Stability Standard

STABILITY STANDARD
STABILITY STANDARD
TP
STABILITY, FREEBOARD, LOAD LIMIT AND

ASSOCIATED SEAWORTHINESS
SMALL FISHING VESSELS
UNDER
24 METRES IN LENGTH
Draft: January 2005
Transport Canada
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RDIMS #825336 V4, Draft For Discussion Only Page 1
STABILITY STANDARD
Part A Intact Stability

1. GENERAL..................................................................................................................6
1.1. DEFINITIONS .........................................................................................................6
1.2. APPLICATION ........................................................................................................6
1.3. DOCUMENTS TO BE SUBMITTED (BV RULES ).........................................................7
1.4. PROVISIONAL DOCUMENTATION(BV RULES )........................................................7
1.5. FINAL DOCUMENTATION(BV RULES ) ...................................................................7
2. INCLINING TEST AND LIGHTWEIGHT CHECK(IMO, CODE ON
INTACT STABILITY) .............................................................................................8
2.1. APPLICATION ........................................................................................................8
3. TRIM AND STABILITY BOOKLET .....................................................................9
3.1. INFORMATION TO BE INCLUDED IN THE TRIM AND STABILITY BOOKLET ................9
3.2. PERMANENT BALLAST.........................................................................................11
3.3. LOADING CONDITIONS .........................................................................................11
3.4. STABILITY CURVE CALCULATION ........................................................................12
4. DESIGN STABILITY CRITERIA ........................................................................13
4.1. MAXIMUM PERMISSIBLE OPERATING DRAFT........................................................13
4.2. FLOODING POINTS ...............................................................................................13
4.3. BOW HEIGHT .......................................................................................................14
4.4. DECK CARGO .......................................................................................................15
4.5. EFFECT OF TRIM (ABS) .......................................................................................15
4.6. FREE SURFACE EFFECTS (ABS) ..........................................................................16
5. GENERAL INTACT STABILITY CRITERIA ...................................................17
5.1. APPLICATION ......................................................................................................17
5.2. GENERAL ............................................................................................................17
5.3. GZ CURVE AREA .................................................................................................17
5.4. MINIMUM RIGHTING LEVER.................................................................................17
5.5. ANGLE OF MAXIMUM RIGHTING LEVER ...............................................................17
5.6. INITIAL METACENTRIC HEIGHT ............................................................................18
5.7. RANGE OF POSITIVE STABILITY ...........................................................................18
6. ALTERNATE DESIGN AND INTACT STABILITY CRITERIA ....................18
6.1. APPLICATION ......................................................................................................18
7. ICING CONSIDERATIONS(IMO, CODE ON INTACT STABILITY) ...........20
7.1. APPLICATION ......................................................................................................20
7.2. ALLOWANCE FOR ICE ACCRETION .......................................................................20
7.3. GUIDANCE RELATING TO ICE ACCRETION ............................................................20
8. SEVERE WIND AND ROLLING CRITERIA.....................................................26
8.1. WEATHER CRITERION ..........................................................................................26
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9. WATER ON DECK CRITERIA ............................................................................31

9.1. WATER ON DECK ................................................................................................31
10. TREATMENT OF LIFTING WEIGHTS AND HEELING MOMENTS DUE
TO FISHING GEER. (FRENCH REGULATION).............................................33
10.1. HEELING MOMENTS DUE TO FISHING GEAR......................................................33
10.2. EFFECT OF SNAG .............................................................................................33
10.3. SPECIAL PROVISIONS FOR TRAWLERS FITTED WITH A GANTRY ........................34
10.4. SPECIAL PROVISIONS FOR SIDE TRAWLERS ......................................................34
10.5. SPECIAL PROVISIONS FOR POT AND TRAP VESSELSS .........................................35
Part B Simplified Stability Criteria

11. GENERAL............................................................................................................37
11.1. SCOPE .............................................................................................................37
11.2. APPLICATION ..................................................................................................37
11.3. TERMS AND DEFINITIONS ................................................................................38
12. FREEBOARD AND LOAD LIMIT; CLOSED VESSEL & OPEN VESSEL
TYPE 2 .....................................................................................................................42
12.1. DETERMINATION OF THE MINIMUM FREEBOARD ( C LOSED VESSEL) ...............42
12.2. DETERMINATION OF THE MINIMUM COCKPIT BOTTOM HEIGHT (O PEN VESSEL
TYPE 2) ..........................................................................................................42
12.3. DETERMINATION OF THE DISPLACEMENT (D) PER CENTIMETRE IMMERSION ....42
13. LOAD LIMIT & DOWNFLOODING ANGLE; OPEN VESSEL TYPE 1 ...43
13.1. DETERMINATION OF THE MAXIMUM AUTHORIZED LOAD .................................43
13.2. DETERMINATION OF THE MINIMUM DOWNFLOODING HEIGHT .........................43
13.3. DETERMINATION OF THE MINIMUM DOWNFLOODING ANGLE...........................43
14. QUICK DRAINING COCKPIT OR WELL; OPEN VESSEL TYPE 2 ........45
14.1. APPLICATION ..................................................................................................45
14.2. REQUIREMENTS FOR QUICK DRAINING COCKPITS AND WELL .......................45
14.3. COCKPIT DRAINAGE ........................................................................................45
14.4. DRAINING TIME ...............................................................................................45
14.5. NUMBER OF DRAINS ........................................................................................45
14.6. MINIMUM DRAIN DIMENSIONS .........................................................................46
14.7. DRAIN FITTING................................................................................................46
14.8. DRAINING TIME ASSESSMENT ..........................................................................46
14.9. SILL HEIGHT FOR QUICK- DRAINING COCKPITS .................................................46
14.10. REQUIREMENTS FOR COMPANIONWAY DOORS AND APPLIANCES ABOVE SILL
HEIGHT ...........................................................................................................47
14.11. WATERTIGHTNESS REQUIREMENTS OF QUICK- DRAINING COCKPITS ................47
14.12. PERMANENTLY OPEN VENTILATION OPENINGS ................................................47
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15. RESERVE BUOYANCY; OPEN VESSEL TYPE 1 ........................................47

15.1. GENERAL ........................................................................................................48
15.2. CALCULATION FORMULAE FOR F LOATATION REQUIREMENTS ........................48
15.3. FLOTATION AND STABILITY TEST ....................................................................51
15.4. ARRANGEMENT OF THE TRANSOM ...................................................................51
16. STABILITY ASSESSMENT ..............................................................................52
16.1. GENERAL ........................................................................................................52
16.2. ROLL PERIOD TEST ..........................................................................................52
16.3. HEELING TEST .................................................................................................52
17. APPENDIX 1 ; FACTORS FOR CONVERTING VARIOUS VESSEL
MATERIALS FROM DRY WEIGHT TO SUBMERGED WEIGHT..............53
18. APPENDIX 2 ; MOTOR WEIGHT...................................................................54
19. APPENDIX 3, INCLINING TEST AND LIGHTWEIGHT CHECK ............55
19.1. PREPARATIONS FOR THE INCLINING TEST ........................................................55
19.2. GENERAL CONDITION OF THE VESSEL..............................................................56
19.3. WEATHER CONDITIONS & MOORING ARRANGEMENTS. ...................................57
19.4. TEST WEIGHTS.................................................................................................57
19.5. PENDULUMS....................................................................................................58
19.6. PLANS REQUIRED ............................................................................................58
19.7. DETERMINATION OF THE DISPLACEMENT ........................................................58
19.8. THE INCLINE (BV RULES) .............................................................................59
19.9. MEANS OF COMMUNICATIONS .........................................................................60
20. APPENDIX 4 - APPROXIMATE DETERMINATION OF SMALL VESSELS
STABILITY BY MEANS OF THE ROLLING PERIOD TESTS .....................61
20.1. GENERAL ........................................................................................................61
20.2. TEST PROCEDURE ............................................................................................61
20.3. DETERMINATION OF WHETHER THE INITIAL STABILITY IS SUFFICIENT .............62
21. APPENDIX 5, DENSITIES AND STOWAGE RATES OF SOME FISHERY
PRODUCTS (TP 7301 STAB 2) ............................................................................64
21.1. DENSITIES AND STOWAGE RATES ....................................................................64
22. APPENDIX 6, RECOMMENDATIONS FOR SKIPPERS OF FISHING
VESSELS ON ENSURING A VESSELS ENDURANCE IN CONDITIONS
OF ICE FORMATION. (IMO, CODE ON INTACT STABILITY)..................66
22.1. PRIOR TO DEPARTURE .....................................................................................66
22.2. AT SEA ............................................................................................................67
22.3. DURING ICE FORMATION .................................................................................69
22.4. LIST OF EQUIPMENT AND HAND TOOLS ............................................................71
23. APPENDIX 7, RECOMMENDED FORMAT FOR THE FREEBOARD &
STABILITY INFORMATION BOOKLET FOR USE ON BOARD FISHING
VESSELS. ................................................................................................................71
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STABILITY STANDARD
Part A
INTACT STABILITY CRITERIA
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STABILITY STANDARD
1. GENERAL
1.1. Definitions
1.1.1. Superstructure means a decked structure on the bulkhead deck extending from
side to side of the vessel, or with the side plating not being inboard of the shell
plating more than 4 per cent of the maximum moulded breadth of the vessel
measured at mid-ships. A raised quarter deck is regarded as a superstructure.
1.1.2. Weathertight means that in any sea conditions water will not penetrate into the
vessel.
1.1.3. The worst operating condition means the loading case for which the area
bounded by the lever arm curve in the interval (0, 40), or (0, ?f) if this angle
?f is less than 40, is minimal.
1.1.4. Lightship: The lightship is a vessel complete in all respects, but without
consumables, stores, cargo, and crew and effects, and without any liquids on
board except for machinery and piping fluids, such as lubricants and
hydraulics, which are at operating levels.
1.1.5. Inclining test: The inclining test is a procedure which involves moving a series
of known weights, in the transverse direction, and then measuring the
resulting change in the equilibrium heel angle of the vessel. By using this
information and applying basic naval architecture principles, the vessels
vertical center of gravity (VCG or KG) is determined.
1.1.6. Lightweight check: The lightweight check is a procedure which involves

auditing all items which are to be added, deducted or relocated on the vessel at
the time of the inclining test so that the observed condition of the vessel can
be adjusted to the lightship condition. The weight and longitudinal, transverse
and vertical location of each item are to be accurately determined and
recorded. The lightship displacement and longitudinal centre of gravity (LCG)
can be obtained using this information, as well as the static waterline of the
vessel at the time of the inclining test as determined by measuring the
freeboard or verified draft marks of the vessel, the vessels hydrostatic data and
the sea water density.
1.2. Application
1.2.1. Part A of this standard apply to every fishing vessels of less than 24 m in length
that are subject to an inclining experiment as required by the regulation.
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1.3. Documents to be submitted(BV Rules)
1.3.1. Inclining test report for the vessel, or:
a) where the stability data is based on a sister vessel, the inclining test report
of that sister vessel along with the lightship measurement report for the
vessel in question; or
b) where lightship particulars are determined by methods other than inclining

of the vessel or its sister, the lightship measurement report of the vessel
along with a summary of the method used to determine those particulars as
indicated in section 2.1.2
1.3.2. trim and stability booklet.
1.4. Provisional documentation(BV Rules)
1.4.1. Transport Canada reserves the right to accept or demand the submission of
provisional stability documentation for examination.
1.4.2. Provisional stability documentation includes loading conditions based on

estimated lightship values.
1.5. Final documentation(BV Rules)
1.5.1. Final stability documentation based on the results of the inclining test or the
lightweight check is to be submitted for examination.
1.5.2. When provisional stability documentation has already been submitted and the
difference between the estimated values of the lightship and those obtained
after completion of the test is less than:
2% for the displacement, and,
1% of the length between perpendiculars for the longitudinal position of

the centre of gravity, and the determined vertical position of the centre of
gravity is not greater than the estimated vertical position of the centre of
gravity, the provisional stability documentation may be accepted as the
final stability documentation.
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2. INCLINING TEST AND LIGHTWEIGHT CHECK(IMO, Code on Intact

Stability)
2.1. Application
2.1.1. Inclining test
The inclining test is required in the following cases:
2.1.1.1. Any new vessel, after its completion, when prescribed by the regulation
2.1.1.2. Any existing vessel, when prescribed by the regulation
2.1.1.3. Where any alterations are made to a vessel so as to materially affect the stability.
2.1.2. Lightweight check
The lightweight check test is required in the following cases:
2.1.2.1. At periodic intervals has prescribes by the regulation.
2.1.2.2. Transport Canada may allow a lightweight check to be carried out in lieu of an
inclining test in the case of an individual vessel, provided basic stability data
are available from the inclining test of a sister vessel and a lightweight check
is performed in order to prove that the sister vessel corresponds to the
prototype vessel. In such case the Transport Canada is satisfied when the
result of the lightweight check shows a deviation from the displacement of the
prototype vessel not greater than 1%. The final stability data to be considered
for the sister vessel in terms of displacement and position of the centre of
gravity are those of the prototype.
2.1.3. Detailed procedure.
2.1.3.1. A detailed procedure for conducting an inclining test is included in Appendix 3.

