Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Loadline – Amendment 3
An executive agency of
London: TSO
PART 0.1--- CONTENTS
1.1 General
1.2 Definitions and Interpretations
1.3 Application of the Regulations (Regulation 4)
1.4 Her Majesty's Ships
1.5 Exemptions (Regulations 4 and 5)
1.6 Annual Surveys (Regulation 8(1 )(c))
1.7 Load Line Certificates - Ships Registered in the United Kingdom
(Regulation 9)
1.8 Load Line Exemption Certificates (Regulations 5 and 12)
1.9 Survey and Documentation
1.10 Duration and Extension of Certificates (Regulation 10)
1.11 Cancellation of Certificates (Regulation 11)
1.11.1 The grounds for cancellation are listed in Regulation 11
1 .12 Re-issue of Certificates
1.13 Publication of Load Line Certificates (Regulation 13)
1.14 Load Line Certificates - Ships not Registered in the United Kingdom
(Regulation 14)
1.15 Provisions as to Inspection (Section 258 of the Act)
1.15.3 Valid convention certificates
1.15.4 Deck cargoes
1.16 Enforcement (Regulations 26, 35 and 36)
1.17 Detention (Regulation 37)
1.18 Load Line Convention Countries
3.1 Interpretation
3.2 Hatchways Closed by Portable Covers and Secured Weathertight, by
Tarpaulins and Batte ning Devices
3.3 Hatchways Closed by Weathertight Covers of Steel or Equivalent
Material Fitted with Gaskets and Clamping Devices (Paragraph 6 of
Schedule 2)
3.4 Hatch Beams and Cover Stiffeners of Variable Cross Section
3.5 Machinery Space Openings (Paragraph 7)
3.6 Miscellaneous Openings in Freeboard and Superstructure Decks
(Paragraph 8)
3.7 Ventilators (Paragraph 9)
3.8 Air Pipes (Paragraph 10)
MSIS003/PART 0.1/REV1.02/PAGE 2
LOAD LINE INSTRUCTIONS
3.9 Cargo Ports and Similar Openings (Paragraph 11)
3.9.3 Cargo Ports or similar Openings belo w the uppermost Load Line-
(paragraph 11 (3))
3.10 Scuppers, Inlets and Discharges (Paragraph 12)
3.10.9 Water closets - manually operated type
3.11 Side Scuttles and Windows (Paragraph 13)
3.11 .2 Adequate strength of bridge windows
3.11.3 Ships' windows with wooden frames
3.12 Freeing Ports and Arrangements (Paragraph 14)
3.13 Protection of Crew (Paragraph 15)
3.14 Freeing Arrangements (Paragraph 20)
3.15 Gangway and Access (Paragraphs 18 ,22, 23, and 24)
3.16 Timber Freeboards (Paragraph 26)
MSIS003/PART 0.1/REV1.02/PAGE 3
LOAD LINE INSTRUCTIONS
5.2 Requirements for Ships Issued with Load Line Exemption Certificates
5.3 Ships for which less than Statutory Minimum Freeboards are
Requested
5.3.1.1 Barges and dredgers used for river and harbour maintenance
5.3.1.2 Barges employed in the carriage of cargo on the Humber, Thames,
etc.
5.3.1.3 Hopper dredgers which operate at sea
5.4 Ships Undergoing Sea Trials
5.5 Ships Making Voyages to the Breakers Yard
5.6 Intact Stability Criteria
5.7 Flooding and Damage Stability Requirements
5.7.1 General
5.7.2 Type A ships built before 8 June 2000
5.7.2.1 Ships over 150 metres but not exceeding 225 metres in length
5.7.2.2 Ships over 225 metres in length
5.7.2A Type A ships built on or after 8 June 2000
5.7.2A.l Ships over 150 metres in length
5.7.3 Type B ships built before June 2000
5.7.3.1 Tabular freeboard less than B but not less than B-60
5.7.3.2 Tabular Freeboard less than B-60 but not less than B-l00
5.7.3A Type A ships built on or after 8 June 2000
5.7.3A.l Tabular freeboard less than B but not less than B-60
5.7.3A.2 Tabular freeboard less than B-60 but not less than B-l00
5.7.4 Assumptions to be made when undertaking flooding calculations for
ships built before 8 June 2000
5.7.4A Assumptions to be made when undertaking flooding calculations for
ships built on or after 8 June 2000
5.7.5 Requirements in the flooded condition for ships built before 8 June
2000
5.7.5A Requirements in the flooded condition for ships built on or after 8 June
2000
5.7.6 Information to be presented from flooding calculations
5.7.7 Information for the guidance of fire fighting personnel
5.8 Examination and Approval Procedures
5.8.1 New ships
5.8.2 Existing ships
5.8.3 General information
5.8.4 Simplified stability information for small ships
6.1 Introduction
6.2. Preparation for Test
6.2.1 Preliminary meeting with builders/owners
6.2.2 Data required
6.2.3 General condition of the ship
6.2.4 Tanks
6.2.4.1 General
6.2.4.2 Slack tanks
MSIS003/PART 0.1/REV1.02/PAGE 4
LOAD LINE INSTRUCTIONS
6.2.4.3 Pressed-up tanks
6.2.4.4 Empty Tanks
6.2.4.5 Identification of liquids
6.2.5 Trim
6.2.6 List
6.2.7 Mooring arrangements
6.2.8 Weather
6.3 Conduct of the Test
6.3.1 Supervision
6.3.2 General
6.3.3 Test weights
6.3.4 Pendulums
6.3.5 Draught and freeboards
6.3.6 Communications and control
6.3.7 Weight movements
6.3.8 Test results
6.4 Dispensation from the Inclining Test Requirement
6.4.1 Sisterships
6.4.2 Large tankers or bulk ore carriers
6.4.3 Local agreement to dispensation
6.5 Ships Transferring from Foreign to United Kingdom Registry
6.6 Lightweight Check
8.1 General
Types of Ship
8.2 Container Ships
8.2.1 General
8.2.2 Strength of container securing arrangements
8.2.3 Heeling due to strong beam winds
8.2.4 Formation of ice on exposed structures and containers
8.3 Dredgers - General
8.3.1 Operating with hold spaces open
8.3.1.1 Loading arrangements
8.3.1.2 Loading trials
8.3.1.3 Investigation of stability
8.3.1.4 Stability information required
8.3.1.5 Survey of hopper type ships
8.3.2 Operating with hold spaces closed
8.3.3 Less than statutory minimum freeboards
8.4 Dredgers - Bucket
8.5 Mobile Offshore Drilling Units and ships
8.6 Floating Cranes, Tin Dredgers, Grain Elevators and Units of Similar
Type
8.7 Fishing Boats which Carry Cargo
8.8 High Speed Craft including Hydrofoils and Multi Hulled Craft
8.9 Passenger Ships
Type of Cargo
8.19 Ballast
8.20 Coal in Bulk
8.21 Grain In Bulk
8.22 Specialised Cargoes of Iron, Steel or Wood Pulp
8.23 Mineral Concentrates and Ore in Bulk
8.24 Timber Deck Cargo
8.24.2.1 Single deck ships
8.24.2.2 Two deck ships
8.25 Vehicles on the Open Decks of Small Coastal Ferries (65 Metres in
Length or Less)
8.25.1 Stability
8.25.2 Vehicle securing arrangements
8.26 Deck Cargoes General
Trading Areas
8.27 The St Lawrence Seaway and the Great Lakes
8.28 Areas where the Formation of Ice Should be Taken into Account
8.28.3 Full icing allowance
8.28.4 Half icing allowance
8.29 The Dangers of Flooding
8.29.3.1 Before departure
MSIS003/PART 0.1/REV1.01/PAGE 6
LOAD LINE INSTRUCTIONS
PART 0.2
REVISION STATUS
1.1 General
1.1.1 The Merchant Shipping Act 1995 S.85 enables the Secretary of State to
make regulations implementing safety provisions on ships which in particular
continue to implement the 1966 International Load Line Convention as
amended. The Merchant Shipping (Load Line) Regulations 1998 entirely
replace the Merchant Shipping (Load Line) Rules 1968 and their amendments,
without changing the effect of the Convention. They also enable similar
provisions to be applied to ships which are not covered by the Convention.
1.1.2 These instructions are intended primarily for the use of the Maritime and
Coastguard Agency (MCA) Surveyors but will serve as a guide to others
concerned with the survey, marking and periodical inspection of ships for load
line purposes and with the issue of load line certificates. Details are also
included of the procedure for the approval of stability information. They should
be considered as a supplement to and read in conjunction with the Act, the
Load Line Regulations and other relevant instruments such as Merchant
Shipping Notices.
1.1.4 The forms designed for use with the 1998 Load Line Regulations are
listed in Part 9 of these Instructions.
1.2.1 In these Instructions the following terms have the meanings shown:
----- "The Act" means the Merchant Shipping Act 1995 Part IV.
----- "The Convention" means the International Convention on Load
Lines 1966 and the Supplements thereto, as amended by the
Protocol of 1988 relating to the International Convention on
Load Lines 1966.
MSIS003/PART 1/REV2.01/PAGE 1 OF 9
LOAD LINE INSTRUCTIONS
--- “Convention Ship" means a new ship of not less than 24
metres in length or an existing ship of not less than 150 gross
tons, registered in or flying the flag of a Convention Country.
--- "The MCA" means the Maritime and Coastguard Agency.
--- "Existing ship" means a ship which is not a "new ship".
--- "New ship" in rela tion to a ship registered in the UK means a
ship the keel of which was laid, or was at a similar stage of
construction, on or after the 21st July 1968.
--- "The Regulations" means the Merchant Shipping (Load Line)
Regulations
1998 (SI 1998 No 2241), as amended by the Merchant
Shipping (Load Line) (Amendment) Regulations 2000 (SI 2000
No 1335), and a reference to a particular Regulation means
one of these Regulations.
--- "Schedule" means a Schedule of Merchant Shipping Notice
MSN 1752 (M)
1.2.2 Other expressions used in these Instructions have the same meaning as
those ascribed to them in the Act, the Regulations and the relevant Merchant
Shipping M Notices
1.3.2 Vessels in commercial use for sport or pleasure (typically yachts) are
required to comply with the MS (Vessels in Commercial Use for Sport or
Pleasure) Regulations 1998 (S.I. 1998 No 2771) which disapply the MS (Load
Line) Regulations 1988 (as amended).
1.3.3 Under the legislation all other ships, unless excepted or expressly
exempted, are to be surveyed, marked with load lines and issued with the
appropriate certificates.
1.3.4 Existing ships as so defined are not required to meet the conditions of
assignment of the current Regulations and will continue to be assigned
freeboards calculated in accordance with the 1959 Rules for which purpose
they must comply with the conditions of assignment applicable to them under
those Rules.
Under S.308 of the Act Part XIII Her Majesty's ships are exempted from
compliance with the Merchant Shipping Act. However Government ships which
MSIS003/PART 1/REV2.01/PAGE 2
LOAD LINE INSTRUCTIONS
belong to Her Majesty (but not part of Her Majesty's Navy) may be the subject
of an Order in Council enabling them to be registered as British ships under
Part II of the Act. If a Go vernment ship is so registered it must comply with the
Act subject to any exemptions and modifications prescribed in the Order. A
check should be made with Headquarters before any action is taken in
connection with the issue of load line or load line exemption certificates to a
Government ship.
1.5.1 The Regulations give automatic exemption from all the provisions to the
ships listed in Regulation 4(1) and (2). Any cases of doubt as to whether or not
a ship falls into one of these categories should be referred to Headquarters.
1.5.2 Regulation 5 gives powers to the MCA (but not to other Assigning
Authorities) to exempt ships registered in the UK of any of the descriptions
given in that Regulation from all or from specified provisions of the legislation.
