Internationaal Verdrag betreffende de uitwatering van schepen, 1966, Londen, 05-04-1966

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Internationaal Verdrag betreffende de uitwatering van schepen, 1966

Authentiek : EN

International Convention on Load Lines, 1966

The Contracting Governments,

Desiring to establish uniform principles and rules with respect to the limits to which ships on international voyages may be loaded having regard to the need for safeguarding life and property at sea;

Considering that this end may best be achieved by conclusion of a Convention;

Have agreed as follows:

Article 1. General Obligation under the Convention

• 1 The Contracting Governments undertake to give effect to the provisions of the present Convention and the Annexes hereto, which shall constitute an integral part of the present Convention. Every reference to the present Convention constitutes at the same time a reference to the Annexes.

• 2 The Contracting Governments shall undertake all measures which may be necessary to give effect to the present Convention.

Article 2. Definitions

For the purpose of the present Convention, unless expressly provided otherwise:

• 1. ‘Regulations’ means the Regulations annexed to the present Convention.

• 2. ‘Administration’ means the Government of the State whose flag the ship is flying.

• 3. ‘Approved’ means approved by the Administration.

• 4. ‘International voyage’ means a sea voyage from a country to which the present Convention applies to a port outside such country, or conversely. For this purpose, every territory for the international relations of which a Contracting Government is responsible or for which the United Nations are the administering authority is regarded as a separate country.

• 5. ‘A fishing vessel’ is a ship used for catching fish, whales, seals, walrus or other living resources of the sea.

• 6. ‘New ship’ means a ship the keel of which is laid, or which is at a similar stage of construction, on or after the date of coming into force of the present Convention for each Contracting Government.

• 7. ‘Existing ship’ means a ship which is not a new ship.

• 8. ‘Length’ means 96% of the total length on a waterline at 85% of the least moulded depth measured from the top of the keel, or the length from the fore-side of the stem to the axis of the rudder stock on that waterline, if that be greater. Where the stem contour is concave above the waterline at 85% of the least moulded depth, both the forward terminal of the total length and the fore-side of the stem respectively shall be taken at the vertical projection to that waterline of the aftermost point of the stem contour (above that waterline). In ships designed with a rake of keel the waterline on which this length is measured shall be parallel to the designed waterline.

• 9. ‘Anniversary date’ means the day and the month of each year which will correspond to the date of expiry of the relevant certificate.

Article 3. General Provisions

• 1 No ship to which the present Convention applies shall proceed to sea on an international voyage after the date on which the present Convention comes into force unless it has been surveyed, marked and provided with an International Load Line Certificate or, where appropriate, an International Load Line Exemption Certificate in accordance with the provisions of the present Convention.

• 2 Nothing in this Convention shall prevent an Administration from assigning a greater freeboard than the minimum freeboard determined in accordance with Annex I.

Article 4. Application

• 1 The present Convention shall apply to:

  • a. ships registered in countries the Governments of which are Contracting Governments;

  • b. ships registered in territories to which the present Convention is extended under Article 32; and

  • c. unregistered ships flying the flag of a State, the Government of which is a Contracting Government.

• 2 The present Convention shall apply to ships engaged on international voyages.

• 3 The regulations contained in annex I, unless expressly provided otherwise, are applicable to new ships.

• 4 Existing ships which do not fully comply with the requirements of the Regulations contained in Annex I or any part thereof shall meet at least such lesser related requirements as the Administration applied to ships on international voyages prior to the coming into force of the present Convention; in no case shall such ships be required to increase their freeboards. In order to take advantage of any reduction in freeboard from that previously assigned, existing ships shall comply with all the requirements of the present Convention.

• 5 The Regulations contained in Annex II are applicable to new and existing ships to which the present Convention applies.

Article 5. Exceptions

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

• 1 The present Convention shall not apply to:

  • a. ships of war;

  • b. new ships of less than 24 metres (79 feet) in length;

  • c. existing ships of less than 150 tons gross;

  • d. pleasure yachts not engaged in trade;

  • e. fishing vessels.

• 2 Nothing herein shall apply to ships solely navigating:

  • a. the Great Lakes of North America and the River St. Lawrence as far east as a rhumb line drawn from Cap des Rosiers to West Point, Anticosti Island, and, on the north side of Anticosti Island, the meridian of longitude 63 °W;

  • b. the Caspian Sea;

  • c. the Plate, Parana and Uruguay Rivers as far east as a rhumb line drawn between Punta Rasa (Cabo San Antonio), Argentina, and Punta del Este, Uruguay.

Article 6. Exemptions

• 1 Ships when engaged on international voyages between the near neighbouring ports of two or more States may be exempted by the Administration from the provisions of the present Convention, so long as they shall remain engaged on such voyages, if the Governments of the States in which such ports are situated shall be satisfied that the sheltered nature or conditions of such voyages between such ports make it unreasonable or impracticable to apply the provisions of the present Convention to ships engaged on such voyages.