For the lightweight check, the same procedure applies except as provided for
in Appendix 3.
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3. TRIM AND STABILITY BOOKLET
3.1. Information to be included in the trim and stability booklet
3.1.1. A trim and stability booklet is a stability manual, which is to contain

information to enable the Master to operate the vessel in compliance with the
applicable requirements contained in the Regulation and the standard. (BV
Rules)
3.1.2. In developing the stability booklet, the following information should be

included. Where any of the requirements is not appropriate to the vessel type
or voyage its omission should be acknowledged by a statement to that effect in
the document
3.1.2.1. principal particulars of vessel;
3.1.2.2. instructions on the use of the booklet;
3.1.2.3. general arrangement plans showing watertight compartments, closures, vents,

downflooding points, permanent ballast, allowable deck loadings and
freeboard diagrams;
3.1.2.4. a sketch indicating the position of the draft marks referenced to the vessel
perpendiculars
3.1.2.5. a sketch of the vessel for every loading condition, indicating the level of each
tank, fish hold and ballast.
3.1.2.6. hydrostatic curves or tables and cross-curves of stability calculated on a free-

trimming basis, for the ranges of displacement and trim anticipated in normal
operating conditions ;
3.1.2.7. capacity plan and tables showing capacities and centres of gravity for each cargo
stowage space;
3.1.2.8. tank sounding tables showing capacities, centres of gravity, and free surface data
for each tank;
3.1.2.9. information on loading restrictions, such as maximum KG or minimum GM

curve or table that can be used to determine compliance with the applicable
stability criteria;
3.1.2.10. standard operating conditions and examples for developing other acceptable
loading conditions using the information contained in the stability booklet;
3.1.2.11. a brief description of the stability calculations done, including assumptions;
3.1.2.12. general precautions for preventing unintentional flooding;
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3.1.2.13. information concerning the use of any special cross- flooding fittings with
descriptions of damage conditions which may require cross- flooding;
3.1.2.14. any other necessary guidance for the safe operation of the vessel under normal
and emergency conditions;
3.1.2.15. a table of contents and index for each booklet;
3.1.2.16. inclining test report for the vessel, or:
3.1.2.17. where the stability data are based on a sister vessel, the inclining test report of
that sister vessel along with the light-ship measurement report for the vessel in
question; or
3.1.2.18. where light-ship particulars are determined by other methods than from inclining
of the vessel or its sister, a summary of the method used to determine those
particulars;
3.1.2.19. The class of voyage for which the stability is approved should be specifically
mentioned;
3.1.2.20. Every righting lever curve shall show the angle of heel at which the edge of the
main deck submerges.
3.1.2.21. Sequence of ballasting must be indicated in the Stability Booklet where required
to ensure adequate stability throughout the voyage
3.1.2.22. Where vessels are fitted with buoyancy material, the volume and location of the
approved material should be noted in the Stability Booklet.
3.1.2.23. As the Board of Steamship Inspection has no control over the basic data used to
develop the Stability Booklet conditions submitted by the owner, his
shipbuilder or his naval architect, nor of any other condition of loading
employed by the master while operating his vessel, the following qualifying
note is to be appended to all stability approvals:
3.1.2.24. "Subject to the owner, his shipbuilder or naval architect being responsible for the
accuracy of the design operating conditions presented herein and of the basic
data from which such conditions were developed. It shall be the responsibility
of the owner and master to ensure that a proper measure of stability is
maintained for all conditions of loading and ballasting".
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when fishing gear is entered into load sheets as a single line item a breakdown of what is
included must be provided. For example "Shrimp Gear" may only account for the warps
and the trawl, with the winches, drum and gantry forming part of the absolute lightship.
With vessels pursuing multiple fisheries it is import to clear define what gear is to be
carried and what must be left ashore
To require that a description of the fuel burning sequence be submitted.
To require, for each type of fishing, a description of the fishing operations and the
associated fish handling method used.
To require that the maximum pull force be submitted for each winch, power block, etc
used in the handling of fish catch.
Require a standardize vessel loading matrix in order to provide a clear and simple
guidance to the master for operating his vessel safely.
3.2. Permanent ballast
3.2.1. The weight and centres of gravity of any permanent ballast should be shown as a
separate item in the Lightship Condition. Subsequent conditions should list the
lightship with permanent ballast included. A sketch indicating the position and
description of the material and its securing arrangements should be
incorporated into the Stability Booklet.
3.2.2. If used, permanent ballast is to be located in accordance with a pla n approved by

Transport Canada and in a manner that prevents shifting of position.
Permanent ballast is not to be removed from the vessel or relocated within the
vessel without the approval of Transport Canada. Permanent ballast
particulars are to be noted in the vessels stability booklet.
3.2.3. Permanent solid ballast is to be installed under the supervision of a marine

inspector.
3.3. Loading conditions
3.3.1. The loading conditions considered shall include at least:
- the conventional conditions described below;
- the special conditions anticipated by the shipowner or stipulated by

Transport Canada, if they are more unfavourable than the conventional
conditions.
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3.3.1.1. departure for the fishing grounds with full fuel, stores, ice, and fishing gear and
ice accretion when applicable; and
3.3.1.2. full departure from the fishing grounds with full fuel, full catch in fish hold, full
catch on deck when anticipated, stores, ice, and fishing gear and ice accretion
when applicable; and
3.3.1.3. departure from the fishing grounds with full catch in fish hold, full catch on deck
when anticipated and ice accretion when applicable. It is assumed that the
anticipated remaining quantity of consumables and preserving ice is used. ;
and
3.3.1.4. arrival at home port with full catch in fish hold, full catch on deck when
anticipated and 10 per cent fuel and stores and ice accretion when applicable;
and
3.3.1.5. arrival at home port with 10 per cent fuel, stores, full catch on deck or when not
applicable a minimum catch in fish hold, that is normally to be 20 per cent of
a full catch but may be up to 40 percent, provided the marine inspector is
satisfied that operating patterns justify such a value and ice accretion when
applicable; and
3.3.1.6. any other actual operating conditions the marine inspector or owner considers
would produce the lowest values of the parameters contained in the criteria
required by; and
3.4. Stability curve calculation
3.4.1. Hydrostatic and stability curves are normally prepared on a designed trim basis.
However, where the operating trim or the form and arrangement of the vessel
are such that change in trim has an appreciable effect on righting arms, such
change in trim is to be taken into account. The calculations are to take into
account the volume to the upper surface of the deck sheathing. (BV Rules)
3.4.2. Superstructures, deckhouses, etc. which may be taken into account
3.4.2.1. Enclosed superstructures with all openings fitted with efficient weathertight
means of closing.
3.4.2.2. Deckhouses on the freeboard deck may be taken into account, provided that all
openings are fitted with efficient weathertight means of closing.
3.4.2.3. Deckhouses on decks above the freeboard deck are not to be taken into account,
but openings within them may be regarded as closed.
3.4.2.4. Superstructures and deckhouses not regarded as enclosed may, however, be

taken into account in stability calculations up to the angle at which their
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openings are flooded (at this angle, the static stability curve is to show one or
more steps, and in subsequent computations the flooded space are to be
considered non-existent).
3.4.2.5. Trunks may be taken into account. Hatchways may also be taken into account
having regard to the effectiveness of their closures.
4. DESIGN STABILITY CRITERIA
4.1. Maximum permissible operating draft
4.1.1. The maximum allowable operating draft shall be established such that
requirements of this Schedule will be satisfied in each of the operating
conditions defined in Section 3 and shall be such that the vertical distance
between the maximum flotation line (full load) and the working deck, should
not be less then 0.4 metres at any point. Shall be stipulated in the stability
booklet.
4.1.2. The maximum allowable operating draft shall be marked in accordance with the
regulations on each side of the vessel hull and the placement of the mark shall
also be indicated on the vessel inspection certificate
Designers and owners should be made aware that the catch or cargo hold capacity could
be reduced in order to meet the min. freeboard.
4.2. Flooding points
4.2.1. The initial flooding angle (? f) is the angle of heel at which downflooding
begins into any part of the vessel. Air intakes, vents, and ventilators need not
be considered as downflooding points if fitted with automatic closures.
Hatches not fitted with weather tight closures or hatches and weathertight door
left open for the operation of the vessel are to be considered as down flooding
points.
4.2.2. In cases where the vessel would sink due to flooding through any openings, the
stability curve is to be cut short at the corresponding angle of flooding and the
vessel is to be considered to have entirely lost its stability.
4.2.3. Small-diameter air vents serving small volumes may be disregarded in

determining ?f even when they are not equipped with automatic closures.
4.2.4. Furthermore, outside openings other than escape hatches, even protected by
weathertight doors kept closed at sea, must be assumed to be open when their
coamings are submerged at an angle of heel of less than 40.
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4.2.4.1. Small openings such as those for passing wires or chains, tackle and anchors,
and also holes of scuppers, discharge and sanitary pipes are not to be
considered as open if they submerge at an angle of inclination more than 30.
If they submerge at an angle of 30 or less, these openings are to be assumed
open if Transport Canada considers this to be a source of significant
progressive flooding; therefore such openings are to be considered on a case
by case basis.
4.2.5. The vanishing stability angle ?s must not be less than 60. To check this
criterion, it is permitted to consider as closed any openings equipped with
weathertight closures.
The initial flooding angle ?f must not be less than 40. In any case, openings to the fish
hold and the engine, even inside closed spaces, are required to be equipped with a
coaming at least 600 mm high. Although the tween deck is considered an open space, it
must be protected by a breakwater door unless this is shown to be impossible.
To require that the 1st flooding point is an opening fitted with a quick closing appliance and is
quickly accessible in case of emergency.
Flooding of fish-holds
The angle of heel at which progressive flooding of fish-holds could occur through hatches
which remain open during fishing operations and which cannot rapidly be closed should
be at least 40 unless the stability criteria of section 4 and 5 can be satisfied with the
respective fish-holds partially or completely flooded.
4.3. Bow height
4.3.1. Bow height, measured along the forward perpendicular, between the highest
planned waterline and the upper face of the highest deck, in metres must not
be less than:
He = 0.107 x k x L
Where
k = 1 in the general case.
k = 0.8 when the vessel does not travel over 25 miles from the nearest land, or
more than 100 miles from the sheltered waters of its port of departure.
k = 0.8 in tropical waters.
4.3.2. When the prescribed bow height is obtained using the sheer line, that line must
extend from the bow for a distance of at least 0.15 L aft of the forward
perpendicular. When it is obtained using a forecastle, the forecastle must
extend from the bow for a distance of at least 0.07 L aft of the forward
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perpendicular. However, when the length of the forecastle is greater than 0,15
L, a bulkhead equipped with adequate closures must be installed. If the
forecastle is open, devices sufficient to evacuate the water from it must be
provided.
4.3.3. Bulwarks are not taken into account.
4.3.4. Where a vessel is always trimmed by the stern in service conditions, the
minimum trim can be used to calculate the bow height.
4.4. Deck cargo
4.4.1. Fish deck cargo means the mass of catches stored on the deck, plus the mass
resulting from placement on the deck of the maximum catches likely to be
taken in one operation. The mass of catches stored on the deck will be
estimated on the basis of the storage area available, using a mass by volume of
1 t/m3.
4.4.2. The shipowner is responsible for reporting the value of the mass resulting from
storage on the deck of the maximum catches likely to be taken in one
operation; however, the Transport Canada may increase this value if it
considers it necessary.
4.4.3. The masses must be considered at their actual location; this implies indicating
precisely on the general plan what areas they occupy and the height to which
they are stored.
To require a written statement from owners that no fish load is carried on deck
or
To require, in case of deck load, that the deck stowage area be clearly indicated (painted
on deck and drawn on a deck plan) together with the quantity transported, its Vcg, Lcg
and Tcg. This information should be included in the stability book.
4.5. Effect of Trim(ABS)
4.5.1. Consideration is to be given to the effect of trim that large buoyant volumes at
one end of the vessel can cause. A large number of vessels with deckhouses
forward trim substantially when heeled due to the higher distribution of
reserve buoyancy at the bow.
4.5.2. Where the trim in the loading conditions is different from that for which the
righting arms were calculated, additional righting arms are to be calculated for
these loading conditions.
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4.5.3. In addition, as a vessel trims consideration is to be given to the position of the

point of downflooding relative to the waterline, thus allowing downflooding to
occur sooner than expected.
4.6. Free Surface Effects (ABS)
4.6.1. The surface effect is a major consideration for many fishing vessels. Because of
this, the following is recommended to account for the free surface effect:
4.6.2. For all conditions, the initial metacentric height and righting arm curves are to
be corrected for the effect of free surfaces of liquids in tanks by calculating
the following:
(a) For each type of consumable liquid, the free surface effect of at least one
transverse pair of wing tanks or a single centerline tank having the greatest
free surface effect.
(b) The free surface effect of each partially filled tank containing other than
consumable liquids.
(c) The free surface effect of passive roll stabilization tanks.
4.6.3. Either the standard free surface calculation, based on the moment of inertia of
the tank, or the moment of transference method may be used. The trim and
stability booklet is to clearly state which method is being used.
4.6.4. Because of the large free surface moment, vessels with large fish wells are to
maintain these wells in either empty or fully pressed up condition. A check of
the transition period at sea is to be completed if ballasting at sea is the practice
of the operator.
4.6.5. The free surface correction for pairs of tanks fitted with cross connection piping
but without valves such as passive roll stabilization tanks are to be calculated
assuming the tanks are one common tank.
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5. GENERAL INTACT STABILITY CRITERIA
5.1. Application
5.1.1. The owner of any new fishing vessels that is required to conduct a inclining test
and a stability analyses, according to the regulation, must comply with the
general intact stability criteria set in this section.
5.1.2. The owner of any existing fishing vessels that is required to conduct a inclining
test and a stability analyses, according to the regulation, must comply with the
general intact stability criteria set in this section or comply with the alternate
intact stability criteria set in section 6 when the criteria of section 5 are not
attained.
5.2. General
5.2.1. The intact stability criteria specified in section 5.3, 5.4, 5.5, 5.6, 5.7 are to be
complied with for the loading conditions mentioned in section 3.3. However,
the lightship condition no t being an operational loading case, Transport
Canada may accept that part of the above- mentioned criteria are not fulfiled.
These criteria set minimum values, but no maximum values are
recommended. It is advisable to avoid excessive values of metacentric height,
since these might lead to acceleration forces which could be prejudicial to the
vessel, its equipment and to safe carriage of the cargo.
5.3. GZ curve area
5.3.1. The area under the righting lever curve (GZ curve) is to be not less than 0.1 m-
rad up to = 40 angle of heel.
5.4. Minimum righting lever
5.4.1. The righting lever GZ is to be at least 0.25 m at an angle of heel equal to or