An annual survey is to be carried out not more than three months before or
three months after each anniversary of the date of completion of the survey on
the basis of which the certificate was issued. This survey shall in no case be
more than 15 months from the date of the previous survey unless specifically
agreed by Headquarters. A record of each survey must be endorsed on the
certificate, and a report sent to Headquarters as soon as possible. See also
paragraph 2.4.5.
1.7 Load Line Certificates --- Ships Registered In The United Kingdom
(Regulation 9)
1.7.1 UK load line certificates should be used only for new ships of less than 24
metres in length or existing ships of less than 150 gross tons.
1.7.2 International load line certificates should be used for new ships not less
than 24 metres in length or existing ships of not e l ss than 150 gross tons,
regardless of whether or not they ply internationally.
1.8.1 UK load line exemption certificates should be used for ships that do not
ply internationally or which are not convention ships.
MSIS003/PART 1/REV2.01/PAGE 3
LOAD LINE INSTRUCTIONS
1.8.3 Certain International load line exemption certificates require notification to
IMO (under Article 6(3) of the Convention) of their conditions and the reasons
for their application. Before such exemptions are first permitted in respect of
any ship, reference should be made to Headquarters, who will undertake the
required notification to IMO.
1.8.4 Where Dredgers are to undertake contracts outside the UK and reduced
freeboards are required, reference should be made to Headquarters regarding
the proper certification.
After the entry into force of the Merchant Shipping (Load Line) (Amendment)
Regulations 2000 on 8 June 2000, the International Load Line Certificate
(1966) and the International Load Line Exemption referred to in Annex III of the
1966 Load Line Convention are both superseded by the revised certificates
referred to in Annex III of the 1988 Protocol to the 1966 Load Line Convention.
In the case of United Kingdom registered ships the new style certificates should
be used after completion of the first renewal survey after the above date.
1.9.1 The survey and documentation for the issue of load line certificates and
load line exemption certificates should be exactly the same (see Part 2 for
details): in either case all the appropriate forms should be completed and
submitted to Headquarters on completion on the load line file except that in the
case of a ship which is to make a single voyage (e.g. for delivery or scrapping)
it is necessary to submit to Headquarters form FRE 10 only, on completion.
MSIS003/PART 1/REV2.01/PAGE 4
LOAD LINE INSTRUCTIONS
then it will not be necessary for the load line file to be submitted to
Headquarters provided that a copy of the new certificate is forwarded to the
load line section for record purposes with confirmation that a copy of the
certificate has been placed on the file, forms FRE 6, FRE 7 and form FRE 8 or
FRE 9 and FRE 10 are completed as necessary and placed on file.
1.10.1 The maximum period of validity of a load line certificate or load line
exemption certificate is 5 years from the date of completion of survey (i.e. the
final date of inspecting the ship in dry-dock or out of the water).
When the renewal survey is completed within three months before the expiry
date of the existing certificate, the new certificate shall be valid from the date of
the completion of the renewal sur vey to a date not exceeding 5 years from the
date of expiry of the existing certificate.
Subject to this maximum the period of validity shall be determined, and may be
extended, by the Assigning Authority, in accordance with paragraph 1.10.2.
1.10.2 The provisions on the reverse of the International load line and load line
exemption certificates and the UK load line certificate for extending the
certificate is to cater for:
(a) when the certificate has been issued for a period of less than 5
years and it is desired to extend the period to 5 years, and where the
annual surveys appropriate to a 5 year period of validity have been
carried out, subject to any conditions which the surveyor who issued
the original certificate may have imposed, or
(b) the physical difficulty which may arise in getting a new certificate to
the ship after completion of a full survey, when it enables the old
certificate to be used until the new one is received, or
(c) if, when the certificate expires, the ship is not in a port in which it is
to be surveyed, to allow the ship to proceed to the port of survey.
MSIS003/PART 1/REV2.01/PAGE 5
LOAD LINE INSTRUCTIONS
1.11.2 Where it is found that the annual survey required by Regulation 8(1)(c)
has not been completed within the stipulated three months after the
anniversary date the reason why the certificate was allowed to lapse should be
ascertained. With the agreement of Headquarters the validity of the certificate
may be restored by carrying out an annual survey, the thoroughness and
stringency of the survey having regard to the time elapsed from the due date.
The certificate should in such cases be endorsed on completion of survey, but
the anniversary date should remain unchanged.
1.14 Load Line Certificates - Ships not Registered in the United Kingdom
(Regulation 14)
1.14.1 Load line Convention ships belonging to countries which are parties to
the 1966 Load Line Convention are provided with International load line
certificates or International load line exemption certificates in the form
prescribed in Annex III to the Convention. A list of these countries is given at
paragraph 1.18.
1.14.2 At the request of the parent country, the MCA may issue an International
load line certificate to a Convention ship, subject to satisfactory completion of
survey in accordance with the Regulations.
1.14.3 A UK load line certificate may be issued to a ship not registered in the
UK which has been surveyed and marked in accordance with the Regulations,
but if the ship is a Convention ship, the certificate will remain valid only so long
as it does not ply on international voyages.
1.15.1 MCA Surveyors may inspect any ship to which the Regulations apply
whether or not the ship is registered in the UK.
MSIS003/PART 1/REV2.01/PAGE 6
LOAD LINE INSTRUCTIONS
1.15.3 Valid convention certificates
1.15.3.5 the period for which the certificate is expressed to be valid must
not exceed 5 years from the date of issue;
1.15.3.7 the required annual surveys must have been carried out and the
appropriate endorsements made on the certificate by the issuing
authority.
Under Sections 256 and 258 of the Act (Part X) a Surveyor has the power to
inspect any ship to which the Act applies, for the purpose of ensuring
compliance with the Merchant Shipping (Carriage of Cargoes) Regulations
1997 (SI 1997/19), as amended. Such inspection should include any
mandatory Cargo Securing Manual carried by the ship and appropriate sections
of the Stability Information Booklet dealing with deck cargoes, to verify that
agreed arrangements for securing such cargo are being implemented.
Note: In all cases reference should be made to the relevant Regulation before
any action is taken against an owner or master. Headquarters should be
consulted where it is proposed to institute proceedings.
MSIS003/PART 1/REV2.01/PAGE 7
LOAD LINE INSTRUCTIONS
1.16.2 Regulation 35 lists the penalties for non-compliance with those
conditions, as well as the penalties for non-compliance with other Regulations.
Below is a list of the countries, as of May 2000, which are parties to the
International Convention on Load Lines, 1966, which entered into force on 21
July 1968. Those countries which are also parties to the Protocol of 1988
relating to the 1966 Load Line Convention, as of May 2000, are indicated by an
asterisk:
MSIS003/PART 1/REV2.01/PAGE 8
LOAD LINE INSTRUCTIONS
Ireland Islamic Republic of Iran
Isle of Man Israel
*Italy Jamaica
*Japan Johnston Island
Jordan
Kazakhstan Kenya
Korea Kuwait
Latvia Lebanon
*Liberia Libyan Arab Jamahiriya
Lithuania *Luxembourg
Madagascar Malaysia
Maldives Mauritania
*Malta *Marshall Islands
Mauritius *Mexico
Midway Island Monaco
Morocco Mozambique
Myanmar *Netherlands
New Zealand *Netherlands Antilles Aruba
*Nicaragua Nigeria
*Norway *Oman
Pacific Islands Pakistan
Panama Papua New Guinea
Peru Philippines
Poland Portugal
Puerto Rico Qatar
Romania The Russian Federation
Saint Vincent and the Grenadines Samoa
Sao Tome and Principe Saudi Arabia
Senegal *Seychelles
Sierra Leone *Singapore
*Slovakia *Slovenia
Somalia South Africa
*Spain Sri Lanka
Sudan Surinam
*Sweden Switzerland
Syrian Arab Republic Thailand
The Canal Zone Togo
Tonga Trinidad and Tobago
*Tunisia Turkey
Tuvalu
Ukraine United Arab Emirates
*United Kingdom United Republic of Tanzania
*United States Uruguay
*Vanuatu *Venezuela
Vietnam Virgin Islands
Wake Island Yemen
Yugoslavia Zambia
MSIS003/PART 1/REV2.01/PAGE 9
LOAD LINE INSTRUCTIONS
PART 2
2.1.1 The onus is upon the Owner or his agent to make application for the
issue of a load line certificate or for a survey or inspection within the
stipulated time period. The application is to be accompanied by a fees
deposit; see survey policy Instructions to Surveyors under 'Fees Estimates'.
Any outstanding balance of fees or expenses must be paid before a
certificate is issued or endorsed.
2.1.2 In the case of the first survey of a ship for issue of a load line certificate
full information, particulars and plans relating to the design of the ship must
be submitted to Headquarters in good time.
2.1.3 The Owner or builder should also submit the following information:
(a) Type A;
(b) Type B;
(b) Details and connections of the principal hull castings and forgings
and the fabricated construction of shaft brackets, rudders and
stabilising fins.
(d) Details of patent hatch covers and the scantlings of cargo hatch
covers, coamings, beams and other supports, the securing
arrangements for the covers, the details of gaskets etc. and/or
tarpaulins and battening arrangements where applicable (see also
paragraph 3.2 and 3.3).
(e) The means of protection to any openings in the casings (see also
paragraph 3.5).
(g) Arrangement of exposed air pipes which lead to tanks below the
freeboard and superstructure decks with the details of the air pipes
and the means of securing the openings weather tight (see also
paragraph 3.8).
2.1.3.5 Details of the intact stability of the ship at the assigned freeboard (see
also paragraph 5.1). It should be stated which superstructures/erections are
intended for inclusion in intact stability calculations. If the buoyancy of
resiliently mounted structures is intended for inclusion, the Owner should
seek confirmation from the classification society that it is reasonable to
assume this buoyancy contribution is justified (see also paragraph 3.13.3).
The survey of new ships or existing ships not previously assigned load lines
should include:
Ships which comply with the highest standard of structural strength required
by the Rules of an Assigning Authority and with the 'Conditions of
Assignment' in full may be assigned the statutory minimum freeboard
allowable under a Regulation 29.
The following instructions should be followed by the Surveyor when the ship
is opened out for survey. These Instructions are to be taken as normal
requirements in the survey of ships but where he/she considers that
additional examination, opening out or testing is necessary in order to be
satisfied the Surveyor should ensure that those requirements are complied
with.
Where the load line survey of a classed ship is to be undertaken by the MCA
it will usually be convenient for it to be carried out while the ship is in dry dock
during one of the periodical surveys required by the Classification Society.
Where this is not possible the Surveyor should seek guidance from
Headquarters. A detailed report of the state of the ship including the
thicknesses of the plating is to be given on form FRE 8 which, together with
forms FRE 6, FRE 7 and FRE 10 should be forwarded to Headquarters.
(b) The plating and beams of the freeboard and superstructure decks
should be surveyed and the Surveyor may require portions of deck
planking, deck composition or tiling to be removed where deterioration
is evident or suspected.
(c) At each load line survey all tanks which are an integral part of the
hull structure should, in general, be surveyed internally and may, at
the Surveyor's discretion, be pressure tested by liquid to a pressure
equivalent to the maximum load experienced in service or by air at a
pressure not exceeding 0.141 kg/cm. Where such tanks (excluding
peak tanks) are used exclusively for the carriage of oil fuel, or for oil
fuel and fresh water ballast they need not be examined at each load
line survey unless as a result of an external survey or for any other
reason the Surveyor considers it necessary. Cross-leveling
arrangements fitted for stability purposes should be examined
regularly. If considerable deterioration has or is considered likely to
have taken place since the date of the last load line survey the
thicknesses of the shell and deck plating and the means of connection
are to be ascertained by drilling holes or by other acceptable means
e.g. ultrasonic testing. Where ultrasonic testing of welds is employed
the Surveyor should be guided by BS EN 1714: 1998, and BS 2704:
1978 (1983). A detailed report of the state of the ship including the
thicknesses of plating is to be given on form FRE 8 which together
with
(b) The limbers and all air courses are to be removed and the holds
cleared. A listing not less than 100mm wide is to be cut out of the
ceiling on each side in the range of the floor-heads or thereabouts at
each end of the ship for one-fifth of the length. In a single deck ship or
a ship where hold-beams are fitted a further listing, midway between
the turn of the bilge in the case of the former and immediately under
the hold-beam in the case of the latter, is to be made and should
follow the sheer and extend over the main body of the ship.