• 2 The Administration may exempt any ship which embodies features of a novel kind from any of the provisions of this Convention the application of which might seriously impede research into the development of such features and their incorporation in ships engaged on international voyages. Any such ship shall, however, comply with safety requirements which, in the opinion of that Administration, are adequate for the service for which it is intended and are such as to ensure the overall safety of the ship and which are acceptable to the Governments of the States to be visited by the ship.

• 3 The Administration which allows any exemption under paragraphs 1 and 2 of this Article shall communicate to the Inter-Governmental Maritime Consultative Organization (hereinafter called the Organization) particulars of the same and reasons therefor which the Organization shall circulate to the Contracting Governments for their information.

• 4 A ship which is not normally engaged on international voyages but which, in exceptional circumstances, is required to undertake a single international voyage may be exempted by the Administration from any of the requirements of the present Convention, provided that it complies with safety requirements which, in the opinion of that Administration, are adequate for the voyage which is to be undertaken by the ship.

Article 7. Force Majeure

• 1 A ship which is not subject to the provisions of the present Convention at the time of its departure on any voyage shall not become subject to such provisions on account of any deviation from its intended voyage due to stress of weather or any other cause of force majeure.

• 2 In applying the provisions of the present Convention, the Contracting Governments shall give due consideration to any deviation or delay caused to any ship owing to stress of weather or any other cause of force majeure.

Article 8. Equivalents

• 1 The Administration may allow any fitting, material, appliance or apparatus to be fitted, or any other provision to be made in a ship, other than that required by the present Convention, if it is satisfied by trial thereof or otherwise that such fitting, material, appliance or apparatus, or provision, is at least as effective as that required by the Convention.

• 2 The Administration which allows a fitting, material, appliance or apparatus, or provision, other than that required by the present Convention, shall communicate to the Organization for circulation to the Contracting Governments particulars thereof, together with a report on any trials made.

Article 9. Approvals for Experimental Purposes

• 1 Nothing in the present Convention shall prevent an Administration from making specific approvals for experimental purposes in respect of a ship to which the Convention applies.

• 2 An Administration which makes any such approval shall communicate to the Organization for circulation to the Contracting Governments particulars thereof.

Article 10. Repairs, Alterations and Modifications

• 1 A ship which undergoes repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to the ship. An existing ship in such a case shall not, as a rule, comply to a lesser extent with the requirements for a new ship than it did before.

• 2 Repairs, alterations and modifications of a major character and outfitting related thereto should meet the requirements for a new ship in so far as the Administration deems reasonable and practicable.

Article 11. Zones and Areas

• 1 A ship to which the present Convention applies shall comply with the requirements applicable to that ship in the zones and areas described in Annex II.

• 2 A port standing on the boundary line between two zones or areas shall be regarded as within the zone or area from or into which the ship arrives or departs.

Article 12. Submersion

• 1 Except as provided in paragraphs 2 and 3 of this Article, the appropriate load lines on the sides of the ship corresponding to the season of the year and the zone or area in which the ship may be shall not be submerged at any time when the ship puts to sea, during the voyage or on arrival.

• 2 When a ship is in fresh water of unit density the appropriate load line may be submerged by the amount of the fresh water allowance shown on the International Load Line Certificate. Where the density is other than unity, an allowance shall be made proportional to the difference between 1.025 and the actual density.

• 3 When a ship departs from a port situated on a river or inland waters, deeper loading shall be permitted corresponding to the weight of fuel and all other materials required for consumption between the point of departure and the sea.

Article 13. Surveys and marking

The surveys and marking of ships, as regards the enforcement of the provisions of the present Convention and the granting of exemptions therefrom, shall be carried out by officers of the Administration. The Administration may, however, entrust the surveys and marking either to surveyors nominated for the purpose or to organizations recognized by it. In every case the Administration concerned fully guarantees the completeness and efficiency of the surveys and marking.

Article 14. Initial, renewal and annual surveys

• 1. A ship shall be subjected to the surveys specified below:

  • a. An initial survey before the ship is put in service, which shall include a complete inspection of its structure and equipment in so far as the ship is covered by the present Convention. The survey shall be such as to ensure that the arrangements, materials and scantlings fully comply with the requirements of the present Convention.

  • b. A renewal survey at intervals specified by the Administration but not exceeding 5 years, except where paragraphs 2, 5, 6 and 7 of article 19 are applicable, which shall be such as to ensure that the structure, equipment, arrangements, materials and scantlings fully comply with the requirements of the present Convention.