greater than 30.
5.5. Angle of maximum righting lever
5.5.1. The maximum righting arm is to occur at an angle of heel preferably exceeding
30 but not less than 25. When the righting lever curve has a shape with two
maximums, the first is to be located at a heel angle not less than 25.In cases
of vessels with a particular design and subject to the prior agreement of the
flag Administration, the Transport Canada may accept an angle of heel max
less than 25 but in no case less than 15, provided that the area "A" below the
righting lever curve is not less than the value obtained, in m.rad, from the
following formula:
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A = 0.055 + 0.001 (30 - max)
where max is the angle of heel in degrees at which the righting lever curve
reaches its maximum.
5.6. Initial metacentric height
5.6.1. The initial metacentric height GM0 is not to be less than 0.45 m for all loading
conditions.
5.6.2. The metacentric height GM0 is to be positive for the lightship condition.
5.7. Range of positive stability
5.7.1. A minimum range of stability of 60 degrees is to be provided for each loading

conditions. To check this criterion, it is permitted to consider as closed any
openings equipped with weathertight closures.
6. ALTERNATE DESIGN AND INTACT STABILITY CRITERIA
6.1. Application
6.1.1. The owner of any existing fishing vessel that is required to conduct a inclining
test and a stability analyses, according to the regulation, and does not comply
with the general intact stability criteria set in section 5 must comply with the
alternate intact stability criteria set out in this section.
6.2 Where existing fishing vessels is failing the general intact stability criteria set in
section 5 because of :
a) Too short a range of stability before flooding or AREA(0:DF)
Case-1 : Flooding through an opening fitted with a quick closing

appliance - Moving the opening closer to center line should be considered as
the preferred solution. If not feasible, increasing the sill height should then be
contemplated. If either solution is not feasible, then Stab 4 Criteria should be
applied in combination with recommendation 6.3.
Case-2 : Flooding through an opening not fitted with a quick closing

appliance (e.g. cargo hatch, engine room vent, etc) Increasing the hatch
coaming height and/or reducing the hatch transverse dimension or converting
an off center hatch into a symmetrical one about the center line should be
contemplated. If an engine room vent is the cause of the problem, increasing the
sill height or moving it close to the center line should be considered.
Recommendation 6.3 can not be applied here and if neither solution is feasible
then the problem cannot be solved unless the catch or fuel capacity is reduced
in order to increase the DF angle through a greater freeboard. The only
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remaining option is the granting of an exemption based on the analysis of the

stability characteristics of the vessel.
In this type of problem, i.e. flooding , the examiner(s) should consider the
following aspects:
i) The faulty DF angle is close to 40 deg. or not.

ii) The righting energy up to 40 deg. is exceeding the minimum required or
not.
iii) The DF point is through an opening fitted with a quick closing appliance
or not
In summary :
If the faulty angle is close to 40 deg. but the GM, MAXRA and RA(30) are
satisfactory, the righting energy up to 40 deg. is likely to equal or even exceed
the compulsory limit. Applying Recommendation 6.3 would then be reasonable
assuming the DF point is through an opening fitted with an easily accessible
quick closing appliance.
If the faulty DF angle is through an opening not fitted with an easily accessible
quick closing appliance and is far below 40 deg. then, even though the righting
energy up to 40 deg. meets the criterion, it would not be advisable to grant an
exemption. Every effort should be made to increase the DF angle.
6.2.1 Deficient minimum angle of maximum righting arm or MAXRA
This should not be critical for a vessel featuring a GM, RA(30) and
AREA(DF>=40) exceeding the minimum values by a good margin. This
reasoning assumes a deficiency not being excessive. If not being the case, a
relaxation could not be granted by applying the Stab 4 Criteria since the min.
requirement is the same in both stab 4 and stability Criteria set in section 5 .
6.2.3 Deficient minimum righting arm at 30 deg. or RA(30)
This should not be critical for a vessel featuring a GM, MAXRA and
relaxation could be granted by applying the Stab 4 Criteria.
6.2.4 Deficient minimum metacentric height or GM
This should not be critical for a vessel featuring a MAXRA, RA(30) and
relaxation could be granted by applying the Stab 4 Criteria
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6.3 To require that the 1 st flooding point be especially identified (e.g. painted in yellow with
black stripes) and connected to a flashing light alarm system. The alarm should be
triggered following the opening of the closing appliance, etc.. when the main engine(s)
is(are) running.
7. ICING CONSIDERATIONS(IMO, Code on Intact Stability)
7.1. Application
7.1.1. For any vessel operating in areas where ice accretion is likely to occur, adversely
affecting a vessel's stability, icing allowances should be included in the
analysis of conditions of loading mentioned in section 3.3.
7.2. Allowance for ice accretion
7.2.1. For vessels operating in areas where ice accretion is likely to occur, the
following icing allowance should be made in the stability calculations:
7.2.1.1. 30 kg per square metre on exposed weather decks and gangways;
7.2.1.2. 7.5 kg per square metre for projected lateral area of each side of the vessel above
the water
7.2.1.3. the projected lateral area of discontinuous surfaces of rail, sundry booms, spars
(except masts) and rigging of vessels having no sails and the projected lateral
area of other small objects should be computed by increasing the total
projected area of continuous surfaces by 5% and the static momets of this area
by 10%.
7.2.2. Vessels intended for operation in areas where ice is known to occur should be:
7.2.2.1. designed to minimize the accretion of ice; and
7.2.2.2. equipped with such means for removing ice as the Administration may require;
for example, electrical and pneumatic devices, and/or special tools such as
axes or wooden clubs for removing ice from bulwarks, rails and erections.
7.3. Guidance relating to ice accretion
7.3.1. In the application of the above standards the following icing areas should apply:
7.3.1.1. the area north of latitude 6530'N, between longitude 28W and the west coast of
Iceland; north of the north coast of Iceland; north of the rhumb line running
from latitude 66N, longitude 15W to latitude 7330'N, longitude 15E, north
of latitude 7330'N between longitude 15E and 35E and east of longitude
35E, as well as north of latitude 56N in the Baltic Sea;
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7.3.1.2. the area north of latitude 43N bounded in the west by the North American coast
and the east by the rhumb line running from latitude 43N, longitude 48W to
latitude 63 N, longitude 28W and thence along longitude 28W; (Between 1
December and 1 April)
7.3.1.3. all sea areas north of the North American Continent, west of the areas defined in
.1 and .2;
7.3.1.4. the Bering and Okhotsk Seas and the Tartary Strait during the icing season; and
7.3.1.5. south of latitude 60S.
7.3.2. For vessels operating in areas where ice accretion may be expected:
7.3.2.1. within the areas defined in 7.3.1.1, 7.3.1.3, 7.3.1.4 and 7.3.1.5 known to have
icing conditions significantly different from those described in 7.2, ice
accretion requirements of one half to twice the required allowance may be
applied;
7.3.2.2. within the area defined in 7.3.1.2, twice the allowance required by 7.2 shall be
applied.
7.3.2.3. Two chart to illustrate the areas is attached at the end of this chapter (see figure
1 & 2).
7.3.3. Brief survey of the causes of ice formation and its influence upon the
seaworthiness of the vessel
7.3.3.1. The skipper of a fishing vessel should bear in mind that ice formation is a
complicated process which depends upon meteorological conditions,
condition of loading and behaviour of the vessel in stormy weather as well as
on the size and location of superstructures and rigging. The most common
cause of ice formation is the deposit of water droplets on the vessel's structure.
These droplets come from spray driven from wave crests and from vessel-
generated spray.
7.3.3.2. Ice formation may also occur in conditions of snowfall, sea fog (including arctic
sea smoke), a drastic fall in ambient temperature, as well as from the freezing
of drops of rain on impact with the vessel's structure.
7.3.3.3. Ice formation may sometimes be caused or accentuated by water shipped on

board and retained on deck.
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7.3.3.4. Intensive ice formation generally occurs on stem, bulwark and bulwark rail,
front walls of superstructures and deckhouses, hawse holes, anchors, deck
gear, forecastle deck and upper deck, freeing ports, aerials, stays, shrouds,
masts and spars.
7.3.3.5. It should be borne in mind that the most dangerous areas as far as ice formation
is concerned are the sub-Arctic regions.
7.3.3.6. The most intensive ice formation takes place when wind and sea come from
ahead. In beam and quartering winds, ice accumulates quicker on the
windward side of the vessel, thus leading to a constant list which is extremely
dangerous.
7.3.3.7. Listed below are meteorological conditions causing the most common type of
ice formation due to spraying of a vessel. Examples of the weight of ice
formation on a typical fishing vessel of displacement in the range 100 tonnes
to 500 tonnes are also given. For larger vessels the weight will be
correspondingly greater.
7.3.3.8. Slow accumulations of ice take place:
(a) at ambient temperature from 1C to 3C and any wind force;

(b) at ambient temperature 4C and lower and wind force from 0 to 9
m/s;
(c) under the conditions of precipitation, fog or sea mist followed by a
drastic fall of the ambient temperature. Under all these conditions the
intensity of ice accumulation may not exceed 1.5 t/h.
7.3.3.9. At ambient temperature of 4C to 8C and wind force 10 to 15 m/s, rapid

accumulation of ice takes place. Under these conditions the intensity of ice
accumulation can lie within the range 1.5 to 4 t/h.
7.3.3.10. Very fast accumulation of ice takes place:
(a) at ambient temperature of 4C and lower and wind forces of16 m/s and
over;
(b) at ambient temperature 9C and lower and wind force 10 to 15 m/s.
Under these conditions the intensity of ice accumulation can exceed

4 t/h.
7.3.3.11. The skipper should bear in mind that ice formation adversely affects the
seaworthiness of the vessel as ice formation leads to:
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(a) an increase in the weight of the vessel due to accumulation of ice on

the vessel's surfaces which causes the reduction of freeboard and
buoyancy;
(b) a rise of the vessel's centre of gravity due to the high location of ice
on the vessel's structures with corresponding reduction in the level of
stability;
c) an increase of windage area due to ice formation on the upper parts

of the vessel and hence an increase in the heeling moment due to the
action of the wind;
(d) a change of trim due to uneven distribution of ice along the vessel's
length;
(e) the development of a constant list due to uneven distribution

of ice across the breadth of the vessel;
(f) impairment of the manoeuvrability and reduction of the speed of the

vessel.
Operational procedures related to ensuring a fishing vessel's endurance in conditions of

ice formation are given in appendix 6.
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Figure 1 - Chart of areas of icing conditions
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Figure 2 World chart of areas of icing conditions
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8. SEVERE WIND AND ROLLING CRITERIA
8.1. Weather criterion
8.1.1. The ability of a vessel to withstand the combined effects of beam wind and
rolling is to be demonstrated for the worst condition of loading, with reference
to Figure 3 as follows:
8.1.1.1. the vessel is subjected to a steady wind pressure acting perpendicular to the
vessels centreline which results in a steady wind heeling lever (l w1);
8.1.1.2. from the resultant angle of equilibrium (0 ), the vessel is assumed to roll owing
to wave action to an angle of roll (1 ) to windward;
8.1.1.3. the vessel is then subjected to a gust wind pressure which results in a gust wind
heeling lever (l w2);
8.1.1.4. In these conditions, the ratio of b over a must greater than or equal to 1.
8.1.1.5. free surface effects, as described in section 4.6, are to be accounted for in the
standard conditions of loading as set out in section 3.3.
Figure 3 - Severe wind and rolling
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8.1.2. Criteria
8.1.2.1. Under the assumptions of [8.1.1], the following criteria are to be complied with:
the area "b" is to be equal to or greater than area "a", where:
a = Area above the GZ curve and below l w2, between R and the
intersection of l w2 with the GZ curve
b = Area above the heeling lever l w2 and below the GZ curve, between
the intersection of lw2 with the GZ curve and 2
the angle of heel under action of steady wind (0 ) is to be limited to 16 or 80% of

the angle of deck edge immersion, whichever is less.
8.1.3. Heeling levers
8.1.3.1. The wind heeling levers l w1 and l w2, in m, referred to in [8.1.2], are constant
values at all angles of inclination and are to be calculated as follows:
l w1 = P A Z / 1000 g
and
l w2 = 1.5 lw1
where:
P= wind pressure in N/m2 to be determined by linear interpolation

between the value given in Tab 1 below;
A= Projected lateral area in m2 , of the portion of the vessel and deck cargo
above the waterline;
Z= Vertical distance in m, from the centre of A to the centre of the

underwater lateral area or approximately to a point at one half the
draft;
h= Vertical distance in m, from the centre of the projected vertical area of

the vessel above the waterline to the waterline.;
= Displacement in t;
g= 9,81 m/s2 .
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Table 1: Wind pressure

h (m) 1 2 3 4 5 6&+
P (Pa) 316 386 429 460 485 504
8.1.4. Angles of heel
8.1.4.1. For the purpose of calculating the criteria of [8.1.2], the angles in figure 3 are
defined as follows:
0 = Angle of heel, in degrees, under action of steady wind
1 = Angle of roll, in degress, to windward due to wave action, calculated

as follows:
1 = 109 k X1 X2 r s
2 = Angle of downflooding (f) in degrees, or 50 or c , whichever is less
f = Angle of heel in degrees, at which openings in the hull, superstructures

or deckhouses which cannot be closed weathertight immerse. In
applying this criterion, small openings through which progressive
flooding cannot take place need not be considered as open;
c = Angle in degrees, of second intercept between wind heeling lever lw2

and GZ curves
R = 0 - 1
X1 = Coefficient defined in table 2
X2 = Coefficient defined in table 3
k= Coefficient equal to:

k = 1.0 for a round-bilged vessel having no bilge or bar keels
k = 0.7 for a vessel having sharp bilge
For a vessel having no bilge keels, a bar keel or both, k is defined in
table 4
r= 0.73 0.6 (OG)/T1
OG = Distance in m, between the centre of gravity and the waterline