(e) The fastenings are to be examined carefully, and if the ship is iron
fastened, a number of bolts should be driven out, of
(f) The caulking is to be tested. Where the ship is sheathed with metal,
one sheet is to be stripped off at the upper turn of the bilge, square
down from each rigging on each side of the ship. The hood ends on
each side at each end of the ship are to be exposed and examined
together with the associated caulking . If examination of the metal
sheathing reveals wrinkling a special report is to be made on form
FRE 9.
(g) Where necessary the Surveyor should examine the ship carefully
both afloat and in dry dock; his report of its condition on form FRE 9
should describe the general appearance of the ship in respect of sheer
and indicate any signs of weakness or straining. Where applicable the
report should indicate if structural alterations, modifications, or
renewals have been made since the last survey and give detailed
information of the scantlings and condition of the following items:
(a) If the ship is not fully opened out, the freeboard will be increased
as required, according to whether the ship is constructed of hard or
soft wood. The duration of the load line certificate will depend upon the
report of the survey and the extent to which the ship has been opened
out.
(b) The Surveyor should complete forms FRE 6, FRE7 and FRE 10
and report on form FRE 9 what action he has taken to ascertain the
condition of the ship, and that he has satisfied himself, as far as he is
able, that the ship will be seaworthy if loaded to the proposed load line
for the period recommended, having regard to the ship's age,
construction, condition and intended trade.
(c) The type of materials composing the keel, keelson, stem and stern-
post, frames and beams must be reported in order to ascertain
whether the ship is built of hard or soft wood. In addition, the
scantlings and materials of all parts which are accessible, their
condition, and the condition of the bottom should be reported on form
FRE 9.
1991 (1996) =
ISO 4605, ISO 4606 Part 1 Loom State Fabrics
1987 (1995) Part 2 Desized Fabrics
1987(1995) Part 3 Finished Fabrics for use with
Polyester Resin Systems
(b) In the case of ships under construction care should be taken with
'matting-in connections'. Where components are bonded to the cured
or partially cured structures suitable resins are to be employed.
Attention should be given to the methods of construction and to
whether the hull of the ship is of a stiffened or unstiffened single skin
laminate or of sandwich construction; the latter is a more complex type
of construction and requires particular surveillance. Attention should
be paid to the secondary bonding of components to the hull.
(e) The Surveyor should examine the ship carefully both afloat and in
dry dock. His report of the condition on form FRE 9 should describe
the appearance of the ship in respect of sheer
(a) If the ship is not fully opened out the freeboard will be increased as
required dependent upon the construction of the ship. The duration of
the load line certificate will depend upon the report of the Sur veyor
and the extent to which the ship has been opened out.
(b) The Surveyor should complete forms FRE 6, FRE 7 and FRE 10
and report on form FRE 9 the action he has taken to ascertain the
condition of the ship and that he has satisfied himself, as far as he is
able, that the ship will be seaworthy and stable if loaded to the
proposed load line for the period recommended having regard to the
ship's age, construction, condition and intended service.
2.3.1 Documentation
2.3.2 Stability
Where MCA approves the stability information the responsible Surveyor will
notify the appropriate Assigning Authority by letter when he is satisfied from
an examination of the stability information that the ship complies with the
Rules relating to stability.
Type A ships and bulk carriers over 150 metres in length must carry loading
and ballasting information. Where such ships are classed the relevant
Assigning Authority will have approved this information. In the case of
unclassed ships this information is to be submitted by the Surveyor to
Headquarters for approval.
"When more than 12 passengers are carried the ship must comply
with the conditions stated on the Passenger/Passenger and Safety
Certificate."
2.3.5.7 Where the MCA is the assigning authority the disc should be
marked with the letters DT.
2.4.1 General
The Owner or his agent must make application for the renewal or annual
survey that is required under the regulations. The application should be
accompanied by a fees deposit. Where the survey is not completed in one
operation the whole survey must be commenced and completed in a period
not exceeding three months. When such a partial survey has been carried
out the Surveyor should state on form FRE 12 (Report of Annual Survey) the
items which remain to be dealt with and inform the Surveyors at the port
where the Owners propose to have the survey completed.
2.4.2 Requirements
2.4.2.1 At each renewal survey the Surveyor must ensure that the
matters referred to in Regulation 6(1)(c) are in order and that the
requirements of paragraphs 15 and/or 18 of Schedule 2 of MSN
1752(M) are met.
2.4.2.2 During the survey the Surveyor should satisfy himself that
where enclosed superstructures have been taken into account in the
construction of the cross curves of stability the closing appliances
fitted to any openings therein are fully effective and that no alterations
have been made.
(a) The Surveyor should ensure that all the materials, bearing surfaces
and fittings associated with hatches, including rollers, chains,
hatchway coamings, beams, fore-and-afters, covers, tarpaulins,
battens and securing arrangements are in good and
(b) The Surveyor should report any alterations which have been made
to the closing appliances of enclosed superstructures. Where
alterations have been made to the closing appliances reducing the
effectiveness of such superstructures the Surveyor should request
modification or replacement to meet the Regulation requirement.
Alternatively the Owner should be advised that the ship will be
assigned an increased freeboard and that appropriate action will be
required to ensure compliance with the Regulations in respect of any
hatchway or other openings leading below the freeboard deck fitted
within the superstructure.
2.4.3.2 Openings in the ship's side below the freeboard deck and in the sides
and ends of enclosed superstructures
The Surveyor should ensure that the shutters hang freely and that any fittings
for retaining them in the closed position will not prevent them from opening if
a substantial amount of water is shipped. It is recommended that ships
operating in areas subject to icing should not have freeing port shutters.
The Surveyor should ensure that the closing appliances e.g. ball-
valves, hinged gasketed plates, flap valve steel covers etc. are
satisfactorily maintained and are effective.
2.4.3.6 Type A Ships and Type B Ships with reduced freeboards and
Type B ships with timber markings
2.4.4.1 The positions of the load line marks and the deckline are to be
checked at each annual survey and, if necessary, they are to
be re-marked and re-painted.
On completion of the annual survey if the Surveyor is satisfied that the load
line certificate should remain in force he/she will:
2.4.5.1 return the ship's copy of form FRE 7, suitably endorsed, to the
Master drawing his attention to the need to retain this document on the
ship;
2.5.1 This Section of the Act empowers MCA Surveyors to go on board any
ship at all reasonable times to verify that the provisions of the Regulations
are complied with, and so that the inspections required under Port State
Control legislation may be carried out.
2.5.3.1 the ship is not loaded beyond the limits allowed by the
certificate;
2.5.3.2 lines are marked on the ship in the positions of the load lines
specified in the certificate;
2.5.3.4 the fittings and appliances for the protection of openings, the
guard rails, the freeing ports and the means of access to the crew's
quarters have been maintained on the ship in as effective a condition
as they were when the certificate was issued.
2.6.1.1 All 'new' load line ships (i.e. those whose keels were laid or
which were at a similar stage of construction on or after the material
date must comply with all the requirements of Schedule 2 of MSN
1752(M) relevant to their type.
2.6.1.2 'Existing Ships' (i.e. those whose keels where laid or which
were at an equivalent stage of construction before the 21st July 1968
(the material date) must comply with such of the requirements of the
1959 Load Line Rules as are applicable in their cases. However,
Regulation 29 provides that where an 'existing ship' is to be assigned
a freeboard as a 'new ship' computed in accordance with the
provisions of Schedule 4 all the requirements of Schedule 2 applicable
to its type
2.6.6.2 Each page should be numbered and the back of each page
stamped at the bottom left hand corner with an MCA stamp. As an
alternative to the stamping of each page the books may be drilled, and
secured by means of a wire and lead seal closed and embossed with
the MCA emblem. Builders and consultants should be requested to
supply books already drilled to facilitate sealing.
- Lines Plan
- General Arrangement
- Structural Plan
- Trim and Stability Book as above
2.7.3 Since the reason for assignment of greater than minimum freeboards is
likely to be present whether or not timber deck cargoes are carried, timber
load lines will be inapplicable. See regulation 30(2)(b).
2.8.2 barges and hopper barges which usually proceed in winter to the
Summer Category D limits, for example, on the Humber and Thames.
Reference should also be made to paragraph 5.3.
3.1 Interpretation
3.1.4 Where stores, machinery etc. are loaded while the ship is in port
through openings in the bulkheads of an enclosed superstructure, portable
sill plates may be permitted provided they are replaced and fitted
weathertight before the ship proceeds to sea and the fact is recorded in the
ships official logbook.
3.2.2 The number of ships lost over the years due to hatch covers not being
properly secured has clearly indicated the dangers of proceeding to sea
without making use of all the hatch locking bars or wire lashings after the
tarpaulins have been battened down.
3.2.3 The precautions referred to above apply equally whether or not deck
cargo is carried on or over the hatches.
3.2.5 Masters and Skippers are reminded that the stowing of gangways or
accommodation ladders on top of the portable hatch covers is a dangerous
practice which can result in damage to the security of the hatches
3.2.6 Owners, Masters and Skippers are also reminded that proceeding to
sea with improperly fitting hatch covers, defective cleats, wedges, battens or
tarpaulins constitutes non-compliance with the "Conditions of Assignment"
and as such is an offence under Regulation 35(1) of the Merchant Shipping
(Load Lines) Regulations 1998
.
3.3 Hatchways Closed by Weathertight Covers of Steel or Equivalent
Material Fitted with Gaskets and Clamping Devices (Paragraph 6 of
Schedule 2)
3.3.2 Where hatchways are fitted with coamings of reduced height (i.e. less
than 600mm in position 1 or 450mm in position 2) on type B ships assigned a
reduced freeboard as above, or any ship in a position forward of the quarter
length (L/4) from forward, then the required section modulus and moment of
inertia of the covers shall be increased by a factor of up to 15% more than
the 8 table in paragraph 5 of Schedule 2, dependent on the magnitude of the
reduction in coaming height.
3.3.3 If it is the intention to carry deck cargo on top of the hatchways special
consideration should be given to the strength of the hatchway coamings.
Additional strengthening should also be provided when covers are loaded
with cargo of a density greater than that represented by the loads assumed in
the Table in paragraph 5.
where α= Z1 / Z0, γ = W1 / W0
The value of factor K obtained by the formula is to be not less than unity. Z1,
Z0, W1,W0 are indicated on the sketch below:
I0 and I1 are the inertias of the beam at the midspan and the end respectively.
W0 and W1, are the depths of the beam at the mid-span and the end
respectively.
The moment of inertia is likewise to be increased by the factor C expressed
by:
1-β
C = 1 + 8α3
0.2 + 3√β
Z1, I1
Where α = Β=
Z0 I0
The value of factor C obtained by the formulae is to be not less than unity. I1
and I1 are indicated on the sketch above.
The use of the above formulae is limited to the determination of the strength
of hatch beams and covers in which abrupt changes in the section of the face
material do not occur along the length of the beam or cover.
3.5.2 Where machinery casings are not protected by other structures in Type
A ships and Type B ships assigned a reduced freeboard, special
arrangements are given in paragraph 17(2)(b) of Schedule 2 (see also
paragraph 5(3)(a) of Schedule 4 of MSN 1752(M)). In these cases the
second steel weathertight door
3.6.1 The protection of such openings giving access for personnel below
decks should be treated as follows:
3.6.2.2 Where access is not provided from above, the heights of the
sills to doorways in a poop, bridge or deckhouse on the freeboard
deck should be 600mm.
