64.42
40.8 31.80 24.18 28.18 64.48
40.9 31.90 24.27 28.27 64.54
41.0 32.00 24.35 28.35 64.60
41.1 32.10 24.44 28.44 64.66

41.2 32.20 24.52 28.52 64.72
41.3 32.30 24.61 28.61 64.78
41.4 32.40 24.69 28.69 64.84
41.5 32.50 24.78 28.78 64.90
41.6 32.60 24.86 28.86 64.96
41.7 32.70 24.95 28.95 65.02
41.8 32.80 25.03 29.03 65.08

(Line I) (Line II)
41.9 32.90 25.12 29.12 65.14

42.0 33.00 25.20 29.20 65.20
42.1 33.10 25.29 29.29 65.26

42.2 33.20 25.37 29.37 65.32
42.3 33.30 25.46 29.46 65.38
42.4 33.40 25.54 29.54 65.44
42.5 33.50 25.63 29.63 65.50
42.6 33.60 25.71 29.71 65.56
42.7 33.70 25.80 29.80 65.62
42.8 33.80 25.88 29.88 65.68
42.9 33.90 25.97 29.97 65.74
43.0 34.00 26.05 30.05 65.80
43.1 34.10 26.14 30.14 65.86

43.2 34.20 26.22 30.22 65.92
43.3 34.30 26.31 30.31 65.98
43.4 34.40 26.39 30.39 66.04
43.5 34.50 26.48 30.48 66.10
43.6 34.60 26.56 30.56 66.16
43.7 34.70 26.65 30.65 66.22
43.8 34.80 26.73 30.73 66.28
43.9 34.90 26.82 30.82 66.34
44.0 35.00 26.90 30.90 66.40
44.1 35.10 26.99 30.99 66.46

44.2 35.20 27.07 31.07 66.52
44.3 35.30 27.16 31.16 66.58
44.4 35.40 27.24 31.24 66.64
44.5 35.50 27.33 31.33 66.70
44.6 35.60 27.41 31.41 66.76
44.7 35.70 27.50 31.50 66.82
44.8 35.80 27.58 31.58 66.88
44.9 35.90 27.67 31.67 66.94
45.0 36.00 27.75 31.75 67.00
45.1 36.10 27.84 31.84 67.06

45.2 36.20 27.92 31.92 67.12
45.3 36.30 28.01 32.01 67.18
45.4 36.40 28.09 32.09 67.24
45.5 36.50 28.18 32.18 67.30
45.6 36.60 28.26 32.26 67.36
45.7 36.70 28.35 32.35 67.42
45.8 36.80 28.43 32.43 67.48
45.9 36.90 28.52 32.52 67.54
46.0 37.00 28.60 32.60 67.60
46.1 37.10 28.60 32.69 67.66

46.2 37.20 28.77 32.77 67.72
46.3 37.30 28.86 32.86 67.78
46.4 37.40 28.94 32.94 67.84
46.5 37.50 29.03 33.03 67.90
46.6 37.60 29.11 33.11 67.96
46.7 37.70 29.20 33.20 68.02
46.8 37.80 29.28 33.28 68.08
46.9 37.90 29.37 33.37 68.14
47.0 38.00 29.45 33.45 68.20
47.1 38.10 29.54 33.54 68.26

47.2 38.20 29.62 33.62 68.32
47.3 38.30 29.71 33.71 68.38
47.4 38.40 29.79 33.79 68.44
47.5 38.50 29.88 33.88 68.50
47.6 38.60 29.96 33.96 68.56
47.7 38.70 30.05 34.05 68.62
47.8 38.80 30.13 34.13 68.68
47.9 38.90 30.22 34.22 68.74
48.0 39.00 30.30 34.30 68.80

(Line I) (Line II)
48.1 39.10 30.39 34.39 68.86

48.2 39.20 30.47 34.47 68.92
48.3 39.30 30.56 34.56 68.98
48.4 39.40 30.64 34.64 69.04
48.5 39.50 30.73 34.73 69.10
48.6 39.60 30.81 34.81 69.16
48.7 39.70 30.90 34.90 69.22
48.8 39.80 30.98 34.98 69.28
49.9 39.90 31.07 35.07 69.34
49.0 40.00 31.15 35.15 69.40
49.1 40.10 31.24 35.24 69.46