(positive if centre of gravity is above the waterline, negative if it is
below)
T1 = Mean moulded draft in m, of the vessels =
s= Factor defined in table 5

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Note 1 : The angle of roll 1 for vessels with anti-rolling devices is to be

determined without taking into account the operations of these devices.
Note 2 : The angle of roll 1 may be obtained, in lieu of the above formula,
from model tests or full scale measurements.
8.1.4.2. The rolling period TR, in s, is calculated as follows:
TR = 2 (C B) / GM
where:
C = 0.373 + 0.023 (B / T1 ) 0.043 (LW / 100)
The symbols in the tables and formula for the rolling period are defined as
follows:
LW = Length in m, of the vessel at the waterline

T1 = Mean moulded draft in m, of the vessel
AK = Total overall area in m2 of bilge keels, or area of the lateral projection
of the bar keel, or sum of these areas, or area of the lateral projection
of any hull appendages generating added mass during vessel roll
GM = Metacentric height in m, corrected for free surface effect.
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Table 2 : Values of coefficient X1 Table 3 : Values of coefficient X2
B/d X1
CB X2
2.4 1.00
2.5 0.98 0.45 0.75
0.50 0.82
2.6 0.96
2.7 0.95 0.55 0.89
2.8 0.93 0.60 0.95
2.9 0.91 0.65 0.97
3.0 0.90 0.70 1.00
3.1 0.88
3.2 0.86
3.4 0.82
3.5 0.80
Table 4 : Values of coefficient k Table 5 : Values of factor s
AK x 100 k TR s
LxB 6 0.100
0.0 1.00 7 0.098
1.0 0.98 8 0.093
1.5 0.95 12 0.065
2.0 0.88 14 0.053
2.5 0.79 16 0.044
3.0 0.74 18 0.038
3.5 0.72 20 0.035
4.0 0.70
(Intermediate values in these tables are to be obtained by linear interpolation)
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9. WATER ON DECK CRITERIA
9.1. Water on Deck
9.1.1. The ability of the vessel to withstand the heeling effect due to the presence of
water on deck is to be demonstrated by showing that with the vessel in the
worst operating condition, the ratio of area b to area a shown in Figure 4
is not to be less than 1.0. That is, it satisfies the following equation in the
worst operating condition:
Cwod = aire b 1
aire a
9.1.2. The angle which limits area b is to be equal to the downflooding angle f or
40 degrees, whichever is less.
9.1.3. The value of the heeling moment Mwod (or the corresponding heeling arm) due to
the presence of water on deck is to be determined assuming that the deck well
is filled to the top of the bulwark at its lowest point and the vessel heeled up to
the angle at which this point is immersed (See Figure 5)
9.1.4. When calculating Mw the following assumptions are to be made:
a) At the beginning the vessel is in upright position;
b) During heeling, trim and displacement are constant and equal to the
values for the vessel without water on deck;
c) The effect of freeing ports should be ignored.
9.1.5. The above provisions may be adjusted, taking into account the seasonal weather
conditions and sea states in the areas in which the vessels will operate, the
type of vessel and its mode of operation.
9.1.6. Other methods for the calculation of the effect of water on deck using the
dynamic approach may be adopted.
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Figure 4 - Method of Treatment of Water on Deck
2.5
Area ''a''
Water on Deck
2.0 Heeling Energy
1.5
1.0 Area ''b''

Risidual
Righting
0.5 Energy
0 10 20 30 40 50 60 70
0 (B)
0 (limit)
Figure 5 - Volume of Water to be Included in Calculating Effect of Water on Deck
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10. TREATMENT OF LIFTING WEIGHTS AND HEELING MOMENTS

DUE TO FISHING GEER. (French regulation)
10.1. Heeling moments due to fishing gear
10.1.1. The heeling arm Bt is calculated using the following formula( 3), assuming the
most unfavorable loading condition (1):
Bt = 0.42 lw2 + (Me /)
where
lw2 is the heeling arm due to gusting winds calculated as in section 8.1.3
Me is calculated as follows (2):
Me = F(d + 0.15h)
where
F = nominal tension on fishing gear at the average winding diameter,

measured at a fixed point or calculated (t);
d = horizontal distance from the point of application of tension to the centre-

line of the vessel (m);
h = vertical distance from the point of application to the centre of gravity of

the vessel (m);
= vessel displacement (t).
Bt , heeling arm, shall be used in the same manner as lw2 in section 8.1.1.4
10.2. Effect of snag
10.2.1. Tension on one warp: heel shall not exceed 20 with tension equal to the winch
capacity at the average winding diameter in tones measured at a fixed point or
calculated.
10.2.2. Tension on both warps: the reduction of the metacentric height due to vertical
tension applied on the two warps shall not exceed the metacentric height GM
in the loading condition considered.
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10.3. Special provisions for trawlers fitted with a gantry
10.3.1. Special provisions for trawlers fitted with a gantry. For each loading condition,
and assuming the deck load is shared between the deck and the gantry hook:
Either 3/4 on the deck and 1/4 on the gantry in the conventional loading
conditions described in section 3.3,
or according to the statement of the shipowner in the loading conditions

described in section 3.3.1 item 2.
The following criteria shall be met:
10.3.1.1. The righting arm shall be equal to or greater than 0.20 metre for a heel angle of
30 or more.
10.3.1.2. The requirement in section 5.6.1 relating to the metacentric distance shall be
met.
(1) The formula adopted corresponds to a 40-knot gust at a height of 6 metres.
(2) The factor 0.15 applies an average correction to the effect on stability of
the height at which tension is applied.
10.4. Special provisions for side trawlers
10.4.1. The criteria of area, arm and metacentric height in sections 5.3.1, 5.4.1 and 5.6.1
shall be multiplied by a coefficient as follows:
K = 1.2 or K = 1.7 P/L

whichever is greater. (For trawlers fitted with a nozzle, assume a 20% increase
in thrust.)
P is power at the shaft in kW.
L is the overall length of the vessel in metres.
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10.5. Special provisions for pot and trap vessels
10.5.1. The free surface moment of pot and trap vessels fitted with large fish wells are to
be maintain in either empty or fully pressed up condition. A check of the
transition period at sea is to be completed if ballasting at sea is the practice of
the operator. Stability criteria shall be satisfied at the most unfavorable time of
loading or off- loading.
10.5.2. Calculations of the effect of wind shall take into account the loading of pots and
traps.
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Part B
SIMPLIFIED STABILITY CRITERIA
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11. GENERAL
11.1. Scope
11.1.1.1. The simplified stability criteria provides for a minimum level of safety and are
intended for group 3 voyages in coastal waters, large bays, estuaries, lakes and
rivers where conditions up to and including wind force 6 and significant wave
heights up to and including 2 m may be experienced. Compliance with the
simplified stability criteria does not guarantee safety against capsizing., nor
does it absolve Masters of their responsibilities for the safe operation of the
vessel.
11.2. Application
11.2.1. These provisions apply to every new and existing fishing vessel under 24 meters
in length overall that are not required to conduct an inclining experiment and
subsequently a stability analysis in accordance with the stability regulation.
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11.3. Terms and definitions
11.3.1. Vessel of closed construction means a vessel having a fixed watertight deck
structure covering the entire length of the hull above the deepest operating
waterline. When open wells or cockpits are fitted in the deck of the ship, it is
considered to be of closed construction if flooding of the open wells or
cockpits does not endanger the vessel. (See Figure 10)
The following conditions define a Closed vessel for the purposes of simplified
stability:
1. The height of the watertight deck structure above the deepest operating
waterline must be a minimum of 1/10 of the breath of the vessel
2. If the deck is bounded by bulwarks, the bulwarks must be fitted with
freeing port. The size of the freeing ports shall be in accordance with
section (7% of bulwark area, each side).
11.3.2. Vessel of open construction means a vessel other than a vessel of closed
construction; .
11.3.2.1. Open vessel type 1 means a vessel of open construction where the following
conditions exist: (See Figure 11, 12,13)
1. The vessel is fitted with buoyancy material which meets the requirement
of the reserve of buoyancy and flotation test of section 15.
2. The deck, cockpit or well bottom is open to the bilge.
3. The deck, cockpit or well can not drain overboard in all loading condition.
11.3.2.2. Open vessel type 2 means a vessel of open construction where the following
conditions exist: (See Figure 14, 15, 16)
1. The vessel is fitted with a quick draining cockpit or well.

2. The cockpit or well bottom height above the deepest operating water line
must be at a minimum of 1/20 of the breath of the vessel.
3. The cockpit or well bottom must be watertight and the bulwarks fitted
with scuppers or freeing ports equivalent to the requirements of section 14.
4. Any opening within the cockpit area leading to an interior space of the hull
must be fitted with a watertight closing appliance or sill
When the above condition are not fulfil, the requirement of reserve of
buoyancy and flotation test of section 15 must be applied.
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11.3.3. Cockpit, well means a volume open to the environmental element that may
retain water, due to rain, waves or boat heeling.
11.3.4. Quick-draining cockpit or well means a cockpit with characteristics and

draining capacity which fulfil all the requirements of section 15.
11.3.5. Cockpit sole is essentially horizontal surface(s) of the cockpit on which people
normally stand.
11.3.6. Cockpit bottom is the lowest surface of the cockpit sole where water collects
before being drained.
11.3.7. Cockpit/well water retention height (hc) means the height of the water
contained in the cockpit measured between the cockpit bottom and the point
of overflow outboard, the vessel being upright, at rest and fully loaded.
Note 1; This height corresponds to the lowest point where the overflow area,
expressed in square meters, is > 0.005 LO A B, and is usually the lowest point
of the cockpit coaming.
Note 2; For assessing hc, every closing appliance, inc luding the
companionway door(s) is assumed to be closed.
11.3.8. Closing appliance is a device used to cover an opening in the cockpit, hull or
superstructures.(Hatch, window, door, engine cover, etc.)
11.3.9. Companionway opening means an opening providing access to

accommodation.
11.3.10. Companionway door is a closing appliance intended to close a companionway

opening.
11.3.11. Washboards means a closing appliance for companionway opening made of

several mobile boards that, when closed, are stacked one on top of each other.
11.3.12. Sill means a barrier above which water in the cockpit may enter companionway
openings or fish hold hatch and downflood into the vessel.
11.3.13. Fixed sill means a sill that is integral and a permanent part of the cockpit.
11.3.14. Semi-fixed sill means any adjustable closing appliance which is permanently
attached to the boat and constitutes a sill higher than the fixed sill.
EXAMPLE Sliding or hinged doors, hatches, sliding sills, but excluding

washboards.
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11.3.15. Sill height (hs) is the height of fixed or semi- fixed sill.
11.3.16. Minimum sill height (hs,min) is the minimum value of sill height.
11.3.17. Cockpit volume (VC ) is the volume, in cubic metres, of water that can be
instantaneously contained in the cockpit before discharge, which is the volume
below (hC ).
11.3.18. Cockpit volume coefficient (kC ) is the ratio between the cockpit volume and the
reserve buoyancy.
kC = VC
LOA B FBLOAD
11.3.19. Degree of watertightness means the ability of a closing appliance to resist

ingress of water according to the conditions of protection from water.
Note; The degree of water tightness is summarized as follows.

Degree 1: Degree of tightness providing protection against effects of
continuous immersion in water.
Degree 2: Degree of tightness providing protection against effects of
temporary immersion in water.
Degree 3: Degree of tightness providing protection against splashing water.
Degree 4: Degree of tightness providing protection against water drops falling
at an angle of up to 15 from the vertical.
11.3.20. HLOAD means the height of the cockpit/well bottom above the waterline, the
vessel being upright, at rest and in the fully loaded condition.
11.3.21. HO means the height of the cockpit/well bottom above the waterline, the vessel
being upright, at rest and in the operational lightship condition.
11.3.22. HBmin , means the minimum cockpit bottom height from the fully loaded
waterline
11.3.23. Drain means a outlet of the cockpit enabling any water contained to be
discharged outboard by gravity. A drain can be; a pipe discharging overboard
above or below the waterline, a part of the cockpit allowing direct discharge
overboard, scuppers and freeing port.
11.3.24. LO A means the length overall of the vessel.
11.3.25. LWL means the length of the vessel at the operational lightship waterline
11.3.26. Amidships means the midpoint of the length overall LO A.
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11.3.27. B means the extreme breadth of the vessel.
11.3.28. D means the depth of the vessel at amidships measured perpendicularly from the
deck line for closed vessel and from the top of the gunwale for an open vessel
to the lower edge of the rabbet. In the case of boats with no rabbet line, Depth
,D, should be to the bottom of the keel.
11.3.29. Swamped waterline means the waterline the vessel sits at rest with the cockpit
or any other area capable of containing water filled to the point of spilling out.
11.3.30. FB Load means the freeboard in the fully loaded condition measured at amidships
from the deck line for closed vessel and from the top of the gunwale for an
open vessel to the load waterline.
11.3.31. FBO means the freeboard in the operational lightship condition measured at
amidships from the deck line for closed vessel and from the top of the
gunwale for an open vessel to the load water line .
11.3.32. FBMIN means the minimum freeboard.
11.3.33. M Load means the maximum authorize load in Kg corresponding to the fully load
condition.
11.3.34. Lightship condition: means a vessel complete in all respects, but without
11.3.35. Operational lightship condition means the lightship displacement plus the
following weights;
a) the crew (75 kg/person);
b) the consumables (fuel, water, oil, stores);
11.3.36. Fully loaded condition means the operational lightship displacement plus the
following weights;
a) the fishing gear in service and in reserve corresponding to the planned
type of operation;
b) the catch;
c) where applicable, weights other than the catch lifted in trawl nets, seine
nets or dragnets and not immediately jettisonable into the sea;
d) where applicable the weight of a full live-bait tank.
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12. FREEBOARD AND LOAD LIMIT; Closed vessel & Open Vessel Type 2
12.1. Determination of the minimum freeboard ( Closed Vessel)
12.1.1. For closed vessels, the minimum freeboard (FB MIN) measured amidships shall
be equal to or greater than 1/10 of the breadth (B) of the vessel in the fully
loaded condition.
12.1.2. Where an unfavorable distribution of loads results in significant submersion of