3.7.2 In ships over 100 metres in length the provision of wood plugs and
canvas covers is not acceptable as an efficient closing appliance except in
the case of an existing installation whose details are recorded in the FRE 7.
3.7.3 In ships of 100 meters or less in length, where ventilators are required
by paragraph 9(4) to be provided with efficient weathertight covers the
various types of ventilator should be treated as follows:
3.7.3.3 French head ventilators and similar types should be fitted with
arrangements to enable all openings, including drain holes, to be closed
by a strong steel gasketed cover, permanently attached to the coaming
by a substantial steel chain.
3.8.1 In ships of 100 metres or less in length air pipes should be provided
with hinged gasketed flaps or closing devices of an automatic type. A bonnet
type head would be acceptable, where the head could be lowered from the
open to the closed position through a shaped slot fitted in the coaming
attachment, in which case no gasket need be fitted. Provision should also be
made for relieving any pressure/vacuum when tanks are being pumped
up/out.
3.8.2 In ships of over 100 metres in length the provision of wood plugs with
keep chains and canvas covers may be accepted in existing installations
where the details are recorded on the FRE 7. Otherwise the requirements of
paragraph 3.8.1 should be met.
3.8.3 The means of closing air pipes must be available for immediate use. On
ships assigned timber freeboards or designed to carry a full deck cargo
where access to the air pipes on the freeboard and/or superstructure decks is
difficult,
3.8.4 It is important to ensure that all ventilators utilising ball float valves are
of a construction that is readily dismantled for inspection of the float and the
valve seat.
3.9.1 In a ship in which the lower deck has been designated as the freeboard
deck, the means of closing openings in the shell plating below the weather
deck but above the freeboard deck should be so designed as to ensure
integrity against the sea commensurate with the surrounding shell plating,
having regard to the position of the opening in relation to the waterline. In
such a ship the following principles apply:
3.9.2 Stern, bow and side doors of large dimensions, when manual devices
would not be readily accessible, are to be normally secured by means of
power systems. Alternative means of securing are also to be provided for
emergency use in case of failure of the power systems.
3.9.3 Cargo ports or similar openings below the uppermost Load Line
(paragraph 11(3))
If essential for the working of the ship, cargo ports or similar openings may
be accepted submerged provided the safety of the ship is unimpaired. The
fitting of a second inner door of equivalent strength and watertightness is one
acceptable arrangement. In that case a leakage detection device should be
provided in the compartment between the two doors. Further, drainage of this
compartment to the bilges controlled by an easily accessible screw down
valve, should be arranged. The outer door should preferably open outwards.
3.10.3 Where discharges are led overboard through the shell in way of a
manned machinery space a locally operated screw down valve or sluice
valve fitted at the shell with a non return valve fitted inboard may be accepted
as an equivalent arrangement.
3.10.4 Discharges led overboard from spaces situated below the freeboard
deck which are kept closed at sea may be fitted with a screw down valve
controlled from above the freeboard deck provided locking arrangements are
fitted to prevent inadvertent opening at sea.
3.10.5 Sub-paragraph (3). Where two automatic non-return valves are fitted
the inboard valve must be accessible for examination at all times under
service conditions i.e. the inboard valve should be fitted above the level of
the uppermost seasonal load line, usually the tropical load line or the tropical
timber load line whichever is appropriate. Should this prove impracticable a
locally controlled sluice valve positioned between the two automatic non-
return valves may be accepted in which case the inboard valve need not be
fitted above the uppermost seasonal load line.
3.10.7 The alarm sensors of such a monitoring system should be fitted in the
bilge drain wells or below floor level in single bottom ships and located so
that the accumulation of liquids may be detected at normal angles of trim and
heel.
3.10.8 The control of any valve serving a sea inlet, discharge or bilge
injection system should be so sited as to allow adequate time for closure in
case of influx of water into the spaces, having regard to the time which could
be taken to reach and operate such controls. In respect of larger valves, the
level to which the space could become flooded with the ship in the fully
loaded condition should be borne in mind, and this may require that in some
cases remote control or control above the freeboard deck would be required.
3.10.9.1 In certain types of small craft (e.g. barges and small fishing
boats) water closet units of the manually operated pump action type
(which usually draw water for flushing purposes directly from the sea)
are permitted to be fitted and in such cases Surveyors should ensure
that:
(c) the supply and discharge pipes are constructed from galvanised
heavy gauge steel piping, except in the case of wood ships when solid
drawn copper piping may alternatively be used;
(d) where the water closet unit is fitted below the waterline the
overboard discharge pipe is looped up to a position at least O.O2L
above the uppermost load waterline before being led overboard, and a
6mm (1/4 in) bore anti-siphonage pipe is led from the top of the loop to
atmosphere;
(f) all valves are readily accessible and clearly labelled to indicate their
purpose and whether they are open or closed; and
(g) the activating pump within the water closet unit is opened out and
fully examined at each periodical inspection. It is essential for the inlet
valve within the pump to be seating properly. (Cases have been
recorded revealing the presence of marine growth which has
prevented positive closure of this valve).
3.10.9.2 The arrangement for closing the sea inlet pipes will depend upon the
operational limits of the ship and the actual location of the water closet as
follows:
For such ships when this type of water closet is fitted it may be arranged
so that water for flushing purposes can be drawn directly from the sea
provided the sea inlet pipe is closed by means of a stopcock fitted at the
shell.
3.10.10 The position of the inboard end of discharges shouId be related to the
timber summer load line when a timber freeboard is assigned, not to the
summer load line.
3.11.1.1 Surveyors should note that although this paragraph does not
refer to deckhouses it is the intention that if such structures protect
openings in the freeboard deck in Position 1 any side scuttles fitted
therein should be of the type required for an enclosed superstructure.
This requirement shall also apply in the case of first tier deckhouses on
the freeboard deck which are considered buoyant in the stability
calculations.
3.11.1.5 Superstructures fitted with windows are not eligible for a reduction in
freeboard and neither they nor deckhouses fitted with windows are to be
considered as affording buoyancy for stability purposes (see also paragraph
5.8.1.1).
3.11.1.7 A number of cases have been reported where seamen have been
injured by flying glass from windows shattered in heavy seas. In the interests of
safety MCA recommends that toughened safety glass should be fitted in the
windows of all new ships and of existing ships when renewal of glass becomes
necessary. It is strongly recommended that the glass complies British
Standards Specification No.MA 25:73, Ship's Windows (as amended), or its
ISO equivalent.
2 2 2 2
t + t + t = t
L1 L2 Ln S
n = number of laminates
tL = thickness of laminates
t S = thickness of toughened safety glass
t s = 98 = 10mm
(minimum preferred standard thickness)
3.11.1.13 Sidescuttles and windows in the side shell in the second tier,
protecting direct access below or considered buoyant in the stability
calculations, should be provided with efficient hinged inside deadlights capable
of being effectively closed and secured weathertight.
3.12.1 The freeing area required for any well should in normal circumstances
be directly related (on an area of well basis) to the freeing port area required for
a maximum sized well i.e. 0.7L x B where L and B are the length and breadth of
the ship respectively.
3.12.2 In flush decks ships fitted with a deckhouse amidships of width not less
than 80% and having side passages not exceeding 1.5 metres the freeing port
area should be based upon the separate lengths of the wells.
3.12.3 Similarly where a deckhouse on the freeboard deck is fitted with screen
bulkheads extending to the sides of the ship so that the exposed deck is
effectively divided into wells the freeing port area should be based on the
separate lengths of the wells.
3.12.6 Where shutters are fitted to freeing ports the Surveyor should ensure
that these shutters can operate freely and comply with the requirements of sub-
paragraph (6).
3.12.7 Where trunks are fitted which do not comply with the requirements of
paragraph 10(2)(b)(vi) of Schedule 4 or where the hatch side coamings are
fitted continuously between detached superstructures, the freeing port areas
should be specially considered, having regard to the deck area required to be
cleared of water.
3.12.8 For type "A" ships and type "B" ships with trunks a freeing port area, in
the lower part of the bulwarks, of 33% of the total area of the bulwarks provides
the "other equally effective freeing arrangements" mentioned in Schedule 2 .
paragraph 20(1) and may be considered equivalent to the 50% open rails in
way of trunks required by Schedule 4 paragraph 10(2)(b)(vi).
3.12.9 For type "B" ships with freeboards reduced by not more than 60% of the
difference between B and A tables there shall be freeing port area in the lower
part of the bulwarks equal to at least 25% of the total area of the bulwarks.
3.12.10 In the case of Offshore Supply Vessels featuring a small freeboard and
a long expanse of deck aft of the forecastle without the protection of sheer or
(a) closed by bulkheads across the end and plating over the
top;
3.12.11.1 Determine the required area of freeing ports for the open
length of the superstructure in the same way as for a well in
accordance with Paragraphs 14(2), 14(3) (a) and (b), and 14(4)(a), (b)
and (c), using for (I) the sum of the lengths of the open well and the
open length of the superstructure in metres.
3.12.11.2 Correct this area for the breadth of the openings in the end
bulkhead of the open superstructure by multiplying by the factor (bo/ It)
(It) is the sum of the lengths of the open well and the open
length of the superstructure in metres.
3.12.11.3 Further correct the area for that part of the entire length of
well which is enclosed by the open part of the superstructure by
multiplying by the factor
[1.O-(l w / l t)2]
where hw is the distance of the well deck above the freeboard deck
3.12.11.5 The freeing port area for the open well is determined
according to Paragraph 14(3) but using the correction in subparagraph
3.12.11.4 above instead of 0.5 as stated in Paragraph 14(2)(b).
3.13.1 The strength of exposed deckhouses on the freeboard deck used for the
accommodation of the crew should be equivalent to superstructure end
bulkheads.
3.13.2 Guard rails, wires and/or bulwarks must be provided at the perimeters
on all exposed parts of the freeboard and superstructure decks, and Surveyors
should ensure that the perimeters of all other decks to which the crew or
passengers have access are properly safeguarded. Chains are not permitted
as an alternative to wires except where they are fitted in short lengths for
access purposes. Surveyors should refer any doubtful cases to Headquarters.
3.14.1 Where gutter bars are installed on the weather decks of tankers in way
of cargo manifolds and are extended as far as the after house front for the
purpose of containing oil spills on deck during loading and discharge
3.14.2 Where the gutter bars installed are greater than 300 mm in height, they
should be treated as bulwarks with freeing ports arranged in accordance with
Paragraph 14 and effective enclosures provided for use during loading and
discharge operations. Attached closures should be arranged in such a way that
jamming cannot occur while at sea, ensuring that freeing ports will remain fully
effective.
3.14.3 On ships without deck camber or where the height of the installed gutter
bars exceeds the camber, and for tankers having cargo tanks exceeding 60%
of the ship's maximum beam at amidships regardless of gutter bar height,
gutter bars should not be accepted without an assessment of the initial stability
(GMo) for compliance with the relevant intact stability requirement taking into
account the free surface effects caused by liquids contained by the gutter bars.