49.2 40.20 31.32 35.32 69.52
49.3 40.30 31.41 35.41 69.58
49.4 40.40 31.49 35.49 69.64
49.5 40.50 31.58 35.58 69.70
49.6 40.60 31.66 35.66 69.76
49.7 40.70 31.75 35.75 69.82
49.8 40.80 31.83 35.83 69.88
49.9 40.90 31.92 35.92 69.94
50.0 41.00 32.00 36.00 70.00
50.1 41.11 32.14 36.10 70.06

50.2 41.22 32.28 36.20 70.12
50.3 41.33 32.42 36.30 70.18
50.4 41.44 32.56 36.40 70.24
50.5 41.55 32.70 36.50 70.30
50.6 41.66 32.84 36.60 70.36
50.7 41.77 32.98 36.70 70.42
50.8 41;88 33.12 36.80 70.48
50.9 41.99 33.26 36.90 70.54
51.0 42.10 33.40 37.00 70.60
51.1 42.21 33.54 37.10 70.66

51.2 42.32 33.68 37.20 70.72
51.3 42.43 33.82 37.30 70.78
51.4 42.54 33.96 37.40 70.84
51.5 42.65 34.10 37.50 70.90
51.6 42.76 34.24 37.60 70.96
51.7 42.87 34.38 37.70 71.02
51..8 42.98 34.52 37.80 71.08
51.9 43.09 34.66 37.90 71.14
52.0 43.20 34.80 38.00 71.20
52.1 43.31 34.94 38.10 71.26

52.2 43.42 35.08 38.20 71.32
52.3 43.53 35.22 38.30 71.38
52.4 43.64 35.36 38.40 71.44
52.5 43.75 35.50 38.50 71.50
52.6 43.86 35.64 38.60 71.56
52.7 43.97 35.78 38.70 71.62
52.8 44.08 35.92 38.80 71.68
52.9 44.19 36.06 38.90 71.74
53.0 44.30 36.20 39.00 71.80
53.1 44.41 36.34 39.10 71.86

53.2 44.52 36.48 39.20 71.92
53.3 44.63 36.62 39.30 71.98
53.4 44.74 36.76 39.40 72.04
53.5 44.85 36.90 39.50 72.10
53.6 44.96 37.04 39.60 72.16
53.7 45.07 37.18 39.70 72.22
53.8 45.18 37.32 39.80 72.28
53.9 45.29 37.46 39.90 72.34
54.0 45.40 37.60 40.00 72.40
54.1 45.51 37.74 40.10 72.46

54.2 45.62 37.88 40.20 72.52

(Line I) (Line II)
54.3 45.73 38.02 40.30 72.58

54.4 45.84 38.16 40.40 72.64
54.5 45.95 38.30 40.50 72.70
54.6 46.06 38.44 40.60 72.76
54.7 46.17 38.58 40.70 72.82
54.8 46.28 38.72 40.80 72.88
54.9 46.39 38.86 40.90 72.94
55.0 46.50 39.00 41.00 73.00
55.1 46.61 39.14 41.10 73.06

55.2 46.72 39.28 41.20 73.12
55.3 46.83 39.42 41.30 73.18
55.4 46.94 39.56 41.40 73.24
55.5 47.05 39.70 41.50 73.30
55.6 47.16 39.84 41.60 73.36
55.7 47.27 39.98 41.70 73.42
55.8 47.38 40.12 41.80 73.48
55.9 47.49 40.26 41.90 73.54
56.0 47.60 40.40 42.00 73.60
56.1 47.71 40.54 42.10 73.66

56.2 47.82 40.68 42.20 73.72
56.3 47.93 40.82 42.30 73.78
56.4 48.04 40.96 42.40 73.84
56.5 48.15 41.10 42.50 73.90
56.6 48.26 41.24 42.60 73.96
56.7 48.37 41.38 42.70 74.02
56.8 48.48 41.52 42.80 74.08
56.9 48.59 41.66 42.90 74.14
57.0 48.70 41.80 43.00 74.20
57.1 48.81 41.94 43.10 74.26

57.2 48.92 42.08 43.20 74.32
57.3 49.03 42.22 43.30 74.38
57.4 49.14 42.36 43.40 74.44
57.5 49.25 42.50 43.50 74.50
57.6 49.36 42.64 43.60 74.56
57.7 49.47 42.78 43.70 74.62
57.8 49.58 42.92 43.80 74.68
57.9 49.69 43.06 43.90 74.74
58.0 49.80 43.20 44.00 74.80
58.1 49.91 43.34 44.10 74.86