the stern, the aft freeboard shall remain equal to or greater than 1/20 of the
breadth (B) of the vessel.
12.2. Determination of the minimum cockpit bottom height (Open Vessel Type 2)
12.2.1. For open vessel type 2, the minimum height (HBmin )of the bottom cockpit or
well measure amidships, shall be equal to or greater than 1/20 of the breadth
(B) in the fully loaded condition.
12.3. Determination of the displacement (d) per centimetre immersion
12.3.1. Should hydrostatic data for the vessel be unavailable, the following approximate
formula may be used to obtain the displacement (d) per centimeter immersion
in the operational lightship condition.
d = 7 x LWL x B (d in kg, LWL and B in metres)
where d is expressed in kilograms per centimetres, LWL and B in metres.
12.3.2. In order to check the compliance with the freeboard rule the above calculation
will give the approximate submersion of the vessel after all weights
corresponding to the fully loaded condition have been added to the operational
lightship condition.
12.3.3. Transport Canada may accept any other method of determining the maximum
permissible load of the vessel provided that it ensures an equivalent level of
safety.
12.3.4. Failure to meet the above freeboard requirements will result in limitations being
placed on the voyage category, the fishing gear or the weight of catches
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13. LOAD LIMIT & DOWNFLOODING ANGLE; Open Vessel Type 1
13.1. Determination of the maximum authorized load
13.1.1. The maximum authorized load for an open vessel type 1 is to be determined by
means of the following formula
Wl = 100 x LO A x B x D
where Wl is expressed in kilograms, and LOA, B and D in metres.
13.1.2. This load is considered to be uniformly distributed fore and aft to ensure
satisfactory trim.
13.2. Determination of the minimum downflooding height
13.2.1. The minimum downflooding height on a open vessel type 1 with a maximum
authorized load shall not be lower than 0.2 of B;
13.3. Determination of the minimum downflooding angle
13.3.1. The minimum downflooding angle on a open vessel type 1 with a maximum
authorized load shall not be less than 25 degree;
13.3.2. Either of the following methods may be used for calculating the downflooding
angle
a) Theoretical calculation ; The downflooding angle is most accurately

determined by computer calculation, using the shape of the hull from the
lines plan. Most software packages for calculating stability have provision
for finding the angle of heel at which points wit h specified coordinates
become submerged. Thus, if righting moments are determined using
computer software, downflooding angles can be obtained at the same time.
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b) Approximate method for downflooding angles up to 60

(See Table 7 & Figure 6):
D = tan-1 ( / )
where
is the height to downflooding point above the waterline, expressed in
metres;
is the transverse distance, expressed in metres, of the downflooding point

from the centreline of the vessel.
Table 7 Approximate method for downflooding angle
/ D / D
degrees degrees
0,10 5,7 0,80 38,7
0,15 8,5 0,85 40,4
0,20 11,3 0,90 42,0
0,25 14,0 0,95 43,5
0,30 16,7 1,00 45,0
0,35 19,3 1,05 46,4
0,40 21,8 1,10 47,7
0,45 24,2 1,15 49,0
0,50 26,6 1,20 50,2
0,55 28,8 1,30 52,4
0,60 31,0 1,40 54,5
0,65 33,0 1,50 56,3
0,70 35,0 1,60 58,0
0,75 36,9 1,70 59,5
Figure 6 Approximate method for downflooding angle.
= 0.88
= 1.3
= 0.4 = 0.8
25
32
LWL LWL
D = tan-1 ( / ) D = tan-1 ( / )
D = tan-1 (0.4 / 0.88) D = tan-1 (0.8 / 1.3)
D = tan-1 (0.45) D = tan-1 (0.62)
D = 24.23 D = 31.8
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14. QUICK DRAINING COCKPIT OR WELL; Open vessel Type 2
14.1. Application
14.1.1. This section applies to any open vessel type 2 fitted with a cockpit, well or deck
bounded with bulwark. It only considers draining by gravity, and does not
consider draining by pumping or any other method.
14.2. Requirements for quick draining cockpits and well
14.2.1. A quick-draining cockpit or recess shall
1. have the height HB,min of the bottom of the recess, above the waterline
in accordance with section 12.2;
2. have its draining devices in accordance with this section;
3. have its sills in accordance with this section;
4. show a degree of watertightness in accordance with section.
14.3. Cockpit drainage
14.3.1. When the vessel is upright, at least 98 % of the cockpit volume VC shall drain,
.
14.3.2. When the vessel is heeled drainage shall be provided for at least 90 % of VC at
10 heel.
14.4. Draining time
14.4.1. The draining time is the time needed to drain the cockpit from the full height of
water, hC, down to 0,1 m above the cockpit bottom.
14.4.2. The draining time shall be measured or calculated with every appliance closed.
Note; It is considered that a large cockpit volume relative to the vessel reserve
of buoyancy requires a correspondingly small draining time, as a prolonged
time with the cockpit full of water would expose the vessel to great hazard.
14.4.3. If the total cross-sectional area of the drain(s), expressed in square metres, is
greater than or equal to 0,05VC, it is considered large enough to fulfil the
requirements and does not require a draining time assessment.
14.4.4. For all other drain configurations, the draining time shall be assessed, and shall
not be greater than t max given by the following formula:
tmax = 0,6/k C but never greater than 5 minutes
14.5. Number of drains
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14.5.1. A quick-draining cockpit shall have at least two drains, one port and one
starboard
14.6. Minimum drain dimensions
14.6.1. The internal dimensions of the drain with a circular cross section shall have a
diameter of at least 25 mm. Drains with other cross-sectional shapes shall
have a cross-sectional area of at least 500 mm2 and a minimum dimension of
20 mm.
14.6.2. If the drains are equipped with systems preventing loose objects from falling
into the draining system, one shall be aware that a grid of small holes is more
prone to be clogged than the drain itself.
14.6.3. If the minimum passage dimension inside any part of these devices has at least a
cross-sectional area of 125 mm2 (or a diameter of 12 mm), and the total entry
cross-section is at least 1,5 times the cross-section of the drain, Table 4 may
be used for calculation of the draining time.
If the above conditions are not met, the head losses from the protection grid shall be considered.
See normative annex D.
14.7. Drain fitting
14.7.1. The drain outlet running through the hull shall either be located above the
waterline or, if below the waterline, be fitted with seacocks, unless the drain
outlet is an integral part of the hull extending from the outlet up to at least
0,75 HB,min above the waterline.
14.8. Draining time assessment
14.8.1. The draining time shall be determined either by measurement of the actual
draining time, or by direct calculation including head losses.(ISO 11812 annex
D)
14.8.2. Measurement of the Draining Time
14.8.2.1. The vessel shall be placed near the fully loaded displacement and corresponding
design trim
14.8.2.2. The cockpit shall be filled with water up to hC, and the draining time to empty
the cockpit between hC and 0,1 m of water remaining in the cockpit is
measured. The latter height shall be measured above the centre of the bottom
surface of the cockpit.
14.9. Sill height for quick-draining cockpits
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14.9.1. The required minimum sill height hsmin for companionway openings and fish
hold hatches is given in the following table.
Fixed sill Semi fixed sill

Top of sill Top of fixed sill Top of mobile part
hsmin hsmin /2 hsmin
150mm 75mm 150mm
14.9.2. The sill height shall be measured vertically from the cockpit bottom to the
lowest point on the sill edge that allows ingress of water
14.10. Requirements for companionway doors and appliances above sill height
14.10.1. Above sill level, whether fixed or semi- fixed, appliances complying with the
construction standard degree of water tightness 2 shall be used to close the
openings, at least up to hC.
EXAMPLE Doors, hatches, washboards.
14.11. Watertightness requirements of quick-draining cockpits
14.11.1. All surfaces of quick-draining cockpits up to hC shall have a watertightness

degree 1.
14.11.2. The watertightness degrees of the closing appliances shall be as required by the
following table.
Location of the closing appliance in the cockpit Degree of watertightness

Closing appliances on bottom and horizontal areas 2
Closing appliances on cockpit sides up to hs,min 2
Closing appliances on cockpit sides between hs,min and 2 hs,min 3
Closing appliances on cockpit sides above 2 hs,min 4
The above requirements only apply to appliances covering openings which give way towards the
interior (non quick-draining).
14.11.3. Hatches and appliances located in the bottom or sides of the cockpit up to hs, min
shall be fitted with seals and sills at least 12 mm high, or tested as installed to
watertightness degree 2
14.12. Permanently open ventilation openings
14.12.1. The lowest point of non-closable ventilation openings leading to water ingress in
the interior shall be at least at a height of 0,3 m, above the cockpit bottom, and
shall be watertight to degree 4.
15. RESERVE BUOYANCY; Open vessel Type 1
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15.1. General
15.1.1. Vessels shall be fitted with buoyant materials or acceptable flotation systems in
at least the minimum quantity as determined below that provide sufficient
buoyancy to keep the vessel from sinking when it is swamped and pass the
flotation and stability test.
15.1.2. This reserve buoyancy shall be judiciously distributed to keep the vessel afloat
in good trim conditions and without heeling in the event of flooding.
15.1.3. Generally the center of volume of all buoyancy materials should be higher above
the keel than the vertical center of gravity of the completed vessel with
engine.
Note; If the vertical center of gravity of the vessel is unknown the center of
volume of all buoyancy materials should be higher above the keel than half
the depth (D) of the vessel.
15.1.4. A plan of this distribution shall be provided.
15.1.5. For wooden vessels, this calculation may take into account the inherent
buoyancy of this material to half of its value.
15.1.6. On wooden or FRP-hulled vessels, the buoyancy volumes shall be filled with
closed-cell foam material which has been tested and which is declared suitable
for use in a marine environment by its manufacturer.
15.1.7. Buoyancy materials shall be installed in watertight compartments. Where the

buoyancy material does not occupy 100% of the available volume, the
compartment must be provided with drainage to minimize the possibility of
liquid saturation of the material.
15.1.8. On metal-hulled double-bottom vessels, if the double bottom is divided

longitudinally into at least three compartments and comparable volumes, the
installation of foam material is not required.
15.1.9. The reserve buoyancy elements shall be securely fastened to the vessel to
withstand any motion they may develop; they shall be protected against
impacts or chafing and shall be resistant to hydrocarbons.
15.2. Calculation formulae for Floatation Requirements
15.2.1. Determine the amount of flotation material needed to support the swamped
vessel and fittings other than engine and related equipment (Fb).
15.2.1.1. Fb = (Wh1k1 + Wh2k2 + Wh3k3 + Wd) B:
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where:
Fb, is in cubic meters
Wh1, Wh2, Wh3, in kilogramme is the dry weight of various materials used in
hull construction located below the swamped waterline in kg; ( See Figure 7.)
k1, k2, k3 is a conversion factor for converting dry material (h) to give
equivalent weight when submerged in fresh water (See Appendix 1).
Wd, in kilogramme, is the dry weight of deck, superstructure, hardware and
accessories located above the swamped waterline; ( See Figure 7.)
B, in kg/m, is the buoyancy of flotation material used and equal to the density
of the water minus the weight of 1 cubic meter of flotation material used in
kilogramme.
15.2.1.2. The flotation material (Fb) shall be distributed symmetrically about the
longitudinal centre of gravity of the vessel.
Figure 7 Location of swamped waterline
SWAMPED WATERLINE
DRY WEIGHT
(Wd)
SUBMERGED
WEIGHT
(Wh x k)
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15.2.2. Determine the amount of flotation material needed to support the propulsion
machinery (Fp):
15.2.2.1. Fp = (0.75 We) B:
where:
Fp, is in cubic meters
We, in kilogramme, is the dry weight of the engine and related equipment as
installed (See Appendix 2);
Wl, in kilogramme, is the maximum authorized load.
kilogramme.
15.2.2.2. The flotation material (Fp) shall be distributed symmetrically within 1 meter of
the transom or in way of the propulsion system(s) if engine(s) is not stern
mounted.
15.2.3. Determine the amount of flotation material needed to support the maximum
authorize load (Fl):
15.2.3.1. Fl = (0.25Wl) B:
where:
Fl, is in cubic meters
Wl, in kilogramme, is the maximum authorized load as calculated above;
kilogramme.
15.2.3.2. The flotation material (Fl) shall be distributed symmetrically on vessel sides and
fore and aft of the fish loading area midpoint, at the hull sides as close to the
sheer line as possible, and within six inches of the hull sides at the widest
point on the floor line.
15.2.4. Determine the total amount of flotation material needed to support the swamped
vessel (Ft):
15.2.4.1. Ft = Fb+Fp+Fl:
where:
Ft, is in cubic meters
Fb, is the amount of flotation material needed to support the swamped vessel
and fittings other than engine and related equipment.
Fp, is the amount of flotation material needed to support the propulsion
machinery.
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Fl, is theamount of flotation material needed to support the maximum authorize

load
15.3. Flotation and stability test
15.3.1. The hull shall be fitted on each side with external breast hooks or handles for
gripping.
15.3.2. A buoyancy test shall be performed in the presence of a marine inspector.
15.3.3. A quarter of the maximum authorized load as defined above shall be simulated
by bags of sand arranged so as to represent the centre of gravity of the loaded
vessel.
15.3.4. A swamping test shall be conducted to find a hydrostatic level between the
outside and the inside, with any excess water automatically draining outside.
15.3.5. The residual stability shall be sufficient for a weight of 15 kg affixed to the
gunwale amidships not to capsize the vessel.
15.3.6. This test dispenses with the requirement to supply the supporting calculations
and distribution plans referred to above.
15.4. Arrangement of the transom
15.4.1. The design of the transom for affixing the engine shall take account of the
planned engine power. In addition, protection against stern flooding shall be
provided by a watertight tank bulkhead on the front of the transom, of the
same height as the rail and of appropriate dimensions to allow tipping of the
engine.
15.4.2. A Motor Well with the following criteria is deemed to be efficient if:
15.4.3. it tends to reverse the flow of any water striking the forward face of the well
rather than directing it upward and forward;
15.4.4. it has control and/or supply openings of minimum size for safe operation; such
openings to be located as high as possible and not lower than the normal
motor cut-out in the transom, unless fitted with sealing devices to prevent
flooding through the openings; and
15.4.5. it has adequate drains fitted.
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16. STABILITY ASSESSMENT
16.1. General
16.1.1. The stability of the vessel shall be judged satisfactory. To that end, Transport
Canada may require, in keeping with the specific design of the vessel or its
mode of operation, that an inclining experiment equivalent to that required for
vessels over 15 meters in length be carried out.
16.2. Roll period test
16.2.1. The initial stability shall be determined by the roll period method of appendix 4.
16.3. Heeling test
16.3.1. Where pot haulers or other lifting appliances are installed, a test shall be
performed to check that these installations do not constituent a danger to the
stability of the vessel.
16.3.2. To that end, during the load lifting and maximum outreach test, the vertical
traction shall not cause submersion of the deck line amidships on a closed or
partially closed vessel or a reduction of more than 50 per cent of the freeboard
measured prior to the operation on an open vessel.
16.3.3. The testing conditions shall be identical to the roll period test describe in
appendix 4.
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17. APPENDIX 1 ; Factors for Converting Various Vessel Materials from