Table 1
Not more a a a
than b b b
1 .2 Access to ends 3000mm c(1) c(1) c(1)
e c(2) c(2)
1.2.1 Between poop and bow (if f(1) e e
there is no bridge) f(1) f(1)
f(2) f(2)
1.2.2 Between bridge and bow,
or Over a a a
3000mm b b b
1.2.3 Between a deckhouse c(1) c(1) c(1)
containing living accommodation d(1) c(2) c(2)
or navigation equipment, or both e d(1) c(4)
and bow, or f(1) d(2) d(1)
e d(2)
1.2.4 In the case of a flush deck f(1) d(3)
ship, between crew f(2) e
accommodation and the forward f(1)
and after ends of the ship f(2)
f(4)
Oil tankers, chemical tankers and gas carriers as defined in the Merchant
Shipping (Cargo Ship Construction) Regulations 1997, 5.1.1997/1509
Location of access in ships Assigned Acceptable arrangements according to type and freeboard
summer assigned
freeboard Type A
2.1 Access to bow not more a
than e
2..1.1 Between poop or bow, or (Af+Hs)* f(1)
f(5)
2.1.2 Between a deckhouse
containing.living.accommodation
or navigational equipment, or
greater a
2.1.3 In the case of a flush deck than e
ship, between the crew (Af+Hs)* f(1)
accommodation and the forward f(5)
ends of the ship
2.2 Access to after end as required in paragraph 1.2.4 of Table 1 for other types of
ships
In the case of a flush deck ship,
between crew accommodation
and the after end of the ship
3.15.2 For oil tankers, chemical tankers or gas carriers as defined in the
Merchant Shipping (Cargo Ship Construction) Regulations 1997 constructed
before 1 July 1998, existing arrangements which complied with (b) or (c) may
be accepted in lieu of (e) or (f) in the above tables provided such existing
arrangements are fitted with shelters and means of access to and from the
deck as required for the arrangements (e) or (f) as defined below.
3.15.3 For tankers less than 100 metres in length, the minimum width of
gangway platform or deck level walkway fitted in accordance with arrangement
(e) or (f), respectively, may be reduced to 600 mm.
(c) A permanent walkway at least 600 mm in width fitted at freeboard deck level
consisting of two rows of guard rails with stanchions spaced not more than 3
metres. The number of courses of rails and their spacing should be as required
by paragraph 15(4) of Schedule 2 of Merchant Shipping Notice MSN 1752 (M).
On Type B ships, hatchway coamings not less than 600 mm in height may be
regarded as forming one side of the walkway, provided that between the
hatchways two rows of guard rails are fitted.
(e) A permanent and efficiently constructed gangway fitted at or above the level
of the superstructure deck on or as near as practicable to the centreline of the
ship:
(i) located so as not to hinder easy access across the working areas of
the deck;
(iv) fitted with guard rails extending on each side throughout its length;
guard rails should be at least 1 metre high with course of rails or wires
as required by paragraph 15(4) of Schedule 2 of Merchant Shipping
Notice MSN 1752 (M) and supported by stanchions spaced not more
than 1.5 metres;
(vi) having openings, with ladders, where appropriate, to and from the
deck. Openings should not be more than 40 metres apart;
3.15.5 Alternative transverse locations for (c), (d) and (f) above, where
appropriate:
3.15.5.3 Fitted on one side of the ship, provision being made for fitting
on either side.
3.15.5.5 Fitted on each side of the hatchways as near to the centre line
as practicable.
Notes:
In all cases where wire ropes are fitted, adequate devices should be
provided to ensure their tautness.
Where timber load lines are to be assigned the positions of side scuttles,
scuppers, discharges, cargo ports and similar openings should be related to the
appropriate timber load line for purposes of determining the standards and the
closing arrangements of such features
In the expressions for the correction to the depth to allow for the presence of
deck sheathing, the expression:
T (L − S )
L
TC
L
4.5.1 When the height of the superstructure, clear of the slope, is equal to or
4 smaller than the standard height, its length (S) shall be obtained as shown
on Fig.4.
4.5.2 When the height is greater than the standard, its length (S) shall be
obtained as shown on Fig.5.
4.6.1 In a ship with a superstructure which extends over the whole length of
the freeboard deck, the part of the superstructure from the after
perpendicular up to a maximum of 0.6L may be treated as a raised quarter-
deck. In this respect if no watertight front bulkhead is fitted, the bow may be
considered to act as such.
4.6.2 The length limit imposed by paragraph 9(3)(b) for a raised quarter-deck
of less than standard height applies to the length calculated as indicated in
Schedule 4 paragraph 9(3)(c). It is recommended that the maximum effective
length of O.6L of a raised quarter-deck which is stipulated by paragraph
9(3)(c) is to be measured from the aft perpendicular even where a poop is
fitted in conjunction with the raised quarter-deck.
4.7.2 The trunk deck stringer referred to in paragraph 10(2)(b) may be fitted
outboard of the trunk side bulkhead in association with the following:
4.8 Less than standard Height Hatch Coamings on Trunks of less than
Standard Heights (Paragraph 10(2)(d))
In the case where the trunk height is less than standard and the trunk hatch
coamings are also of less than standard height, or omitted entirely, doubt
may arise whether the trunk hatchways are located in position 1 or position 2
and consequently, about the reduction to be made in the actual trunk height.
It is considered that in these cases the reduction from the actual height of
trunk on account of insufficient hatch coaming height shall be taken as the
difference between 600mm and the actual height of the coaming, or 600mm
if no hatch coamings are fitted. Reduction in the actual height of trunk shall
not be required 18 in cases where only small hatches with less than standard
height are fitted in the trunk deck for which dispensation from the requirement
of standard coaming height may be given.
Paragraph 12(7) and 14(4) do not refer to a raised quarter deck and it is
recommended that credit under this paragraph be given for this type of
superstructure only when the height of the raised quarter-deck is greater than
the standard height of "other superstructures" as defined in paragraph 9(1),
and only for the amount by which the actual height of the raised quarter deck
exceeds that standard height.
For this purpose "y" shall be taken as the difference between the actual and
minimum height of the superstructure at the end o f the sheer.
When a poop or a forecastle has a sloping end bulkhead, and sheer credit is
allowed on account of excess height, the formula given in paragraph 14(4)
should be used, the values for (y) and L' being as shown in figure 6.
Figure 6
4.14 Timber Freeboards for Ships having Reduced Type "B" Freeboards
(Paragraphs 18(1) and (2))
4.14.1 Timber freeboards may be assigned to ships with reduced Type "B"
freeboards, provided the timber freeboards are calculated on the basis of the
ordinary type "B" freeboard.
4.15.2 Because Type "A" freeboard can be assigned only to liquid cargo
barges, deck cargo should be carried only on barges to which Type "B"
freeboard is assigned.
4.16.1.1 Tabular freeboards for Type "A" ships with lengths of between 365m
and 400m shall be determined by the following formula:
4.16.1.2 Tabular freeboards for Type "A" ships with lengths of 400m
and above shall be the constant value, 3460mm.
4.16.2.1 Tabular freeboards for Type "B" ships with lengths between
365m and 400m shall be determined by the following formula:
4.16.2.2 Tabular freeboards for Type "B" ships with lengths of 400m
and above shall be the constant value, 5605mm.
101 1151 1208 1293 1341 6.733 210.4 951 1.512 2.060
102 1166 1226 1315 1365 6.800 212.5 956 1.524 2.070
103 1181 1243 1337 1387 6.867 214.6 962 1.536 2.080
104 1196 1261 1359 1409 6.933 216.7 968 1.548 2.090
105 1212 1279 1380 1430 7.000 218.8 974 1.560 2.100
106 1228 1297 1401 1451 7.067 220.8 979 1.572 2.110
107 1244 1315 1421 1471 7.133 222.9 985 1.584 2.120
108 1260 1332 1440 1490 7.200 225.0 991 1.596 2.130
109 1276 1349 1459 1511 7.267 227.1 996 1.608 2.140
110 1293 1367 1479 1534 7.333 229.2 1002 1.620 2.150
111 1309 1385 1550 1557 7.400 231.3 1008 1.632 2.160
112 1326 1404 1521 1580 7.467 233.3 1013 1.644 2.170
113 1342 1422 1543 1605 7.533 235.4 1019 1.656 2.180
114 1359 1441 1565 1629 7.600 237.5 1025 1.668 2.190
115 1376 1460 1587 1655 7.667 239.6 1030 1.680 2.200
116 1392 1479 1609 1679 7.733 241.7 1036 1.692 2.210
117 1409 1497 1630 1703 7.800 243.8 1042 1.704 2.220
118 1426 1516 1651 1727 7.867 45.8 1047 1.716 2.230
119 1442 1534 1671 1751 7.933 247.9 1053 1.728 2.240
120 1459 1551 1690 1774 8.000 250.0 1059 1.740 2.250
121 1476 1569 1709 1796 8.067 250.0 1064 1.752 2.260
122 1494 1588 1729 1820 8.133 250.0 1070 1.764 2.270
123 1511 1607 1750 1845 8.200 250.0 1070 1.776 2.280
124 1528 1625 1771 1870 8.267 250.0 1070 1.788 2.290
125 1546 1645 1793 1896 8.333 250.0 1070 1.800 2.300
126 1563 1664 1815 1923 8.400 250.0 1070 1.800 2.300
127 1580 1683 1837 1949 8.467 250.0 1070 1.800 2.300
128 1598 1702 1859 1975 8.533 250.0 1070 1.800 2.300
129 1615 1721 1880 2001 8.600 250.0 1070 1.800 2.300
130 1632 1740 1901 2027 8.667 250.0 1070 1.800 2.300
131 1650 1758 1921 2052 8.733 250.0 1070 1.800 2.300
132 1667 1776 1940 2076 8.800 250.0 1070 1.800 2.300
133 1684 1794 1959 2101 8.867 250.0 1070 1.800 2.300
134 1702 1813 1979 2126 8.933 250.0 1070 1.800 2.300
135 1719 1831 2000 2153 9.000 250.0 1070 1.800 2.300
136 1736 1850 2021 2180 9.067 250.0 1070 1.800 2.300
137 1753 1869 2043 2207 9.133 250.0 1070 1.800 2.300
138 1770 1888 2065 2235 9.200 250.0 1070 1.800 2.300
139 1787 1907 2087 2262 9.267 250.0 1070 1.800 2.300
140 1803 1925 2109 2290 9.333 250.0 1070 1.800 2.300
141 1820 1944 2130 2316 9.400 250.0 1070 1.800 2.300
142 1837 1963 2151 2342 9.467 250.0 1070 1.800 2.300
143 1853 1980 2171 2367 9.533 250.0 1070 1.800 2.300
144 1870 1998 2190 2391 9.600 250.0 1070 1.800 2.300
145 1886 2015 2209 2415 9.667 250.0 1070 1.800 2.300
146 1903 2033 2229 2439 9.733 250.0 1070 1.800 2.300
147 1919 2015 2250 2465 9.800 250.0 1070 1.800 2.300
148 1935 2069 2271 2490 9.867 250.0 1070 1.800 2.300
149 1952 2088 2293 2517 9.933 250.0 1070 1.800 2.300
150 1968 2107 2315 2543 10.000 250.0 1070 1.800 2.300
151 1984 2124 2334 2566 10.067 250.0 1070 1.800 2.300
152 2000 2142 2354 2590 10.133 250.0 1070 1.800 2.300
153 2016 2160 2375 2615 10.200 250.0 1070 1.800 2.300
154 2032 2178 2396 2640 10.267 250.0 1070 1.800 2.300
155 2048 2196 2418 2665 10.333 250.0 1070 1.800 2.300
156 2064 2214 2440 2691 10.400 250.0 1070 1.800 2.300
157 2080 2232 2460 2714 10.467 250.0 1070 1.800 2.300
158 2096 2250 2480 2738 10.533 250.0 1070 1.800 2.300
159 2111 2267 2500 2761 10.600 250.0 1070 1.800 2.300
160 2126 2284 2520 2784 10.667 250.0 1070 1.800 2.300
161 2141 2301 2540 2807 10.733 250.0 1070 1.800 2.300
162 2155 2317 2560 2830 10.800 250.0 1070 1.800 2.300
163 2169 2333 2580 2853 10.867 250.0 1070 1.800 2.300
164 2184 2350 2600 2875 10.933 250.0 1070 1.800 2.300
165 2198 2367 2620 2898 11.000 250.0 1070 1.800 2.300
166 2212 2383 2640 2920 11.067 250.0 1070 1.800 2.300
167 2226 2400 2660 2943 11.133 250.0 1070 1.800 2.300
168 2240 2416 2680 2965 11.200 250.0 1070 1.800 2.300
169 2254 2432 2698 2985 11.267 250.0 1070 1.800 2.300
170 2268 2447 2716 3006 11.333 250.0 1070 1.800 2.300
171 2281 2463 2735 3027 11.400 250.0 1070 1.800 2.300
172 2294 2478 2754 3048 11.467 250.0 1070 1.800 2.300
173 2307 2494 2774 3071 11.533 250.0 1070 1.800 2.300
174 2320 2510 2795 3094 11.600 250.0 1070 1.800 2.300
175 2332 2525 2815 3116 11.667 250.0 1070 1.800 2.300
176 2345 2541 2835 3139 11.733 250.0 1070 1.800 2.300
177 2357 2556 2855 3161 11.800 250.0 1070 1.800 2.300
178 2369 2571 2875 3183 11.867 250.0 1070 1.800 2.300
179 2381 2587 2895 3206 11.933 250.0 1070 1.800 2.300
180 2393 2602 2915 3228 12.000 250.0 1070 1.800 2.300
181 2405 2616 2933 3248 12.067 250.0 1070 1.800 2.300
182 2416 2630 2952 3270 12.133 250.0 1070 1.800 2.300
183 2428 2645 2970 3290 12.200 250.0 1070 1.800 2.300
184 2440 2659 2988 3310 12.267 250.0 1070 1.800 2.300
185 2451 2673 3007 3332 12.333 250.0 1070 1.800 2.300
186 2463 2688 3025 3352 12.400 250.0 1070 1.800 2.300
187 2474 2702 3044 3373 12.467 250.0 1070 1.800 2.300
188 2486 2716 3062 3394 12.533 250.0 1070 1.800 2.300
189 2497 2730 3080 3414 12.600 250.0 1070 1.800 2.300
190 2508 2744 3098 3434 12.667 250.0 1070 1.800 2.300
1.800 2.300
191 2519 2758 3116 3455 12.733 250.0 1070 1.800 2.300
192 2530 2772 3134 3475 12.800 250.0 1070 1.800 2.300
193 2541 2785 3151 3494 12.867 250.0 1070 1.800 2.300
194 2552 2798 3167 3513 12.933 250.0 1070 1.800 2.300
195 2562 2811 3185 3533 13.000 250.0 1070 1.800 2.300
196 2572 2824 3202 3552 13.067 250.0 1070 1.800 2.300
197 2582 2837 3219 2572 13.133 250.0 1070 1.800 2.300
198 2592 2849 3235 3590 13.200 250.0 1070 1.800 2.300
199 2602 2861 3249 3606 13.267 250.0 1070 1.800 2.300
200 2612 2873 3264 3622 13.333 250.0 1070 1.800 2.300
The deduction in freeboard for superstructures and trunks on ships less than 24 metres in length (L) should be
obtained by linear interpolation, ie between 0 and 350mm for lengths (L) of 0 to 24 metres.