58.2 50.02 43.48 44.20 74.92
58.3 50.13 43.62 44.30 74.98
58.4 50.24 43.76 44.40 75.04
58.5 50.35 43.90 44.50 75.10
58.6 50.46 44.04 44.60 75.16
58.7 50.57 44.18 44.70 75.22
58.8 50.68 44.32 44.80 75.28
58.9 50.79 44.46 44.90 75.34
59.0 50.90 44.60 45.00 75.40
59.1 51.01 44.74 45.10 75.46

59.2 51.12 44.88 45.20 75.52
59.3 51.23 45.02 45.30 75.58
59.4 51.34 45.16 45.40 75.64
59.5 51.45 45.30 45.50 75.70
59.6 51.56 45.44 45.60 75.76
59.7 51.67 45.58 45.70 75.82
59.8 51.78 45.72 45.80 75.88
59.9 51.89 45.86 45.90 75.94
60.0 52.00 46.00 46.00 76.00
60.1 52..11 46.17 46.17 76.06

60.2 52.22 46.34 46.34 76.12
60.3 52.33 46.51 46.51 76.18

(Line I) (Line II)
60.4 52.44 46.68 46.68 76.24

60.5 52.55 46.85 46.85 76.30
60.6 52.66 47.02 47.02 76.36
60.7 52.77 47.19 47.19 76.42
60.8 52.88 47.36 47.36 76.48
60.9 52.99 47.53 47.53 76.54
61.0 53.10 47.70 47.70 76.60
61.1 53.21 47.87 47.87 76.66

61.2 53.32 48.04 48.04 76.72
61.3 53.43 48.21 48.21 76.78
61.4 53.54 48.38 48.38 76.84
61.5 53.65 48.55 48.55 76.90
61.6 53.76 48.72 48.72 76.96
61.7 58.87 48.89 48.89 77.02
61.8 53.98 49.06 49.06 77.08
61.9 54.09 49.23 49.23 77.14
62.0 54.20 49.40 49.40 77.20
62.1 54.31 49.57 49.57 77.26

62.2 54.42 49.74 49.74 77.32
62.3 54.53 49.91 49.91 77.38
62.4 54.64 50.08 50.08 77.44
62.5 54.75 50.25 50.25 77.50
62.6 54.86 50.42 50.42 77.56
62.7 54.97 50.59 50.59 77.62
62.8 55.08 50.76 50.76 77.68
62.9 55.19 50.93 50.93 77.74
63.0 55.30 51.10 51.10 77.80
63.1 55.41 51.27 51.27 77.86

63.2 55.52 51.44 51.44 77.92
63.3 55.63 51.61 51.61 77.98
63.4 55.74 51.78 51.78 78.04
63.5 55.85 51.95 51.95 78.10
63.6 55.96 52.12 52.12 78.16
63.7 56.07 52.29 52.29 78.22
63.8 56.18 52.46 52.46 78.28
63.9 56.29 52.63 52.63 78.34
64.0 56.40 52.80 52.80 78.40
64.1 56.51 52.97 52.97 78.46

64.2 56.62 53.14 53.14 78.52
64.3 56.73 53.31 53.31 78.58
64.4 56.84 53.48 53.48 78.64
64.5 56.95 53.65 53.65 78.70
64.6 57.06 53.82 53.82 78.76
64.7 57.17 53.99 53.99 78.82
64.8 57.28 54.16 54.16 78.88
64.9 57.39 54.33 54.33 78.94
65.0 57.50 54.50 54.50 79.00
65.1 57.61 54.67 54.67 79.06

65.2 57.72 54.84 54.84 79.12
65.3 57.83 55.01 55.01 79.18
65.4 57.94 55.18 55.18 79.24
65.5 58.05 55.35 55.35 79.30
65.6 58.16 55.52 55.52 79.36
65.7 58.27 55.69 55.69 79.42
65.8 58.38 55.86 55.86 79.48
65.9 58.49 56.03 56.03 79.54
66.0 58.60 56.20 56.20 79.6
66.1 58.71 56.37 56.37 79.66

66.2 58.82 56.54 56.54 79.72
66.3 58.93 56.71 56.71 79.78
66.4 59.04 56.88 56.88 79.84

Effective length of On Type A s hips On Type B ship (% deduction) On Timber deck
(Line I) (Line II)
66.5 59.15 57.05 57.05 79.90

66.6 59.26 57.22 57.22 79.96
66.7 59.37 57.39 57.39 80.02
66.8 59.48 57.56 57.56 80.08
66.9 59.59 57.73 57.73 80.14
67.0 59.70 57.90 57.90 80.20
67.1 59.81 58.07 58.07 80.26