Dry Weight to Submerged Weight
Materials Specific Gravity Factor, (k)
Lead 11.38 0.91

Copper 8.91 0.89
Monel Metal 8.91 0.89
Bronze 8.88 0.89
Nickel 8.61 0.88
Brass 8.56 0.88
Stainless Steel (rolled) 8.00 0.88
Steel 7.85 0.88
Cast Iron 7.08 0.86
Zinc-Cast Alloy 6.63 0.85
Aluminum 2.73 0.63
Glass 2.60 0.62
Ferro-Cement 2.40 0.58
Rubber 1.51 0.34
Fiberglass-Laminate 1.50 0.33
Kevlar-Laminate 1.30 0.24
Plexiglass-Lucite 1.20 0.17
A.B.S. 1.12 0.11
Teak 0.99 -0.01
Oak-White 0.85 -0.18
Oil-Diesel 0.85 -0.18
Gasoline 0.73 -0.37
Oak-Red 0.63 -0.56
Blandex-Particle Board 0.58 -0.70
Mahogany-Philippine 0.58 -0.72
Mahogany-Honduras 0.56 -0.78
Ash 0.56 -0.78
Yellow Pine 0.55 -0.81
Fir Plywood 0.55 -0.81
Mahogany-Plywood 0.54 -0.83
Royalex 0.50 -0.95
Mahogany-African 0.51 -0.96
Fir 0.51 -0.96
Cedar-Port Orford 0.48 -1.08
Spruce 0.45 -1.22
Pine-White 0.42 -1.38
Cedar-White 0.33 -1.95
Cork 0.24 -3.17
Balsa 0.16 -5.24
FACTOR (k) = [Specific Gravity - 1] Specific Gravity of fresh water, at 4 C = 1.

Specific Gravity
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18. APPENDIX 2 ; Motor weight
Transoms Designed for Single Motors

Vessel Dry Motor Controls Propeller Battery Portable Total
Kilowatt Weight (kg) (kg) Weight Tank Weight
Rating (kg) (kg) Weight (kg) (kg)
0 - 1.5 13.75 - incl. - - 13.75
1.6 - 2.9 18.25 - incl. - - 18.25
3.0 - 5.25 32 - incl. - 11.5 43.50
5.3 - 11.2 48 - incl. 9 23 80
11.3 - 18.7 70 7 incl. 21 46 144
18.8 - 33.5 93 7 incl. 21 46 167
33.6 - 44.75 116 7 incl. 21 46 190
44.8 - 56 139 7 4.5 21 46 218
56.1 - 75 168 7 4.5 21 46 248
75.1 - 108.1 184 7 7 21 46 265
108.2 - 172 218 7 7 21 46 299
172 - up 264 7 7 21 46 345
Transoms Designed for Twin Motors

Vessel Dry Motor Controls Propeller Battery Portable Total
Kilowatt Weight (kg) (kg) Weight Tank Weight
Rating (kg) (kg) Weight (kg) (kg)
37.25 - 67 186 14 9 41 46 296
67.1 - 89.5 232 14 9 41 46 342
89.6 - 112 278 14 9 41 46 388
112.1 - 149 336 14 9 41 46 445
149.1-216.25 368 14 9 41 46 495
216.26 - 345 436 14 9 41 46 546
345 - up 527 14 9 41 46 637
For diesel outboards, use the engine manufacturers motor weight plus the weight of the
controls, propeller, battery(s) and the full portable fuel tank.
For inboard or sterndrive , use the engine manufacturers motor weight plus the weight of
the controls, propeller, battery(s).
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19. APPENDIX 3, INCLINING TEST AND LIGHTWEIGHT CHECK
19.1. Preparations for the inclining test
19.1.1. Notification of Transport Canada
19.1.1.1. Written notification of the inc lining test should be sent to Transport Canada as it
requires or in due time before the test. An Transport Canada representative
should be present to witness the inclining test and the test results be submitted
for review.
19.1.1.2. The responsibility for making preparations, conducting the inclining test and
light-weight survey, recording the data, and calculating the results rests with
the shipyard, owner or naval architect. While compliance with the procedures
outlined herein will facilitate an expeditious and accurate inclining test, it is
recognized that alternative procedures or arrangements may be equally
efficient. However, to minimize risk of delay, it is recommended that all such
variances be submitted to Transport Canada for review prior to the inclining
test.
19.1.2. Details of notification
Written notification should provide the following information as

Transport Canada may require:
19.1.2.1. identification of the vessel by name and shipyard hull number, if applicable;
19.1.2.2. date, time, and location of the test;
19.1.2.3. inclining weight data:
type;
amount (number of units and weight of each);
certification;
method of handling (i.e. sliding rail or crane);
anticipated maximum angle of heel to each side;
19.1.2.4. pendulums approximate location and length (if a substitution is desired, an

inclinometer or other measuring device may be substituted for one of the two
required pendulums, prior approval should be obtained from Transport
Canada. Transport Canada might require that the devices be used in addition
to the pendulums on one or more inclining to verify their accuracy before
allowing actual substitution for a pendulum);
19.1.2.5. approximate trim;
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19.1.2.6. condition of tanks;
19.1.2.7. estimated weights to deduct, to complete, and to relocate in order to place the
vessel in its true light-ship condition;
19.1.2.8. detailed description of any computer software to be used to aid in calculations

during the inclining test;
19.1.2.9. name and phone number of the person responsible for conducting the inclining
test.
19.2. General condition of the vessel
19.2.1. A vessel should be as complete as possible at the time of the inclining test. The
test should be scheduled to minimize the disruption in the vessel's delivery
date or its operational commitments.
19.2.2. The amount and type of work left to be completed (weights to be added) affect
the accuracy of the light-ship characteristics, so good judgment should be
used. If the weight or centre of gravity of an item to be added cannot be
determined with confidence, it is best to conduct the inclining test after the
item is added.
19.2.3. Temporary material, tool boxes, staging, sand, debris, etc., on board should be
reduced to absolute minimum before the inclining test. Excess crew or
personnel not directly involved in the inclining test should be removed from
on board the vessel before the test.
19.2.4. Decks should be free of water. Water trapped on deck may shift and pocket in a
fashion similar to liquids in a tank. Any rain, snow or ice accumulated on the
vessel should be removed prior to the test.
19.2.5. The anticipated liquid loading for the test should be included in the planning for
the test. Preferably, all tanks should be empty and clean, or completely full.
The number of slack tanks should be kept to an absolute minimum. The
viscosity of the fluid, the depth of the fluid and the shape of the tank should be
such that the free surface effect can be accurately determined.
19.2.6. In all cases the effect of free surface on the test results should be considered
before proceeding with the test. Excessive free surface could .well lead to
doubtful results and, in such cases, the surveyor should consider postponing
the test.
19.2.7. All valves should be closed to prevent cross flooding or intercompartmental

flooding.
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19.2.8. The vessel should be as upright as possible and have sufficient draft so that any
abrupt changes in the waterplane will be avoided as the vessel is inclined from
side to side. A deviation from design trim of up to 1% of L is normally
acceptable when using hydrostatic data calculated at design trim. Otherwise,
the hydrostatic data should be calculated for the actual trim. Caution should be
exercised when applying the ``one per cent rule of thumb'' to ensure that
excessive error, as would result from a significant change in the waterplane
area during heeling, is not introduced into the stability calculations.
19.2.9. The vessel with is inclining weights in the initial position, should not have more
than one-half degree of list.
19.3. Weather conditions & mooring arrangements.
19.3.1. The vessel should be moored in a sheltered area with bow or stern to the wind.
The depth of water under the hull should be sufficient to allow the vessel to
move freely. The breast ropes should be slackened right down and the
remaining hawsers slackened each time a reading is taken. During the test the
gangway should be removed.
19.3.2. If possible the test should not be conducted in wind conditions heavier than a
light breeze. Surveyors should ensure that the effect of wind and current does
not adversely affect the test results.
19.4. Test weights
19.4.1. The weights used should be sufficient to give a total inclination of 1 1/2 to
3 on each sid e. It may be necessary to have a larger inclination in small
vessels in order to get sufficient deflection of the pendulum. However, care
should be taken to ensure:
19.4.1.1. that the angle of heel does not exceed the angle at which GZ no longer equals
GM sin .
19.4.1.2. that the deflection of the pendulum for each shift is sufficiently large to give
meaningful readings, and
19.4.1.3. that changes in the waterplane area during the shifts are kept as small as
possible. In this regard vessels with appreciable flare at the waterline should
be carefully considered and the angle of inclination should not exceed 1. The
test weights should be divided into four lots and arranged as close to
amidships as possible. The accuracy of the test weights should be determined.
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19.5. Pendulums
19.5.1. The use of two pendulums is to be used expect where physically impossible to
arrange. In such cases one pendulum may be used but the test should be
repeated so that there are the same number of readings taken as with two
pendulums. They are each to be located in an area protected from the wind.
pendulum deflections should not be less than 2 cm per weight shift. To ensure
recordings from individual instruments are kept separate, it is suggested that
the pendulums be physically located as far apart as practical. The use of an
inclinometer or U-tube is to be considered in each separate case. It is
recommended that inclinometers or other measuring devices only be used in
conjunction with at least one pendulum.
19.6. Plans required
19.6.1. The person in charge of the inclining test should have available a copy of the
following plans at the time of the inclining test:
19.6.1.1. lines plan;
19.6.1.2. curves of form (hydrostatic curves) or hydrostatic data;
19.6.1.3. general arrangement plan of decks, holds, inner bottoms, etc.;
19.6.1.4. capacity plan showing capacities and vertical and longitudinal centres of gravity
of cargo spaces, tanks, etc.;
19.6.1.5. tank sounding tables;
19.6.1.6. draft mark locations; and
19.6.1.7. docking drawing with keel profile and draft mark corrections (if available).
19.7. Determination of the displacement
19.7.1. Freeboard/draft readings should be taken to establish the position of the

waterline in order to determine the displacement of the vessel at the time of
the inclining test. It is recommended that at least 3 freeboard/draft readings,
(forward, midship and aft), be taken on each side of the vessel and that all
draft marks (forward, midship and aft) be read on each side of the vessel.
Draft/freeboard readings should be read immediately before or immediately
after the inclining test.
19.7.2. The mean draft (average of port and starboard reading) is to be calculated for
each of the locations where draft readings are taken and plotted on the
vessel"s lines drawing or outboard profile to ensure that all readings are
consistent and together define the correct waterline. The resulting plot is to
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yield either a straight line or a waterline which is either hogged or sagged. If

inconsistent readings are obtained, the freeboards/drafts are to be retaken.
19.7.3. The specific gravity of the sea water is to be determined. Samples are to be taken
from a sufficient depth of the water to ensure a true representation of the sea
water and not merely surface water, which could contain fresh water from run
off of rain. A hydrometer is to be placed in a water sample and the specific
gravity read and recorded.
19.8. The incline (BV RULES)
19.8.1. The standard test generally employs eight distinct weight movements as shown
in Figure 8.
Figure 8 - Weight shift procedure
19.8.2. The weights are to be transversally shifted, so as not to modify the vessels trim
and vertical position of the centre of gravity.
19.8.3. After each weight shifting, the new position of the transverse centre of gravity of
the weights is to be accurately determined.
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19.8.4. After each weight movement, the distance the weight was moved (centre to
centre) is to be measured and the heeling moment calculated by multiplying
the distance by the amount of weight moved. The tangent is calculated for
each pendulum by dividing the deflection by the length of the pendulum. The
resultant tangents are plotted on the graph as shown in Figure 9.
Figure 9 : Graph of resultant tangents
19.8.5. The pendulum deflection is to be read when the vessel has reached a final
position after each weight shifting.
19.8.6. During the reading, no movements of personnel are allowed.
19.8.7. A copy of the inclining data should be forwarded to Transport Canada along
with the calculated results of the inclining test in an acceptable report format.
19.8.8. All calculations performed during the inclining test and in preparation of an
inclining test report may be carried out by a suitable computer program.
Output generated by such a program may be used for presentation of all or
partial data and calculations included in the test report if it is clear, concise,
well documented, and generally consistent in form and content with Transport
Canada requirements.
19.9. Means of communications
19.9.1. Efficient two-way communications should be provided between central control

and the weight handlers and between central control and each pendulum
station. One person at a central control station should have complete control
over all personnel involved in the test.
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20. APPENDIX 4 - APPROXIMATE DETERMINATION OF SMALL