5.1.1 All such ships should have sufficient stability for the freeboard assigned.
The stability requirements to be complied with are as follows:
Regulation 32, Schedule 2 Part I paragraphs 2(2) and (3) and Schedule 6 in
full. Schedule 2 paragraph 1 or Schedule 4 paragraph 5(3), (5) and (6) as
appropriate (see Regulation 29).
5.1.2 Where the ship has to satisfy the flooding requirements of Schedule 2
Part 1 or Schedule 4 paragraph 5(3), (5) and (6), details of such calculations
will be required (see paragraph 5.7).
5.1.3 Special consideration may be given with regard to the stabiIity information
to be provided for ships engaged on voyages of limited extent and where
particular conditions of service apply, subject to the approval of Headquarters.
5.1.5 Consideration may be given by the MCA to the need for providing
complete stability information in the case of a ship whose anticipated life is
short, i.e. less than the normal term of the current load line certificate, provided
the owner states the case in writing to Headquarters. Such cases will be dealt
with on their merits.
5.2 Requirements for Ships Issued With load line Exemption Certificates
Ships which are granted exemption under Regulation 5 should comply with the
stability requirements stated in paragraph 5.1 above.
5.3.1.1 Barges and dredgers used for river and harbour maintenance
These craft will be considered for the assignment of a freeboard which may
be reduced to 5/8 (Table B) or 150mm whichever is the greater provided:
(a) they are of the 'hopper' type, i.e. fitted with bottom doors in their
shell or have other similar means by which the soil can be speedily
dumped;
(b) they only proceed to sea for the purpose of dumping soil at
recognised dumping grounds;
The terms under which these ships will be considered are given in
paragraph 8.3.3.
Surveyors should ensure that such ships are prepared to their satisfaction for
the voyage. Suitable instructions are to be issued to the master if considered
necessary. Provided the ship is of conventional form and the geometric
proportions 'freeboard to draught' and 'beam to draught' ratios are not less than
0.3 and 3.5 respectively the stability characteristics may be considered
acceptable
5.6.1 All new ships which are assigned freeboards under the Regulations must
at least comply with the minimum criteria stated in Schedule 2 Part 1 paragraph
2 (2) for all sea going conditions see Figure 7.
5.6.2 There is also a minimum bow height requirement for each ship. This
should always be maintained unless the MCA agrees otherwise. (See Schedule
4 paragraph 16).
5.6.5 For non passenger ships, the IMO Code on Intact Stability (Resolution
A.749(18) as amended) (formerly A.167 (ES.IV)) paragraphs 3.1.1 to 3.1.2.4
contain intact stability criteria which may be treated as equivalent to the above
provided that for ships having large windage areas, wind heeling criteria are
also applied.
5.7.1 General
5.7.1.1 All ships which are assigned less than Table B tabular freeboard
(as defined in Schedule 4 paragraph 6) should, if over 100 metres In
length (or 150 metres where Table A applies), be capable of
withstanding the flooding of one or more of their main watertight
compartments when loaded to the summer load waterline -see
Regulation 29 and Schedule 2 paragraph 1, and Schedule 4 paragraphs
5(3), (5), (6) and (7) or (8) depending on the date of build.
5.7.1.2 It should be noted that any ship which complies with this
subdivision standard is not required to comply with the subdivision
requirements of the Merchant Shipping (Cargo Ship Construction)
Regulations 1997 (SI 1997/1509), Part III. See Regulation 14 (h) of the
latter.
5.7.2 Type A ships built before 8 June 2000
5.7.2.1 Ships over 150 metres but not exceeding 225 metres in length.
Such ships must be capable of withstanding the flooding of anyone
compartment, other than the machinery space, designed to be empty* in
the summer load condition. The permeability of the empty* compartment
is to be taken as 95%.
5.7.3.1 Tabular freeboard less than B but not less than B-60
(a) Ships over 100 metres but not exceeding 225 metres in length
5.7.3.2 Tabular Freeboard less than B-60 but not less than B-100
(a) Ships over 100 metres but not exceeding 225 metres in length
5.7.3A.1 Tabular freeboard less than B but not less than B-60
(a) Ships over 100 metres but not exceeding 150 metres in
length
5.7.3A.2 Tabular freeboard less than B-60 but not less than B-100
(a) Ships of over 100 metres but not exceeding 150 metres in
length
5.7.4.2 The ship should be assumed to have no trim when in the intact
condition prior to flooding.
5.7.4.3 Although the vertical extent of damage is in all cases only to be taken to
the freeboard deck at side, the buoyancy of any superstructure or deckhouse in
way of the damage shall be disregarded.
5.7.4.4 If in any transverse bulkhead there are steps or recesses of not more
than 3.05 metres in length located within the extent of transverse penetration of
damage as defined in Schedule 4 paragraph (7)(b) such transverse bulkheads
may be considered intact and the adjacent compartments may be floodable
singly. If, however, within the extent of penetration of damage there is a step or
recess of more than 3.05 metres in length in a transverse bulkhead the two
compartments adjacent to this bulkhead should be considered flooded.
5.7.4.6 Only main transverse watertight bulkheads which are spaced at least
3.05 metres + 0.03L. or 10.65 metres apart whichever is the lesser will be
considered effective as watertight boundaries. Where transverse bulkheads are
spaced at a lesser distance one or more of these bulkheads should be
assumed as non-existent in order to establish the minimum space between
bulkheads.
5.7.4.7 In considering the position of equilibrium after flooding for both Type A
and Type B ships, in addition to the conditions laid down in Schedule 2
paragraph 1 for Type A ships and Schedule 4 paragraph 5(6) for Type B ships,
it should be noted that the 'final waterline' is that reached taking into account
sinkage, heel and trim. It is assumed that progressive flooding does not take
place through openings which have watertight means of closing, e.g. openings
closed by:
5.7.4.8 If pipes, ducts or tunnels are situated within the assumed extent of
penetration of damage as defined in Schedule 4 paragraph 5(7)(b)
arrangements should be made so that flooding cannot thereby extend beyond
the limits assumed for the calculations of the damaged conditions.
5.7.4.9 (a) In calculating the height of the centre of gravity in accordance with
Schedule 4 paragraph 5 (7)(d) account should be taken of corrections
for free surfaces of liquids. In calculating the free surface correction it
should be assumed that, for each type of liquid, at least one single
centre line tank or each of a transverse pair of tanks has a free surface.
Any tank taken into account should be that where the effect of free
surface is greatest. Remaining tanks should be assumed either
completely empty or completely full, and the distribution of consumable
liquids between these tanks should be arranged so as to obtain the
greatest possible height above the keel for the centre of gravity.
After flooding the ship must be capable of remaining afloat in the following
condition of equilibrium:
5.7.5.1 The final waterline after flooding should be below the top of any
ventilator coaming, the lower edge of any air pipe opening, the upper
edge of the sill of any access opening fitted with a weathertight door and
the lower edge of any other opening through which progressive flooding
could take place.
5.7.5.4 The residual stability should not be less than that indicated by the
statical stability curve shown in Figure 10.
5.7.5A Requirements in the flooded condition for ships built on or after 8 June
2000
(5) and (6), the MCA will require the following information to be included in the
Stability Information Booklet:
(b) the final angle of heel, if any, or if the ship remains upright
after flooding the value of the metacentric height (GM) (see
Figure 13); and
(c) The proximity of the final trim line to the nearest opening
through which progressive flooding could take place (see Figure
13);
Surveyors should impress upon ship owners the value of providing additional
information for the guidance of ship's officers, fire brigade officers, and other
personnel who may be engaged in fighting a fire on board ship. It is
recommended that such information should indicate the effect on the ship's
stability of the large volumes of water that might be pumped into the ship during
fire fighting operations.
The procedure for the examination and approval of stability data to ensure that
it meets the requirements detailed in paragraph 5.1.1 should be as follows:
(a) The free surface effects of liquids have always been taken into
account. All service tanks. i.e. those containing fuel or lubricating
oil and feed or fresh water, which are required for immediate use
should be assumed to be slack and a free surface correction
made. When tanks are stated to be approximately 98% full they
should be assumed to be slack and a free surface correction
applied. Where the shipbuilders or their consultants indicate to the
Surveyor that the application of a full free surface correction
would be an unrealistic a lesser correction may be applied subject
to agreement by Headquarters. A correction should also be
applied for the liquid in a stabiliser tank wherever such a tank is
fitted.
5.8.1.4 When the Surveyor has completed the examination of the stability
information (and flooding calculations where appropriate, see paragraph 5.7.5,
and is satisfied that it meets the MCA requirements, arrangements should be
made for at least three copies of the information to be given formal approval
and complete form FRE 14.
5.8.1.5 (a) Once the stability information for a particular ship has been formally
approved the appropriate Assigning Authority should be informed by
letter. This letter should also indicate the assigned freeboard and the
corresponding summer load draught.