67.2 59.92 58.24 58.24 80.32
67.3 60.03 58.41 58.41 80.38
67.4 60.14 58.58 58.58 80.44
67.5 60.25 58.75 58.75 80.50
67.6 60.36 58.92 58.92 80.56
67.7 61.47 59.09 59.09 80.62
67.8 60.58 59.26 59.26 80.68
67.9 60.69 59.43 59.43 80.74
68.0 60.80 59.60 59.60 80.80
68.1 60.91 59.77 59.77 80.86

68.2 61.02 59.94 59.94 80.92
68.3 61.13 60.11 60.11 80.98
68.4 61.24 60.28 60.28 81.04
68.5 61.35 60.45 60.45 81.10
68.6 61.46 60.62 60.62 81.16
68.7 61.57 60.79 60.79 81.22
68.8 61.68 60.96 60.96 81.28
68.9 61.79 61.13 61.13 81.34
69.0 61.90 61.30 61.30 81.40
69.1 62.01 61.47 61.47 81.46

69.2 62.12 61.64 61.64 81.52
69.3 62.23 61.81 61.81 81.58
69.4 62.34 61.98 61.98 81.64
69.5 62.45 62.15 62.15 81.70
69.6 62.56 62.32 62.32 81.76
69.7 62.67 62.49 62.49 81.82
69.8 62.78 62.66 62.66 81.88
69.9 62.89 62.83 62.83 81.94
70.0 63.00 63.00 63.00 82.00
70.1 63.12 63.12 63.12 82.06

70.2 63.25 63.25 63.25 82.12
70.3 63.37 63.37 63.37 82.18
70.4 63.49 63.49 63.49 82.24
70.5 63.62 63.62 63.62 82.30
70.6 63.74 63.74 63.74 82.36
70.7 63.86 63.86 63.86 82.42
70.8 63.98 63.98 63.98 82.48
70.9 64.11 64.11 64.11 82.54
71.0 64.23 64.23 64.23 82.60
71.1 64.35 64.35 64.35 82.66

71.2 64.48 64.48 64.48 82.72
71.3 64.60 64.60 64.60 82.78
71.4 64.72 64.72 64.72 82.84
71.5 64.85 64.85 64.85 82.90
71.6 64.97 64.97 64.97 82.96
71.7 65.09 65.09 65.09 83.02
71.8 65.21 65.21 65.21 83.08
71.9 65.34 65.34 65.34 83.14
72.0 65.46 65.46 65.46 83.20
72.1 65.58 65.58 65.58 83.26

72.2 65.71 65.71 65.71 83.32
72.3 65.83 65.83 65.83 83.38
72.4 65.95 65.95 65.95 83.44
72.5 66.08 66.08 66.08 83.50

(Line I) (Line II)
72.6 66.20 66.20 66.20 83.56

72.7 66.32 66.32 66.32 83.62
72.8 66.44 66.44 66.44 83.68
72.9 66.57 66.57 66.57 83.74
73.0 66.69 66.69 66.69 83.80
73.1 66.81 66.81 66.81 83.86

73.2 66.94 66.94 66.94 83.92
73.3 67.06 67.06 67.06 83.98
73.4 67.18 67.18 67.18 84.04
73.5 67.31 67.31 67.31 84.10
73.6 67.43 67.43 67.43 84.16
73.7 67.55 67.55 67.55 84.22
73.8 67.67 67.67 67.67 84.28
73.9 67.80 67.80 67.80 84.34
74.0 67.92 67.92 67.92 84.40
74.1 68.04 68.04 68.04 84.46

74.2 68.17 68.17 68.17 84.52
74.3 68.29 68.29 68.29 84.58
74.4 68.41 68.41 68.41 84.64
74.5 68.54 68.54 68.54 84.70
74.6 68.66 68.66 68.66 84.76
74.7 68.78 68.78 68.78 84.82
74.8 68.90 68.90 68.90 84.88
74.9 69.03 69.03 69.03 84.94
75.0 69.15 69.15 69.15 85.00
75.1 69.27 69.27 69.27 85.06

75.2 69.40 69.40 69.40 85.12
75.3 69.52 69.52 69.52 85.18
75.4 69.64 69.64 69.64 85.24
75.5 69.77 69.77 69.77 85.30
75.6 69.89 69.89 69.89 85.36
75.7 70.01 70.01 70.01 85.42
75.8 70.13 70.13 70.13 85.48
75.9 70.26 70.26 70.26 85.54
76.0 70.38 70.38 70.38 85.60
76.0 70.50 70.50 70.50 85.66