VESSELS STABILITY BY MEANS OF THE ROLLING PERIOD
TESTS
20.1. General
20.1.1. The rolling period test shall be conducted on every small fishing vessel of less
than 15 meters in length for the following purpose;
20.1.1.1. As a supplement to the inclining experiment, the approved loading condition and
stability information.
20.1.1.2. To verified, whether the initial stability of the vessel is sufficient or not on
vessels that is not required to be incline.
20.1.1.3. To verified if a vessels will need an inclining experiment to give approved

loading condition and stability information.
To build a database on the result of the roll period test for future used, comparison and
validation.
20.2. Test procedure
20.2.1. The test should be conducted with the vessel in harbor in smooth water with the
minimum interference from wind and tide, the mooring lines slack and the
vessel breasted off to avoid making any contact during the rolling test. Care
should be taken to ensure that there is a reasonable clearance of water under
the keel and the sides of the vessel.
20.2.2. The vessel can be made to roll by rhythmically lifting up and putting down a
weight as far off middle- line as possible; by pulling on the mast with a rope;
by people running athwartships in unison; or by any other means. However,
and this is most important, as soon as this forced rolling has commenced the
means by which it has been induced must be stopped and the vessel allowed to
roll freely and naturally. If rolling has been induced by lowering or raising a
weight it is preferable that the weight is moved by a dockside crane. If the
vessels own derrick is used, the weight should be placed on the deck, at the
middle- line, as soon as the rolling is established.
To required that the method and weight used to roll the vessel is recorded.
20.2.3. The timing and counting of the oscillations should only begin when it is judged
that the vessel is rolling freely and naturally and only as much as is necessary
to accurately time and count these oscillations (approximately 2-6 to each
side).
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20.2.4. Starting with the vessel at the extreme end of the roll to one side (say port) and
the vessel about to move toward the upright, one complete oscillation will
have been made when the vessel has moved right across to the other extreme
side (i.e. starboard) and returned to the original starting point and is about to
commence the next roll.
20.2.5. By means of a stop-watch, the time should be taken for about 5 of the complete
oscillations; the counting of these oscillations should begin when the vessel is
at extreme end of a roll.
20.2.6. After allowing the roll to completely fade away, this operation should be
repeated at least twice or more. Knowing the total time for the total number
of oscillations made, the time for one complete oscillation, say T seconds, can
be calculated.
20.2.7. Despite subsection 1.2.5 and 1.2.6, for hull with hard chine or large breath, the
number of completed oscillation can be reduced up to 2 complete oscillation if
this operation is repeated at least five time.
20.3. Determi nation of whether the initial stability is sufficient
20.3.1. To considered the estimate initial stability satisfactory in any operational

lightship condition, the calculated value of T, in seconds, should not be more
than 1.25 multiply by the breath of the vessel, in metres.
T 1.25 B
Where;
T = time for a full rolling period in seconds (i.e. for one oscillation to and fro
port starboard-port, or vice versa).
B = breadth of the vessel in metric units,
20.3.2. Definitions.
Lightship: The lightship is a vessel complete in all respects, but without

Light Operating Condition: Lightship condition, plus crew, full fuel, water
and stores.
#
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20.3.3. If the calculated value of T, in seconds, is more than 1.25 multiplied by the
breath of the vessel, in meters, an inclining experiment shall be substituted for
measurement of the roll period after determination of the displacement of the
vessel. The initial GM determined shall be equal to or greater than 0.45 meters
for the corresponding loading state.
20.3.4. If the calculated GM with the inclining experiment is less than 0.45 meters, a
stability analyses shall be performed with the loading conditions mentioned in
section 3.3 and complied with the intact stability criteria specified in Part A
section 5.3, 5.4, 5.5, 5.6 and 5.7. The result shall be submitted for approbation.
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21. APPENDIX 5, DENSITIES AND STOWAGE RATES OF SOME

FISHERY PRODUCTS (TP 7301 STAB 2)
21.1. Densities and stowage rates
21.1.1. The following stowage rates may be used when approximate figures are required
for stability calculations.
21.1.2. Other than the figures for redfish, the basic data is extracted from the British
White Fish Authority Pamphlet Torry Advisory Note No. 17.
Items Density Stowage Rate

kg/m m /tonne
Fresh Fish
Chilled fresh fish muscle 1054 -
Whole fresh herring in bulk 932 1.11
Whole fresh mackerel in bulk 801 1.29
Whole fresh sprats in bulk 852 1.21
Whole fresh redfish in bulk 617 -
Whole fresh capelin in bulk 1001 1.04
Whole fresh cold in bulk gutted (variable 921 1.12
depends on size of fish)
Whole gutted fresh cod in bulk 793 mixture 1.29 mixture
with ice (2/3 fish to 1/3 ice by weight) 529 fish 1.96 fish
Whole gutted fresh cod in bulk in ice (ratio as 513 fish 2.01 fish
above) but including allowance for fishroom
structure
Whole fresh red fish in bulk in ice (2/3 fish to 1/3 570 mixture -
flake ice)
Whole gutted fresh cod stowed in single layers 224 fish 4.60 fish
on ice on shelves 23 cm apart (including
allowance for structure)
Whole gutted fresh cod boxed in ice (2/3 fish to 368 fish 2.76 fish
1/3ice by weight, and including allowance for
space occupied by boxes in block stowage).
Fresh fish fillets in bulk 961 1.06
Fresh fillets, boxed with ice (enough ice for 481 2.16
normal inland journey, and including allowance
for box)
Fresh fish livers, roes or milts in bulk 1001 1.04
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Items Density Stowage Rate

kg/m m /tonne
Frozen fish
Frozen whole gutted cod in large blocks - 641 loose in block -
weight of fish within dimensions of the block 881 compact in block -
769 average -
Frozen whole gutted cod in large blocks, 497 2.07 fish
including allowance for supporting structure.
access, etc.
Frozen fillets in large blocks 881-961 1.06-1.15
Frozen fillets in large blocks, including 641-801 1.29-1.61
allowance for packaging, structure., access, etc.
Frozen fillets in consumer pack in master 400 2.59
carton, with allo wance for pallets, access, etc.
Frozen fish sticks in retail packs 400-481 2.16-2.59
Frozen whole gutted cod, stowed as single fish 400-481 2.16-2.59
Frozen whole gutted ..halibut:
in wooden boxes 481-561 1.87-2.16
stowed loose 609 1.07
Frozen whole salmon:
stowed loose 529-561 1.87-1.96
in wooden boxes - 2.59-2.73
Frozen shelled shrimp in blocks 721-881 1.15-1.44
Frozen fillets or steaks in catering packs in 801-961 1.06-1.29
master carton
Frozen shelled shrimp in blocks, including 591-721 1.44-1.73
allowance for packing structure, etc.
Frozen breaded shrimp in consumer packs in 400-481 2.16-2.59
master carton
Other Fish Products
Fish liver oil 929 1.12
Fish meal, loose ground 625 1.67
Fish meal unground 481 2.16
Crawfish, canned in cartons - approx 2.88
Salmon salted in barrels - 1.29-1.44
Salt fish:
in bags, 99 kg gross wt. - 3.60
in wooden boxes, 84 kg gross wt. - 1.44
in casks, 327 kg gross wt. - 1.29
in kegs, 41 kg gross wt. - 1.58
Ice
Solid ice at OC 917 -
Crushed block ice 641 1.61
Flake ice 481 2.16
Tube ice 545 1.90
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22. APPENDIX 6, RECOMMENDATIONS FOR SKIPPERS OF FISHING

VESSELS ON ENSURING A VESSELS ENDURANCE IN
CONDITIONS OF ICE FORMATION. (IMO, Code on Intact Stability)
22.1. Prior to departure
22.1.1. Firstly, the skipper should, as in the case of any voyages in any season, ensure
that the vessel is generally in a seaworthy condition, giving full attention to
basic requirements such as:
22.1.1.1. loading of the vessel within the limits prescribed for the season (paragraph 1.2.1
below);
22.1.1.2. weathertightness and reliability of the devices for closing cargo and access
hatches, outer doors and all other openings in the decks and superstructures of
the vessel and the watertightness of the sidescuttles and of ports or similar
openings in the sides below the freeboard deck to be checked;
22.1.1.3. condition of the freeing ports and scuppers as well as operational reliability of
their closures to be checked;
22.1.1.4. emergency and life-saving appliances and their operational reliability;
22.1.1.5. operational reliability of all external and internal communication equipment;
22.1.1.6. condition and operational reliability of the bilge and ballast pumping systems.
22.1.2. Further, with special regard to possible ice accretion, the skipper should:
22.1.2.1. consider the most critical loading condition against approved stability documents
with due regard to fuel and water consumption, distribution of supplies,
cargoes and fishing gear and with allowance for possible ice accretion;
22.1.2.2. be aware of the danger in having supplies and fishing gear stored on open
weatherdeck spaces due to their large ice accretion surface and high centre of
gravity;
22.1.2.3. ensure that a complete set of warm clothing for all members of the crew is
available on the vessel as well as a complete set of hand tools and other
appliances for combating ice accretion; a typical list thereof for small vessels
is shown in section 21.4 of this appendix;
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22.1.2.4. ensure that the crew is acquainted with the location of means for combating ice
accretion, as well as the use of such means, and that drills are carried out so
that members of the crew know their respective duties and have the necessary
practical skills to ensure the vessel's endurance under conditions of ice
accretion;
22.1.2.5. acquaint himself with the meteorological conditions in the region of fishing
grounds and en route to the place of destination; study the synoptical maps of
this region and weather forecasts; be aware of warm currents in the vicinity of
the fishing grounds, of the nearest coastline relief, of the existence of
protected bays and of the location of icefields and their boundaries;
22.1.2.6. acquaint himself with the timetable of the radio stations transmitting weather
forecasts and warnings of the possibility of ice accretion in the area of the
relevant fishing grounds.
22.2. At sea
22.2.1. During the voyage and when the vessel is on the fishing grounds the skipper
should keep himself informed on all long-term and short-term weather
forecasts and should arrange for the following systematic meteorological
observations to be systematically recorded:
22.2.1.1. temperatures of the air and of the sea surface;
22.2.1.2. wind direction and force;
22.2.1.3. direction and height of waves and sea state;
22.2.1.4. atmospheric pressure, air humidity;
22.2.1.5. frequency of splashing per minute and the intensity of ice accumulation on
different parts of the vessel per hour.
22.2.2. All observed data should be recorded in the vessel's log-book. The skipper
should compare the weather forecasts and icing charts with actual
meteorological conditions, and should estimate the probability of ice
formation and its intensity.
22.2.3. When the danger of ice formation arises, the following measures should be taken
without delay:
22.2.3.1. all the means of combating ice formation should be ready for use;
22.2.3.2. all the fishing operations should be stopped; the fishing gear should be taken on
board and placed in the under-deck spaces. If this cannot be done all the gear
should be fastened for storm conditions on its prescribed place. It is
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particularly dangerous to leave the fishing gear suspended since its surface for
ice formation is large and the point of suspension is generally located high;
22.2.3.3. barrels and containers with fish, packing, all gear and supplies located on deck
as well as portable mechanisms should be placed in closed spaces as low as
possible and firmly lashed;
22.2.3.4. all cargoes in holds and other compartments should be placed as low as possible
and firmly lashed;
22.2.3.5. the cargo booms should be lowered and fastened;
22.2.3.6. deck machinery, hawser reels and vesselss should be covered with duck covers;
22.2.3.7. lifelines should be fastened on deck;
22.2.3.8. freeing ports fitted with covers should be brought into operative condition; all
objects located near scuppers and freeing ports and preventing water drainage
from deck should be taken away;
22.2.3.9. all cargo and companion hatches, manhole covers, weather-tight outside doors in
superstructures and deckhouses and portholes should be securely closed in
order to ensure complete weathertightness of the vessel; access to the weather
deck from inner compartments should be allowed only through the
superstructure deck;
22.2.3.10. a check should be carried out as to whether the amount of water ballast on
board and its location is in accordance with that recommended in ``Stability
guidance to skippers''; if there is sufficient freeboard, all the empty bottom
tanks fitted with ballast piping should be filled with seawater;
22.2.3.11. all fire- fighting, emergency and life-saving equipment should be ready for
use;
22.2.3.12. all drainage systems should be checked for their effectiveness;
22.2.3.13. deck lighting and searchlights should be checked;
22.2.3.14. a check should be carried out to make sure that each member of the crew has
warm clothing;
22.2.3.15. reliable two-way radiocommunication with both shore stations and other
vessels should be established; radio calls should be arranged for set times.
22.2.4. The skipper should seek to take the vessel away from the dangerous area,
keeping in mind that the lee edges of icefields, areas of warm currents and
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protected coastal areas are a good refuge for the vessel during weather when
ice formation occurs.
22.2.5. Small fishing vessels on fishing grounds should keep nearer to each other and to
larger vessels.
22.2.6. It should be remembered that the entry of the vessel into an icefield presents
certain danger to the hull, especially when there is a high sea swell. Therefore
the vessel should enter the icefield at a right angle to the icefield edge at low
speed without inertia. It is less dangerous to enter an icefield bow to the wind.
If a vessel must enter an icefield with the wind on the stern, the fact that the
edge of the ice is more dense on the windward side should be taken into
consideration. It is important to enter the icefield at the point where the ice
floes are the smallest.
22.3. During ice formation
22.3.1. If, in spite of all measures taken, the vessel is unable to leave the dangerous area,
all means available for removal of ice should be used as long as it is subjected
to ice formation.
22.3.2. Depending on the type of vessel, all or many of the following ways of combating
ice formation may be used:
22.3.2.1. removal of ice by means of cold water under pressure;
22.3.2.2. removal of ice with hot water and steam;
22.3.2.3. breaking up of ice with ice crows, axes, picks, scrapers, or wooden sledge-
hammers and clearing it with shovels.
22.3.3. When ice formation begins, the skipper should take into account the
recommendations listed below and ensure their strict fulfilment:
22.3.3.1. report immediately ice formation to the shipowner and establish with him
constant radiocommunication;
22.3.3.2. establish radiocommunication with the nearest vessels and ensure that it is
maintained;
22.3.3.3. do not allow ice formation to accumulate on the vessel; immediately take steps
to remove from the vessel's structures even the thinnest layer of ice and ice
sludge from the upper deck;
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22.3.3.4. check constantly the vessel's stability by measuring the roll period of the vessel
during ice formation. If the rolling period increases noticeably, immediately
take all possible measures in order to increase the vessel's stability;
22.3.3.5. ensure that each member of the crew working on the weather deck is warmly
dressed and wears a safety line securely attached to the guardrail;
22.3.3.6. bear in mind tha t the work of the crew on ice clearing entails the danger of frost-
bite. For this reason it is necessary to make sure that the men working on deck
are replaced periodically;
22.3.3.7. keep the following structures and gears of the vessel first free from ice:
aerials
running and navigational lights
freeing ports and scuppers
life-saving craft
stays, shrouds, masts and rigging
doors of superstructures and deck-houses
windlass and hawse holes;
22.3.3.8. remove the ice from large surfaces of the vessel, beginning with the upper
structures (such as bridges, deck-houses, etc.), because even a small amount of
ice on them causes a drastic worsening of the vessel's stability;
22.3.3.9. when the distribution of ice is not symmetrical and a list develops, the ice must
be cleared from the lower side first. Bear in mind that any correction of the list
of the vessel by pumping fuel or water from one tank to another may reduce
stability during the process when both tanks are slack;
22.3.3.10. when a considerable amount of ice forms on the bow and a trim appears, ice
must be quickly removed. Water ballast may be redistributed in order to
decrease the trim;
22.3.3.11. clear ice from the freeing ports and scuppers in due time in order to ensure
free drainage of the water from the deck;
22.3.3.12. check regularly for water accumulation inside the hull;
22.3.3.13. avoid navigating in following seas since this may drastically worsen the
vessel's stability;
22.3.3.14. register in the vessel's log-book the duration, nature and intensity of ice
formation, amount of ice on the vessel, measures taken to combat ice
formation and their effectiveness;
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22.3.3.15. if, in spite of all the measures taken to ensure the vessel's endurance in
conditions of ice formation, the crew is forced to abandon the vessel and
embark on life-saving craft (lifevesselss, rafts) then, in order to preserve their
lives, it is necessary to do all possible to provide all the crew with warm
clothing or special bags as well as to have a sufficient number of lifelines and
bailers for speedy bailing out of water from the life-saving craft.
22.4. List of equipment and hand tools
22.4.1. A typical list of equipment and hand tools required for combating ice formation:
22.4.1.1. 2 ice crows or crowbars;
22.4.1.2. 2 axes with long handles
22.4.1.3. 2 picks;
22.4.1.4. 2 metal scrapers;
22.4.1.5. 2 metal shovels;
22.4.1.6. 2 wooden sledge-hammers;
22.4.1.7. 2 fore-and-aft lifelines to be rigged each side of the open deck fitted with
travellers to which lizards can be attached.
22.4.1.8. Safety belts with spring hooks should be provided for 2 members of the crew,
which can be attached to the lizards.
23. APPENDIX 7, RECOMMENDED FORMAT FOR THE FREEBOARD &