(b) Additionally, if the ship has been assigned a freeboard which entails
flooding calculations or is required to comply with Regulation 33, a
further copy of the Stability Information Booklet should be obtained and
forwarded to the Assigning Authority.
5.8.1.6 The Surveyor should arrange for one copy of the approved stability
information to be returned to the shipowner together with instructions for it to be
placed and retained on the ship for the guidance of the master. The shipowner
should be requested to acknowledge receipt of the information.
The procedure for the examination and approval of stability data should be as
indicated in paragraphs 5.8.1.1 to 5.8.1.6 inclusive. In all cases where
substantial structural alterations have taken place since the last documented
inclining test was carried out, a new inclining test should be carried out.
6.1 Introduction
6.1.5 Advice on the procedure when an inclining test may be dispensed with in
certain circumstances is contained at paragraph 6.4 below.
6.2.1.1 The Surveyor should inspect the ship shortly before the test to
satisfy himself that the ship will be in an acceptable condition. If this is
not so the Surveyor may require that the test be postponed.
(i) should have been checked on the building berth or in dry dock by the
Surveyor from the MCA or delegated Authority as appropriate;
(ii) keel sight readings indicating the baseline from which the draught
marks have been measured should be available for reference;
(i) the test should be carried out where possible in a wet dock basin to
provide stable conditions and minimise disturbance from passing craft;
(ii) where the test may be affected by a tidal stream or current it may
require to be timed with a slack water period; and
(i) hopper and suction dredgers; where underwater hopper doors, dump
or suction valves are fitted, their closed or open position should be
established;
(ii) oil rig drill ships; the relatively large windage may cause errors in
observed deflections. (At an early stage, consideration should have
been given in inclining the ship without the tower and correcting results
by calculation); and
(iii) vehicle carriers with removable or hinged decks; the centre of gravity
of the ship will require to be determined for two lightship conditions, and
such decks will require to be adequately secured to prevent movement
during the test.
6.2.2.2 Tank layout plan, showing the locations of the sounding pipes,
air pipes and access manholes.
6.2.2.4 Length of sounding pipes, from striker to deck plate. This can
provide a useful indication in event of a sounding pipe being blocked.
6.2.3.2 In conjunction with the person conducting the test, the Surveyor
should inspect the ship to ensure that all items on the list at paragraph
6.2.3.1 above are accurately assessed and check that any omissions
are taken into account.
6.2.3.8 In the inclining condition, it should be ensured that the ship has
adequate positive stability.
6.2.4 Tanks
6.2.4.1 General
(a) The number of tanks containing liquids during the test should be kept
to a minimum. As a guide the total weight of liquids should not exceed
25% of the lightweight. This may be exceeded where it is desirable to
reduce the trim of the vessel.
(c) Where it is agreed that particular tanks may contain liquid, these
must either be pressed full or the level must be such that the free
surface effect can be accurately determined. Slack tanks where
permitted should comply with the 'slack' tank instructions given in
paragraph 6.2.4.2 below. In passenger vessels the number of slack
tanks is restricted to one pair for either oil or fresh water.
(d) All tanks not permitted to contain liquids during the test should be
dry. (See also paragraph 6.2.4.4).
(a) The free surface for slack tanks should be subject to agreement of
the Surveyor. When these are not agreed and they are slack a free
surface correction should not be allowed for in determining the lightship
KG.
6.2.5 Trim
6.2.5.2 If tanks are to be pressed up, some trim by the stern will aid in
venting and elimination of air pockets. A small trim will also facilitate
6.2.5.3 Any marked change in the shape of the waterplane when the
ship is heeled during inclining such as may occur with a chine form or
where the ship has 'flat' sections aft, should be avoided e.g. by
modifying the trim so that the chine is immersed both when upright and
heeled.
6.2.6 List
6.2.6.1 As far as practicable the ship should be upright with the inclining
weights in initial position.
6.2.6.2 A small initial list is acceptable but ideally this should not exceed
one-half degree. Weights to correct list should be used where
necessary.
6.2.8 Weather
6.2.8.1 It is desirable that the weather should be fine with little or no wind
and with calm water conditions.
6.3.1 Supervision
(a) make sure that the ship is completely prepared for the test in
compliance with paragraph 6.2 above;
(b) have authority over all personnel participating in the test; and
(c) the accuracy of the test data accumulated and confirm its proper
recording in the test report.
6.3.2 General
6.3.2.4 If the inclining test is carried out at low water, checks should be
made to ensure that the ship is not aground.
6.3.3.3 The weights should be compact and of such configuration that the
vertical centre of gravity may be accurately determined. Personnel are not an
acceptable alternative to weights.
6.3.3.4 Each weight should be marked with an identification number and its
weights. The Surveyor should confirm that the test weights have been verified
by means of weighbridge or equivalent immediately prior to the test. Weight
test certificates should be inspected and the Surveyor should be satisfied that
the certificates remain applicable.
6.3.3.7 The lifting arrangements should be such that the weights can be
transferred rapidly once the test has started, to minimise delay and reduce the
likelihood of encountering changing tide, current or weather conditions.
6.3.3.8 In general the use of water transfer between wing tanks is not
acceptable. Exceptionally this method may be accepted in the case of large
ships (e.g. VLCCs) where normal means of inclining are clearly 8 inappropriate
and in which a large reserve of stability is clearly anticipated in the vessel's
derived intact, damage and grain conditions.
(a) the tanks used should have vertical boundaries well beyond the
range of water surface movement during the test;
(b) the transfer should take place between tanks directly opposite one
another to maintain the ship's trim;
(c) where gravity transfer is adopted, two tanks each port and starboard
should be used with adequate head between each pair of tanks port and
starboard to provide several movements;
(e) the pipe lines used for shifting the water should be full on
commencement. The isolating valves should be checked for
tightness and strict valve control maintained during test;
6.3.4 Pendulums
6.3.4.3 The deflections of the pendulum giving the reading for each
individual shift of inclining weight should be sufficient to provide accurate
results. A deflection for each shift of not less than 35mm would be
expected.
6.3.4.4 Care should be taken that the trough is of adequate size to give
ample margin beyond the maximum anticipated deflection and that the
pendulum weight does not touch the bottom of the trough. The trough
should be secured against accidental movement. Improved damping can
be achieved by filling with oil rather than water.
(b) a u tube water level may be used. The ends of the level
should be positioned as far outboard as possible. Arrangements
should be made for a record of all readings (from both ends of the
tube) to be obtained. Clear plastic tube should be used. and care
should be taken to exclude all air bubbles and avoid topping up
after commencement of test.
6.3.5.2 Draughts should be read port and starboard at the forward and
aft draught marks and freeboard or datum mark measurements obtained
amidships to determine hog and sag. In cases where the ship's form
makes the draught marks inaccessible or difficult to read, adjacent check
measurements of freeboard to a suitable datum should be taken.
6.3.5.5 The specific gravity of water in which the ship is floating should
be checked using a hydrometer at the same time as the draughts are
measured. Where necessary, readings at various depths should be
obtained to ensure accurate assessment of the mean specific gravity.
The hydrometer should be checked in fresh water before use.
6.3.6.1 One person at a central control station should have complete control
over all personnel involved in the test.
6.3.7.1 Following the initial zero reading, the standard test should
preferably involve at least 8 weight movements, and in no case less than
6 weight movements. Thus, where W is the total weight on each side of
the ship:
Shift Movement
Zero reading
1 W/2 tonnes P to S
2 W/2 tonnes P to S
3 W/2 tonnes S to P
4 W/2 tonnes S to P (zero check)
5 W/2 tonnes S to P
6 W/2 tonnes S to P
7 W/2 tonnes P to S
8 W/2 tonnes P to S (zero check)
6.3.7.5 Checks should be made during the test to see that all personnel
are in their agreed locations and that all mooring lines which should be
slack, are in fact slack.
(c) calculations using the test date to determine the characteristics of the
ship in the inclined and lightship condition.
6.3.8.2 The Surveyor should examine the test report for accuracy and
completeness and immediately advise the Builder/Owner concerning any
comments or disagreement with the report.
6.3.8.3 When the Surveyor has confirmed his satisfaction with the results of the
inclining test and the accuracy of the report, the report should be used as a
basis for the production of the stability information booklet (marked
'provisional') to be placed on board prior to the ship's departure on the maiden
voyage.
6.3.8.4 A copy of the inclining test report should be included in the approved
stability information booklet.
6.4.1 Sisterships
subject to:
6.4.1.2 the Surveyor being satisfied that the ships are similar in all
respects (except as referred to in sub -paragraph (e) below);
6.4.1.3 the Surveyor being satisfied with the accuracy of the inclining
test carried out on the first ship;
Subject to:
6.4.2.1 the lightship being based on that of a ship of similar design for
which reliable information is available;
6.4.2.2 the ship's proportions and arrangements being such that a large
amount of stability reserve is available above statutory minima in all
probable intact, damage and grain loading conditions;
6.4.2.4 a lightweight check being carried out on the subject ship; and
In the case of ships falling under paragraphs 6.4.1 or 6.4.2 inclusive being dealt
with by the MCA, dispensation from inclining may be agreed locally by Marine
Office subject to any case in doubt being submitted for the consideration of
Headquarters.
6.5.1 An inclining test should be carried out before the ship re-enters service,
unless:
6.5.1.1 the report of the previous inclining test carried out before transfer
is available and has been witnessed by a recognised Classification
Society, flag administration or a senior naval architect employed by a
Builder or Owner.
6.5.1.2 after examination the Surveyor considers the inclining test report
is sufficiently detailed and acceptable in other respects and the Surveyor
is satisfied that the report is applicable to the ship at the time of survey
being in mind the type and age of the vessel.
6.5.2 If an inclining test is necessary the draught marks need not be checked
(as required by 6.2.1.2(e)) if documented confirmation of their accuracy is
available.
6.6.2.Where applicable, the Surveyor should confirm with the builders that the
ship is similar in all respects to the first sister ship for which a satisfactory
inclining test or lightweight check report is available.
6.6.3.The same care should be exercised in carrying out the lightweight check,
as applies to the inclining test. The relevant parts of the Notes for guidance
apply.
6.6.4.After the lightweight check has been completed the builders should
furnish the Surveyor with a report which includes details of the conditions of the
lip, calculation of lightship displacement and longitudinal centre of gravity.
6.6.5.If the lightship particulars obtained from the lightweight check do not
agree closely with the test results for the first ship, the subject ship should be
,inclined ie;
MSIS003/PART8/REV 1.01/PAGE 6
MSIS003/PART 8/REV 1.01/PAGE 7
MSIS003/PART 8/REV 1.01/PAGE 8
MSIS003/PART 8/REV1.01/PAGE 9
MSIS003/PART 8/REV1.01/PAGE 10
Also, in Figure 22 the point of intersection of the curves VAand V, or VB and (V-
u) indicates the angle θs at which the margin line (top of hatch coaming) is
submerged for the particular loaded condition V.
Stage 3
Curves of VA x KNA, VB x KNB , U x Knc, W x Knc, v,w and KnC, are drawn in
Figure 24, the values for VA x KNA and VB x KNB being obtained from Figures
22 and 23.
The difference between these curves will represent the 'moment of volume of
load', ie:
(VA x KNA) -(VB x KNB) = U x KNC
Stage 4
(V − v )KN B + (v × KnC )
KN =
V
With this information all values and curves for any particular 'loaded' condition
can be prepared (see Figure 25).
(Note Stage 4 and Figure 23 to derive KN levers and Figure 24 for KnC levers).
l
1
*Vertical moment =
24
p tan α2
∫ o
b3
The ship will be required to comply in all other respects with the
requirements of paragraphs 8.3.1.1, .2, .4 and .5.