76.2 70.63 70.63 70.63 85.72
76.3 70.75 70.75 70.75 85.78
76.4 70.87 70.87 70.87 85.84
76.5 71.00 71.00 71.00 85.90
76.6 71.12 71.12 71.12 85.96
76.7 71.24 71.24 71.24 86.02
76.8 71.36 71.36 71.36 86.08
76.9 71.49 71.49 71.49 86.14
77.0 71.61 71.61 71.61 86.20
77.1 71.73 71.73 71.73 86.26

77.2 71.86 71.86 71.86 86.32
77.3 71.98 71.98 71.98 86.38
77.4 72.10 72.10 72.10 86.44
77.5 72.23 72.23 72.23 86.50
77.6 72.35 72.35 72.35 86.56
77.7 72.47 72.47 72.47 86.62
77.8 72.59 72.59 72.59 86.68
77.9 72.72 72.72 72.72 86.74
78.0 72.84 72.84 72.84 86.80
78.1 72.96 72.96 72.96 86.86

78.2 73.09 73.09 73.09 86.92
78.3 73.21 73.21 73.21 86.98
78.4 73.33 73.33 73.33 87.04
78.5 73.46 73.46 73.46 87;10
78.6 73.58 73.58 73.58 87.16

‘E’ as % of (L) (Line I) (Line II) (% deduction)
78.7 73.70 73.70 73.70 87.22

78.8 73.82 73.82 73.82 87.28
78.9 73.95 73.95 73.95 87.34
79.0 74.07 74.07 74.07 87.40
79.1 74.19 74.19 74.19 87.46

79.2 74.32 74.32 74.32 87.52
79.3 74.44 74.44 74.44 87.58
79.4 74.56 74.56 74.56 87.64
79.5 74.69 74.69 74.69 87.70
79.6 74.81 74.81 74.81 87.76
79.7 74.93 74.93 74.93 87.82
79.8 75.05 75.05 75.05 87.88
79.9 75.18 75.18 75.18 87.94
80.0 75.30 75.30 75.30 88.00
80.1 75.42 75.42 75.42 88.06

80.2 75.55 75.55 75.55 88.12
80.3 75.67 75.67 75.67 88.18
80.4 75.80 75.80 75.80 88.24
80.5 75.92 75.92 75.92 88.30
80.6 76.04 76.04 76.04 88.36
80.7 76.17 76.17 76.17 88.42
80.8 76.29 76.29 76.29 88.48
80.9 76.42 76.42 76.42 88.54
81.0 76.54 76.54 76.54 88.60
81.1 76.66 76.66 76.66 88.66

81.2 76.79 76.79 76.79 88.72
81.3 76.91 76.91 76.91 88.78
81.4 77.04 77.04 77.04 88.84
81.5 77.16 77.16 77.16 88.90
81.6 77.28 77.28 77.28 88.96
81.7 77.41 77.41 77.41 89.02
81.8 77.53 77.53 77.53 89.08
81.9 77.66 77.66 77.66 89.14
82.0 77.78 77.78 77.78 89.20
82.1 77.90 77.90 77.90 89.26

82.2 78.03 78.03 78.03 89.32
82.3 78.15 78.15 78.15 89.38
82.4 78.28 78.28 78.28 89.44
82.5 78.40 78.40 78.40 89.50
82.6 78.52 78.52 78.52 89.56
82.7 78.65 78.65 78.65 89.62
82.8 78.77 78.77 78.77 89.68
82.9 78.90 78.90 78.90 89.74
83.0 79.02 79.02 79.02 89.80
83.1 79.16 79.16 79.16 89.86

83.2 79.27 79.27 79.27 89.92
83.3 79.39 79.39 79.39 89.98
83.4 79.52 79.52 79.52 90.04
83.5 79.64 79.64 79.64 90.10
83.6 79.76 79.76 79.76 90.16
83:7 79.89 79.89 79.89 90.22
83.8 80.01 80.01 80.01 90.38
83.9 80.14 80.14 80.14 90.34
84.0 80.26 80.26 80.26 90.40
84.1 80.38 80.38 80.38 90.46

84.2 80.51 80.51 80.51 90.52
84.3 80.63 80.63 80.63 90.58
84.4 80.76 80.76 80.76 90.64
84.5 80.88 80.88 80.88 90.70
84.6 81.00 81.00 81.00 90.76
84.7 81.13 81.13 81.13 90.82