STABILITY INFORMATION BOOKLET FOR USE ON BOARD
FISHING VESSELS.
To be developed
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Figure 10
Vessel of closed construction means a vessel having a fixed watertight deck structure covering the entire length of the hull above the deepest
operating waterline. When open wells or cockpits are fitted in the deck of the ship, it is considered to be of closed construction if flooding of the open
wells or cockpits does not endanger the vessel.
The following conditions define a Closed vessel :
1. The height of the watertight deck structure above the deepest operating waterline must be a minimum of 1/10 of the breath of the vessel
2. If the deck is bounded by bulwarks, the bulwarks must be fitted with freeing port. The size of the freeing ports shall be in accordance with section (7% of bulwark area, each side)
L OA = 13.7m
B = 5.18m
LWL= 12.7m
FBMIN= 51.8cm
VI
FBLOAD= 116cm
V
FBO = 138cm
Loaded WL VI
I IV
VI II
I
Operational WL V I
I
I
BL
Simplified Stability Criteria & Test ;
1. Maximum authorized load
2. Minimum freeboard FB MIN = 1/10 x B = 51.8 cm
3. Roll period test ; T < 1.25 X B
4. Heeling test
Test & Criteria results;
Displacement (d) per centimetre immersion = 7 x LWL x B
d = 7 x L WL x B (d in kg, L WL and B in meters)
FREEMAN
d = 460 kg per centimetre immersion
CL Measured operational lightship freeboard FB O = 138 cm
OPEN
Weights to be added to find the fully loaded condition;

200 Crabs Pots & Ice= 10091 kg
10091 kg / d = 10091 kg divide by 460 kg/cm = 22 cm
Freeboard in the fully loaded condition FBLOAD= FBO - 22 cm
FREEMAN
FBLOAD= 116 cm
OPEN
Maximum authorized load = 10091 kg
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Figure 11
Open vessel type 1 means a vessel of open construction where the following conditions exist:
1. The vessel is fitted with buoyancy material which meets the requirement of the reserve of buoyancy and flotation test of section 15.
L OA = 6.1m
B = 1.83m
Flotation material
25
FB LOAD= 0.4m
Loaded WL D = 0.78m
4 Floodable tunnel
6 5 4 3 2 1 0

1. Maximum authorized load = 100 x LOA x B x D (Kg)
2. Minimum downflooding height = 0.2 x B
3. Minimum downflooding angle = 25
4. Reserve of buoyancy
6. Heeling test ; Residual freeboard > 1/2 x Load freeboard
Floodable tunnel Criteria & Test results;
1. Maximum authorized load = 871 kg
2. Minimum downflooding height = 0.36 m
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Figure 12
B = 2.6m
L OA = 7.3m
Flotation material
60H P Downflooding
angle 35 0.8m
Loaded WL Cockpit Bottom D = 1.2m
* * * * * H LOAD= 0.1 m
Buoyancy compartment Buoyancy compartment Floodable compartment
Floor drain
* Floodable compartment Simplified Stability Criteria & Test;
Floor drain 1. Maximum authorized load = 100 x LOA x B x D (Kg)
* * * 5. Roll period test ; T < 1.25 X B
Criteria & Test results;
* * * * * * 1. Maximum authorized load = 2277 kg
* * * 3. Minimum downflooding angle = 25
Transport Canada
Marine safety
STABILITY STANDARD
Figure 13
L OA = 10.5m B = 4.4m
Pen Herring in Bulk

boards
Cockpit Bottom Flotation material
Non Watertight Downflooding
angle
FBLOAD= 0.96m
29
D =1.7m Cockpit Bottom
Loaded WL
Operational WL
Herring in Bulk Flotation material

Simplified Stability Criteria & Test;
1. Maximum authorized load = 100 x L OA x B x D (Kg)
Pen 5. Roll period test ; T < 1.25 X B
boards 6. Heeling test ; Residual freeboard > 1/2 x Load freeboard
8.4m Criteria & Test results;
Scuppers 1. Maximum authorized load = 7864 kg
Floor drain 3. Minimum downflooding angle = 25
Transport Canada
Marine safety
STABILITY STANDARD
Figure 14
2. The cockpit or well bottom height above the deepest operating water line must be at a minimum of 1/20 of the breath of the vessel.
3. The cockpit or well bottom must be watertight and the bulwarks fitted with scuppers or freeing portsequivalent to the requirements of section 14.
4. Any opening within the cockpit area leading to an interior space of the hull must be fitted with a watertight closing appliance or sill
When the above condition are not fulfil, the requirement of reserve of buoyancy and flotation test of section 16 must be applied.
L OA = 7.3m
B = 2.6m
L WL= 6.39m
60H P H MIN=13 cm
Cockpit Bottom
Loaded WL H O = 27.1cm
H LOAD
= 14.7cm
Operational WL 1. Maximum authorized load
2. Minimum cockpit bottom height HMIN = 1/20 x B = 13cm
5. Quick draining cockpit
Displacement (d) per centimetre immersion = 7 x L WL x B
Scuppers d = 7 x L WL x B (d in kg, LWL and B in meters)
Measured cockpit bottom height in operationalO lightship condition H O = 27.1 cm
32 Mackerel Pots & Ice= 1440 kg
1440 kg / d = 1440 kg divide by 116 kg/cm = 12.4 cm
Cockpit bottom height in the fully loaded condition H LOAD= H O - 12.4 cm
HLOAD= 14.7cm
Transport Canada
Marine safety
STABILITY STANDARD
Figure 15
L OA = 10.15m
L WL= 9.6m B = 2.9m
H MIN=14.5 cm
Cockpit Bottom
Loaded WL H LOAD= 18.3cm
H O = 43.9cm
Operational WL
Cargo hold 5.5m
-5 0 5 10 15 20 25 30
1. Maximum authorized load
Scuppers 2. Minimum cockpit bottom height H MIN = 1/20 x B = 14.5cm
Scuppers d = 7 x LWL x B (d in kg, L WL and B in meters)
Measured cockpit bottom height in operational lightship condition H O = 43.9 cm
Herring in Bulk & Ice= 5000 kg
5000 kg / d = 5000 kg divide by 195 kg/cm = 25.6 cm
Cockpit bottom height in the fully loaded condition H LOAD= H O - 25.6cm
H LOAD= 18.3cm
Transport Canada
Marine safety
STABILITY STANDARD
Figure 16
L OA = 10.5m B = 4.4m
LWL= 10.2m
Pen
boards
Cockpit Bottom HMIN=22 cm

D =1.7m HLOAD= 22.1cm
Cockpit Bottom
Loaded WL H O = 33.1cm
Operational WL

Scupper 1. Maximum authorized load
2. Minimum cockpit bottom height H MIN = 1/20 x B = 22cm
Pen
Scuppers boards d = 7 x LWL x B (d in kg, L WL and B in meters)
3.7m d = 314 kg per centimetre immersion
Measured cockpit bottom height in operational lightship condition HO = 33.1 cm
Herring in Bulk= 3448 kg
3448 kg / d = 3448 kg divide by 314 kg/cm = 11 cm
Cockpit bottom height in the fully loaded condition H LOAD= H O - 11cm
HLOAD= 22.1cm
Transport Canada
Marine safety

Stability Standard

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STABILITY STANDARD

STABILITY, FREEBOARD, LOAD LIMIT AND

SMALL FISHING VESSELS

Draft: January 2005

Part A Intact Stability

9. WATER ON DECK CRITERIA ............................................................................31

Part B Simplified Stability Criteria

15. RESERVE BUOYANCY; OPEN VESSEL TYPE 1 ........................................47

INTACT STABILITY CRITERIA

1.1.6. Lightweight check: The lightweight check is a procedure which involves

1.3. Documents to be submitted(BV Rules)

1.3.1. Inclining test report for the vessel, or:

b) where lightship particulars are determined by methods other than inclining

1.3.2. trim and stability booklet.

1.4. Provisional documentation(BV Rules)

1.4.2. Provisional stability documentation includes loading conditions based on

1.5. Final documentation(BV Rules)

2% for the displacement, and,

1% of the length between perpendiculars for the longitudinal position of

2. INCLINING TEST AND LIGHTWEIGHT CHECK(IMO, Code on Intact

2.1.1. Inclining test

The inclining test is required in the following cases:

2.1.1.2. Any existing vessel, when prescribed by the regulation

2.1.2. Lightweight check

The lightweight check test is required in the following cases:

2.1.2.1. At periodic intervals has prescribes by the regulation.

2.1.3. Detailed procedure.

2.1.3.1. A detailed procedure for conducting an inclining test is included in Appendix 3.

3. TRIM AND STABILITY BOOKLET

3.1. Information to be included in the trim and stability booklet

3.1.1. A trim and stability booklet is a stability manual, which is to contain

3.1.2. In developing the stability booklet, the following information should be

3.1.2.1. principal particulars of vessel;

3.1.2.2. instructions on the use of the booklet;

3.1.2.3. general arrangement plans showing watertight compartments, closures, vents,

3.1.2.6. hydrostatic curves or tables and cross-curves of stability calculated on a free-

3.1.2.9. information on loading restrictions, such as maximum KG or minimum GM

3.1.2.11. a brief description of the stability calculations done, including assumptions;

3.1.2.12. general precautions for preventing unintentional flooding;

3.1.2.15. a table of contents and index for each booklet;

3.1.2.16. inclining test report for the vessel, or:

To require that a description of the fuel burning sequence be submitted.

3.2. Permanent ballast

3.2.2. If used, permanent ballast is to be located in accordance with a pla n approved by

3.2.3. Permanent solid ballast is to be installed under the supervision of a marine

3.3. Loading conditions

3.3.1. The loading conditions considered shall include at least:

- the conventional conditions described below;

- the special conditions anticipated by the shipowner or stipulated by

3.4. Stability curve calculation

3.4.2. Superstructures, deckhouses, etc. which may be taken into account

3.4.2.4. Superstructures and deckhouses not regarded as enclosed may, however, be

4. DESIGN STABILITY CRITERIA

4.1. Maximum permissible operating draft

4.2. Flooding points

4.2.3. Small-diameter air vents serving small volumes may be disregarded in

4.3. Bow height

k = 1 in the general case.

k = 0.8 in tropical waters.

4.3.3. Bulwarks are not taken into account.

4.4. Deck cargo

4.5. Effect of Trim(ABS)

4.5.3. In addition, as a vessel trims consideration is to be given to the position of the