8.3.3 Less than statutory minimum freeboards
The MCA is prepared to consider applications for the assignment of a
freeboard reduced to 5/8 (table B), 1/2 (Table B-60) or 1/2 (Table B-l00) subject
to the minimum freeboard of 150 mm and to the following:
8.3.3.1 the strength of the ship being shown to be adequate at the
draught associated with the decreased freeboard;
8.3.3.2 the ship being of the 'hopper' type, i.e. fitted with bottom doors in
the shell or have other means of jettisoning the cargo quickly under all
seagoing conditions and in an emergency. The cargo releasing
arrangements on a ship assigned a freeboard less than 5/8 (Table B)
should be capable of jettisoning sufficient cargo within 4 minutes to
enable the requirements of sub-paragraph (e) below to be complied with.
In each case details of the arrangements are to be submitted to
Headquarters for examination and approval;
8.3.3.3 the operational limits (normally not exceeding 15 miles from land)
and favourable weather (i.e. fine, clear settled weather with a sea state
such as to cause only moderate foiling and/or pitching). Where other
weather criteria are proposed, or a ship is to operate in foreign waters,
reference should be made to Headquarters;
* This value divided by the ship's displacement will give the resultant rise in the ship's KG
8.6.1 all practical efforts should be made to reduce the height of the centre of
gravity to ensure that at an angle of 15 degrees, a vertical line through the KG
would not lie beyond the line of the deck edge (see figure 28);
8.11.1 For tugs which proceed to sea and subject to the requirements of the
Merchant Shipping (Load Line) Regulations 1998. The stability criteria to be
achieved and approved by the MCA are as laid down in Schedule 2 Part 1,
paragraph 2 of MSN 1752(M).
8.11.2 The MCA wishes to emphasise the danger of capsizing which may occur
when the tow rope reaches a large angle to the centre line of the tug and
therefore any tug cannot be slipped (a position commonly known as 'girting'). In
vessels having towing hooks forward of the propulsion devices(usually rear
amidships) girting may be difficult to recover from).
8.11.2.1 The design of the towing gear should be such to minimise the
overturning moment due to the lead of the towline and that the towing
hook should have a positive means of quick release which can be relied
upon to function correctly under all operating conditions. It is desirable
that the release mechanism should be controlled from the wheelhouse,
the after control position (if fitted) and at the hook itself. The local control
at the hook should preferably be of the direct mechanical type capable of
independent operation. It is also essential that the greatest care should
be taken in the maintenance of the towing gear at all times. In tugs
where the propulsive thrust acts other than at the stern, special
consideration should be given to the position of the tow hook or towing
winch.
8.11.2.3 Stability criteria for tugs not subject to the requirements of the
Merchant Shipping (Load Line) Regulations 1998:
In the normal working condition, the freeboard should be such that the
deck edge is not immersed at an angle of less than 10 degrees, and the
GM in the worst anticipated service condition should not be less than:-
(c) Where the towing operation falls under the jurisdiction of an approved
authority, any certificate issued should specify the intended route and
indicate any special conditions.
8.12.2.2 Preparation
(a) Tows must exhibit the navigation lights, shapes and, if manned make
the sound signals required by the International Regulations for
Preventing Collisions at Sea, 1972 as amended. Due consideration
should be given to the reliability of the lights and sound signals and their
ability to function for the duration of the voyage. It is most desirable that
a duplicate system of the lights be provided.
(b) Prior to sailing, the watertight integrity of the tow should be confirmed
by an inspection of the closing arrangements for all hatches, valves, air
pipes, and other openings through which water might enter. It should
also be confirmed that any watertight doors or other closing
arrangements within the hull are securely closed and that any portable
closing plates are in place.
(c) The securing arrangements and weather protection for the cargo,
equipment and stores carried on the tow should be carefully examined to
ensure that they are adequate for the voyage.
(d) When appropriate, the rudder should be secured in the amidships
position and measures taken to prevent the propeller shaft from turning.
(e) The tow should be suitable draught for the intended voyage.
(f) The tow should have adequate intact stability in all the loading and
ballast conditions to be used during the voyage.
(g) The tow should be equipped with an anchor, suitable for holding the
tow in severe weather conditions, that is securely attached to a cable or
wire and is arranged for release in an emergency either by persons on
the tow or who board the tow for this purpose.
(h) Life-saving appliances in the form of lifejackets and lifebuoys should
be provided whenever personnel are likely to be on board the tow even if
only for short periods. When personnel are expected to remain on board
for longer periods
10.67 2.05
12.20 2.03
13.72 2.01
(Where d = draught to bottom of flat keel plate or, in ships with bar keels,
draught to top of bar keel.)
8.20.4 When ships, particularly small ships, have (a), large cargo carrying
capacities, (b) are fitted with hatchways whose breadths are less than 60% of
the registered breadth of the ship and (c), carrying coal in the grades of nuts,
peas or beans they should be provided with adequate means for limiting the
shift of the cargo e.g. centre line shifting boards or wing boards.
l
1
*Vertical moment =
12
p tan α2
∫ o
b3
MSF 2003 formerly FRE 4 United Kingdom Load Line Exemption Certificate
FRE 6 Surveys for Freeboard (Computation of Freeboard)
FRE 7 Record of Particulars Relating to Conditions of
Assignment
Foreword
This document indicates the details which should be provided in the ship's "Stability
Information Booklet" so as to ensure compliance with the Merchant Shipping (Load
Line) Regulations 199B-see Regulations 32 and 33 and Schedule 6 of Merchant
Shipping Notice MSN 1752(M).
Included in this booklet are also details of the Flooding and Damaged Stability
requirements for certain types of ships assigned reduced freeboards;-see Regulations
29 and 30 and Schedule 2 paragraph 1 and Schedule 4 Part I paragraph 5.
4. Metric Conversions
5. Hydrostatic Particulars
7. Capacities, Centres of Gravity and Free Surface Moments of Oil and Water Tanks
(sheet l-Cargo Oil and Oil Fuel)
8. Capacities, Centres of Gravity and Free Surface Moments of Oil and Water Tanks
(sheet 2-Engine Room and Fresh + Ballast)
1 7. General Note
20. Flooding and Damaged Stability; requirements for Type 'A' and Type 'B' ships I
Official Number
Port of Registry
Block Coefficient
Gross Tonnage
Net Tonnage .
1. Compliance with the stability criteria indicated overleaf does not ensure immunity
against capsizing regardless of the circumstances or absolve the master from his
responstbilities. Masters should therefore exercise prudence and good seamanship
having regard to the season of the year, weather forecasts and the navigational zone
and should take the appropriate action as to speed and course warranted by the
prevailing circumstances.
2. Care should be taken to ensure that the cargo allocated to the ship is capable of
being stowed so that compliance with the criteria can be achieved. If necessary the
amount should be limited to the extent that ballast weight may be required.
3. Before a voyage commences care should be taken to ensure that the cargo and
sizeable pieces of equipment have been properly stowed or lashed so as to minimize
the possibility of both longitudinal and lateral shifting while at sea, under the effect of
acceleration caused by rolling and pitching.
1. As this ship is required to comply with Schedule 2, Part 1 para. 2 of MSN 1752(M)
by the Merchant Shipping (Load Line) Regulations 1998, it is most important to
ensure that in any sailing condition the stability complies at least with the following
minimum criteria:-
2. In order that the required minimum Bow Height is always maintained the
forward draught should not exceed
Metric Equivalents
Provided a tank is completely filled with liquid no movement of the liquid is possible
and the effect on the ship's stability is precisely the same as if the tank contained solid
material.
Immediately a quantity of liquid is withdrawn from the tank the situation changes
completely and the stability of the ship is adversely affected by what is known as the
"free surface effects". This adverse effect on the stability is referred to as a "loss in
G.M." or as a "virtual rise in V.C.G." and is calculated as follows:
N.B. The "free surface effects" of a proportion of all oil-fuel, fresh water, feed- water
and service
tanks should be taken into account in both the Arrival and Departure Conditions.
When a ship is designed for the carriage of containers or pallets the following I
information should be provided to enable the sailing condition to be calculated:
(ii) A 'Tabular Statement' giving the vertical and longitudinal geometric centres of
each container in its stowed position.
1. LIGHTSHIP CONDITION
This should indicate the items considered as a permanent part of the Lightship. Where
permanent ballast is included 2 conditions should be indicated i.e. With Ballast and
Without Ballast.
2. BALLAST CONDITION-Departure
For this condition all cargo spaces are to be filled with homogeneous cargo such that
the ship is loaded down to the Summer load line. This condition will not be required on
ships where it is clearly appropriate. The stowage rate should be clearly indicated.
The arrival condition should indicate that the oil-fuel, fresh water and other
consumable stores have been reduced to approximately 10% of their original
quantities.
There should be included in the Booklet at least one typical service condition with the
ship loaded to the summer load line, and where appropriate the timber summer load
line.
In addition to the conditions listed above it will be necessary to provide in the Booklet
guidance for the Master of any ship to which Regulation 33 applies (i.e. ships of more
than 150 metres in length specially designed for the carriage of liquid or ore in bulk) to
enable him to load the ship in a manner which will avoid the creation of unacceptable
stresses in the structure. The maximum permissible stresses should also be indicated.
This information is subject to the approval of the Assigning Authority issuing the Load
Line Certificate.
General
All ships which are assigned less than Table B basic freeboards should, if over 100
metres in leng th (or 150 metres where Table A applies), be capable of withstanding
the flooding of one or more of their main watertight compartments when loaded to the
summer load waterline-see Regulation 29 and Schedule 2 paragraph 1, and Schedule
4 paragraph 5(3), (5), (6) and (7) of MSN 1752(M).
Ships over 150 metres but not exceeding 225 metres in length
Such ships must be capable of withstanding the flooding of anyone compartment,
other than the machinery space, designed to be empty* in the summer load condition.
The permeability of the compartment is to be taken as 95 per cent.
Ships over 100 metres but not exceeding 225 metres in length.
Such ship must be capable of withstanding the flooding of anyone compartment
(including the machinery space) when loaded to the summer load :waterline. The
permeabilities of the machinery space and other compartments , are to be taken as 85
per cent and 95 per cent respectively.
Ships over 100 metres but not exceeding 225 metres in length - .Such ships must be
capable of withstanding the flooding of any two adjacent for and aft compartments,
neither of which is the machinery space, when loaded to the summer load waterline.
The permeability of each compartment is to be taken as 95 per cent.
(a) the final waterline after flooding should be below the top of any ventilator
coaming, the lower edge of any air pipe opening, the upper edge of the sill of
any access opening fitted with a weather-tight door and the lower edge of any
other opening through which progressive flooding could take place.
(b) The angle of heel due to unsymmetrical flooding should not normally exceed
15 degrees but if no part of the deck is immersed an angle of 1 7 degrees may
be accepted.
(c) In the case of symmetrical flooding the metacentric height (GM) calculated
using the constant displacement method should have a positive value of at
least 50 mm in the upright condition after flooding.
(d) The residual stability should be not less than that indicated by the statical
stability curve shown.
(a) a statement indicating the condition of the ship prior to flooding. This should
include the displacement and the centre of gravity of the ship in the light
condition. These values must be examined carefully to see that they relate to
the results obtained from either the inclining test or detailed weight calculation.
(b) A small scale plan showing the compartments assumed to have been
flooded (see Figure ").
(d) A statement and small scale sketches giving the condition of the ship after
flooding indicating:
(i) the draughts of the final trim line (see Figure 2).
(ii) The final angle of heel, if any, or if the ship remains upright after flooding the value
of the metacentric height (GM) (see Figure 3).
(iii) The proximity of the final trim line to the nearest opening through which
progressive flooding could take place (see Figure 3).
(f) A cautionary note on any condition of loading that could be rearranged without
affecting the freeboard where such a rearrangement, eg filling of central
compartments instead of wing compartments, would place the ship in a more onerous
condition should collision damage be sustained.