(Line I) (Line II)
84.8 81.25 81.25 81.25 90.88

84.9 81.38 81.38 81.38 90.94
85.0 81.50 81.50 81.50 91.00
85.1 81.62 81.62 81.62 91.06

85.2 81.75 81.75 81.75 91.12
85.3 81.87 81.87 81.87 91.18
85.4 82.00 82.00 82.00 91.24
85.5 82.12 82.12 82.12 91.30
85.6 82.24 82.24 82.24 91.36
85.7 82.37 82.37 82.37 91.42
85.8 82.49 82.49 82.49 91.48
85.9 82.62 82.62 82.62 91.54
86.0 82.74 82.74 82.74 91.60
86.1 82.86 82.86 82.86 91.66

86.2 82.99 82.99 82.99 91.72
86.3 83.11 83.11 83.11 91.78
86.4 83.24 83.24 83.24 98.84
86.5 83.36 83.36 83.36 91.90
86.6 83.48 83.48 83.48 91.96
86.7 83.61 83.61 83.61 92.02
86.8 83.73 83.73 83.73 92.08
86.9 83.86 83.86 83.86 92.14
87.0 83.98 83.98 83.98 92.20
87.1 84.10 84.10 84.10 92.26

87.2 84.23 84.23 84.23 92.32
87.3 84.35 84.35 84.35 92.38
87.4 84.48 84.48 84.48 92.44
87.5 84.60 84.60 84.60 92.50
87.6 84.72 84.72 84.72 92.56
87.7 84.85 84.85 84.85 92.62
87.8 84.97 84.97 84.97 92.68
87.9 85.10 85.10 85.10 92.74
88.0 85.22 85.22 85.22 92.80
88.1 85.34 85.34 85.34 92.86

88.2 85.47 85.47 85.47 92.92
88.3 85.59 85.59 85.59 92.98
88.4 85.72 85.72 85.72 93.04
88.5 85.84 85.84 85.84 93.10
88.6 85.96 85.96 85.96 93.16
88.7 86.09 86.09 86.09 93.22
88.8 86.21 86.21 86.21 93.28
88.9 86.34 86.34 86.34 93.34
89.0 86.46 86.46 86.46 93.40
89.1 86.58 86.58 86.58 93.46

89.2 86.71 86.71 86.71 93.52
89.3 86.83 86.83 86.83 93.58
89.4 86.96 86.96 86.96 93.64
89.5 87.08 87.08 87.08 93.70
89.6 87.20 87.20 87.20 93.76
89.7 87.33 87.33 87.33 93.82
89.8 87.45 87.45 87.45 93.88
89.9 87.58 87.58 87.58 93.94
90.0 87.70 87.70 87.70 94.00
90.1 87.82 87.82 87.82 94.06

90.2 87.95 87.95 87.95 94.12
90.3 88.07 88.07 88.07 94.18
90.4 88.19 88.19 88.19 94.24
90.5 88.32 88.32 88.32 94.30
90.6 88.44 88.44 88.44 94.36
90.7 88.56 88.56 88.56 94.42
90.8 88.68 88.68 88.68 94.48

(Line I) (Line II)
90.9 88.81 88.81 88.81 94.54

91.0 88.93 88.93 88.93 94.60
91.1 89.05 89.05 89.05 94.66

91.2 89.18 89.18 89.18 94.72
91.3 89.30 89.30 89.30 94.78
91.4 89.42 89.42 89.42 94.84
91.5 89.55 89.55 89.55 94.90
91.6 89.67 89.67 89.67 94.96
91.7 89.79 89.79 89.79 95.02
91.8 89.91 89.91 89.91 95.08
91.9 90.04 90.04 90.04 95.14
92.0 90.16 90.16 90.16 95.20
92.1 90.28 90.28 90.28 95.26

92.2 90.41 90.41 90.41 95.32
92.3 90.53 90.53 90.53 95.38
92.4 90.65 90.65 90.65 95.44
92.5 90.78 90.78 90.78 95.50
92.6 90.90 90.90 90.90 95.56
92.7 91.02 91.02 91.02 95.62
92.8 91.14 91.14 91.14 95.68
92.9 91.27 91.27 91.27 95.74
93.0 91.39 91.39 91.39 95.80
93.1 91.51 91.51 91.51 95.86

93.2 91.64 91.64 91.64 95.92
93.3 91.76 91.76 91.76 95.98
93.4 91.88 91.88 91.88 96.04
93.5 92.01 92.01 92.01 96.10
93.6 92.13 92.13 92.13 96.16
93.7 92.25 92.25 92.25 96.22
93.8 92.37 92.37 92.37 96.28
93.9 92.50 92.50 92.50 96.34
94.0 92.62 92.62 92.62 96.40
94.1 92.74 92.74 92.74 96.46

94.2 92.87 92.87 92.87 96.52
94.3 92.99 92.99 92.99 96.58
94.4 93.11 93.11 93.11 96.64
94.5 93.24 93.24 93.24 96.70
94.6 93.36 93.36 93.36 96.76
94.7 93.48 93.48 93.48 96.82
94.8 93.60 93.60 93.60 96.88
94.9 93.73 93.73 93.73 96.94
95;0 93.85 93.85 93.85 97.00
95.1 93.97 93.97 93.97 97.06

95.2 94.10 94.10 94.10 97.12
95.3 94.22 94.22 94.22 97.18
95.4 94.34 94.34 94.34 97.24
95.5 94.47 94.47 94.47 97.30
95.6 64.59 64.59 64.59 97..36
95.7 94.71 94.71 94.71 97.42
95.8 94.83 94.83 94.83 94.48
95.9 94.96 94.96 94.96 97.54
96.0 95.08 95.08 95.08 97.60
96.1 95.20 95.20 95.20 97.66

96.2 95.33 95.33 95.33 97.72
96.3 95.45 95.45 95.45 97.78
96.4 95.57 95.57 95.57 97.84
96.5 95.70 95.70 95.70 97.90
96.6 95.82 95.82 95.82 97.96
96.7 95.94 95.94 95.94 98.02
96.8 96.06 96.06 96.06 98.08
96.9 96.19 96.19 96.19 98.14
97.0 96.31 96.31 96.31 98.20

(Line I) (Line II)
97.1 96.43 96.43 96.43 98.26

97.2 96.56 96.56 96.56 98.32
97.3 96.68 96.68 96.68 98.38
97.4 96.80 96.80 96.80 98.44
97.5 96.93 96.93 96.93 98.50
97.6 97.05 97.03 97.03 98.56
97.7 97.17 97.17 97.17 98.62
97.8 97.29 97.29 97.29 98.68
97.9 97.42 97.42 97.42 98.74
98.0 97.54 97.54 97.54 98.80
98.1 97.66 97.66 97.66 98.86

98.2 97.79 97.79 97.79 98.92
98.3 97.91 97.91 97.91 98.98
98.4 98.03 98.03 98.03 99.04
98.5 98.16 98.16 98.16 99.10
98.6 98.28 98.28 98.28 99.16
98.7 98.40 98.40 98.40 99.22
98.8 98.52 98.52 98.52 99.28
98.9 98.65 98.65 98.65 99.34
99.0 98.77 98.77 98.77 99.40
99.1 98.89 98.89 98.89 99.46

99.2 99.02 99.02 99.02 99.52
99.3 99.14 99.14 99.14 99.58
99.4 99.26 99.26 99.26 99.64
99.5 99.39 99.39 99.39 99.70
99.6 99.51 99.51 99.51 99.76
99.7 99.63 99.63 99.63 99.82
99.8 99.75 99.75 99.75 99.88
99.9 99.88 99.88 99.88 99.94
100.0 100.0 100.0 100.0 100.0

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 ne w 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.
MSIS003/PART 5/REV 1.02/PAGE1 OF14

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 le vers 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.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%.
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
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.

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 Weight of V.C.G Vertical L.C.G Longitudinal T.C.G Transverse

compartment flood water moment moment 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.

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 mus t 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.
MSIS003/PART 6/REV 1.01 PAGE 1

(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 ta nks-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 Sur veyor 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

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

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
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:
(WO × KGO × Sinθ ) + ω × KnC

GZ = KN −
W
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 − v )KN B + (v × KnC )
KN =
V
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:
l
1
horizontal heeling moment =
12
p tan α ∫ o
b3
l
1
*Vertical moment =
24
p tan α2
∫ 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

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 Ships with double Ships with single bottoms in

cargo holds
‘RB’ bottoms in cargo holds
Metres RB/d ratio RB/d ratio
6.10 2.24 2.17
7.62 2.15 2.09
9.15 2.09 2.04
10.67 2.05
12.20 2.03
13.72 2.01
(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:
l
1
horizontal heeling moment =
12
p tan α2
∫ o
b3
l
1
*Vertical moment =
12
p tan α2
∫ 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.

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/PART 9/REV 2.01/PAGE 1 OF 1

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 1.02/PAGE 1 OF 27

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 2

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 .

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 TO CONVERT FROM TO OBTAIN -

BY
0.03937 MILLIMETRES INCHES 25.400

0.3937 CENTIME TRES 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 TONNES PER INCH 0.4000
CENTIMETRE (OF (IMMERSION)
IMMERSION)
8.2014 MOMENT TO CHANGE MOMENT.TO 0.122
TRIM ONE CENTIMETRE CHANGE TRIM ONE
(TONNES METRE UNITS) INCH (FOOT TON
UNITS)
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

Loss in G.M due to Free = (tonnes metres) x liquid in Tank
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 leng th (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.


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The Maritime and Coastguard Agency

Instructions for the Guidance

PART 0.2 - REVISION STATUS

PART 1 - GENERAL EFFECT OF THE MERCHANT SHIPPING (LOAD LINES)

PART 2 – SURVEYS - GENERAL PRINCIPLES

2.1 Application for Survey (Regulation 8)

MSIS003/PART 0.1/REV 1.02/PAGE 1 OF 6

PART 3 - NOTES FOR GUIDANCE IN THE APPLICATION OF SCHEDULE 2 OF

PART 4 - NOTES FOR GUIDANCE IN THE APPLICATION OF SCHEDULE 4 OF

4.1 Depth for Freeboard (Paragraph 1)

PART 5 - INTACT STABILITY AND STABILITY IN THE DAMAGED CONDITION

5.1 Requirements for Ships Assigned Minimum Statutory Freeboards

PART 6 - NOTES FOR GUIDANCE FOR CARRYING OUT AN INCLINING TEST

PART 7 - MODEL STABILITY INFORMATION BOOKLET

PART 8 - ADDITIONAL INFORMATION AND REQUIREMENTS RELATING TO

MSIS003/PART 0.1/REV 1.01/PAGE 5

PART 9 - LIST OF FORMS USED IN LOAD LINE ASSIGNMENT

ANNEX 1 - MODEL STABILITY INFORMATION BOOKLET

Amendment 03 August 2001

Part Pages Revision Status

0.1 1-4 1.02

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

GENERAL EFFECT OF THE MERCHANT SHIPPING LOAD

1.1.3 The relevant legislation is:

1.2 Definitions and Interpretation

1.2.3 References in the legislation to ships "proceeding to sea" are construed

1.3 Application of the Regulations (Regulation 4)

1.3.1 Nothing in these Instructions should be read as applying to ships in the

1.4 Her Majesty's Ships

1.5 Exemptions (Regulations 4 and 5)

1.5.3 In any case of exemption under Regulation 5 the appropriate certificate

1.6 Periodical Inspections (Regulation 8(1)(c))

1.8 Load Line Exemption Certificates (Regulations 5 and 12)

1.8.2 International load line exemption certificates should be used for

1.8.5 Where it is necessary to impose limits on the geographical area of

1.9 Survey and Documentation

1.9.2 Headquarters will undertake a sampling check of surveys and

1.9.3 Exemption certificates may not be issued by any Assigning Authority

1.9.4 In the case of renewals where:-

1.9.4.1 the ship has undergone no substantial alterations or major repairs

1.9.4.2 the fittings required by the Conditions of Assignment are in good

1.9.4.3 the freeboards, period of validity, permitted area of operations and

1.9.5 A temporary covering letter of time-limited validity may be issued by the

1.10 Duration and Extension of Certificates (Regulation 10)

1.11 Certificates Ceasing to be Valid, and Surrender and Cancellation of

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

1.12 Re-issue of Certificates

Where it is necessary for a load line certificate to be re-issued to incorporate a

1.13 Publication of Load Line Certificate (Regulation 13)

The requirement to display a legible and valid certificate on board a UK ship

1.15 Provisions as to Inspection (Section 258 of the Act)

1.15.2 In relation to ships not registered in the UK the Act empowers a

In order to be recognized as valid for the purposes of the Act, an International

1.15.3.1 the certificate must show that it was issued by or on behalf of

1.15.3.2 the certificate must be in the official language of the country of

1.15.3.3 the certificate must be in the form prescribed by the Convention

1.15.3.4 the certificate must be currently in force and must be applicable

1.15.3.6 any extension of the period for which the certificate is

1.15.4 Deck cargoes

1.16 Enforcement (Regulations 26, 35 and 36)

1.16.1 Regulation 26 deals with compliance with the conditions of assignment,

1.16.3 The penalties for non-compliance with certification and survey

1.17 Detention (Regulation 37)