  • c. An annual survey within 3 months before or after each anniversary date of the certificate to ensure that:

    • (i) alterations have not been made to the hull or superstructures which would affect the calculations determining the position of the load line;

    • (ii) the fittings and appliances for the protection of openings, guard rails, freeing ports and means of access to crew's quarters are maintained in an effective condition;

    • (iii) the freeboard marks are correctly and permanently indicated;

    • (iv) the information required by regulation 10 is provided.

• 2. The annual surveys referred to in paragraph lc) of this article shall be endorsed on the International Load Line Certificate or the International Load Line Exemption Certificate issued to a ship exempted under paragraph (2) of article 6 of the present Convention.

Article 15. Maintenance of Conditions after Survey

After any survey of the ship under Article 14 has been completed, no change shall be made in the structure, equipment, arrangements, material or scantlings covered by the survey, without the sanction of the Administration.

Article 16. Issue of Certificates

• 1 An International Load Line Certificate shall be issued to every ship which has been surveyed and marked in accordance with the present Convention.

• 2 An International Load Line Exemption Certificate shall be issued to any ship to which an exemption has been granted under and in accordance with paragraph 2 or 4 of Article 6.

• 3 Such certificates shall be issued by the Administration or by any person or organization duly authorized by it. In every case, the Administration assumes full responsibility for the certificate.

Article 17. Issue or endorsement of certificates by another Government

• 1 A Contracting Government may at the request of another Contracting Government cause a ship to be surveyed and, if satisfied that the provisions of the present Convention are complied with, shall issue or authorize the issue of the International Load Line Certificate to the ship and, where appropriate, endorse or authorize the endorsement of the certificate on the ship in accordance with the present Convention.

• 2 A copy of the certificate, a copy of the survey report used for computing the freeboard, and a copy of the computations shall be transmitted as early as possible to the requesting Government.

• 3 A certificate so issued must contain a statement to the effect that it has been issued at the request of the Government of the State whose flag the ship is or will be flying and it shall have the same force and receive the same recognition as a certificate issued under Article 16.

• 4 No International Load Line Certificate shall be issued to a ship which is flying the flag of a State the Government of which is not a Contracting Government.

Article 18. Form of Certificates

The certificates shall be drawn up in the form corresponding to the models given in Annex III to the present Convention. If the language used is neither English nor French, the text shall include a translation into one of these languages.

Article 19. Duration and validity of certificates

• 1. An International Load Line Certificate shall be issued for a period specified by the Administration, which shall not exceed 5 years.

• 2.

  • a. Notwithstanding the requirements of paragraph 1, when the renewal survey is completed within 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing certificate.

  • b. When the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing certificate.

  • c. When the renewal survey is completed more than 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of completion of the renewal survey.

• 3. If a certificate is issued for a period of less than 5 years, the Administration may extend the validity of a certificate beyond the expiry date to the maximum period specified in paragraph 1, provided that the annual surveys referred to in article 14 applicable when a certificate is issued for a period of 5 years are carried out as appropriate.

• 4. If, after the renewal survey referred to in paragraph lb) of article 14, a new certificate cannot be issued to the ship before the expiry date of the existing certificate, the person or organization carrying out the survey may extend the validity of the existing certificate for a period which shall not exceed 5 months. This extension shall be endorsed on the certificate, and shall be granted only where there have been no alterations in the structure, equipment, arrangements, materials or scantlings which affect the ship's freeboard.

• 5. If a ship at the time when a certificate expires is not in a port in which it is to be surveyed, the Administration may extend the period of validity of the certificate but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than 3 months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new certificate. When the renewal survey is completed, the new certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was granted.

• 6. A certificate issued to a ship engaged on short voyages which has not been extended under the foregoing provisions of this article may be extended by the Administration for a period of grace of up to one month from the date of expiry stated on it. When the renewal survey is completed the new certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was granted.

• 7. In special circumstances, as determined by the Administration, a new certificate need not be dated from the date of expiry of the existing certificate as required by paragraphs 2, 5 and 6. In these special circumstances, the new certificate shall be valid to a date not exceeding 5 years from the date of completion of the renewal survey.

• 8. If an annual survey is completed before the period specified in article 14 then:

  • a. the anniversary date shown on the certificate shall be amended by endorsement to a date which shall not be more than 3 months later than the date on which the survey was completed;

  • b. the subsequent annual survey required by article 14 shall be completed at the intervals prescribed by that article using the new anniversary date;

  • c. the expiry date may remain unchanged provided one or more annual surveys are carried out so that the maximum intervals between the surveys prescribed by article 14 are not exceeded.

• 9. An International Load Line Certificate shall cease to be valid if any of the following circumstances exist:

  • a. material alterations have taken place in the hull or superstructures of the ship such as would necessitate the assignment of an sed freeboard;

  • b. the fittings and appliances mentioned in paragraph lc) of article 14 are not maintained in an effective condition;

  • c. the certificate is not endorsed to show that the ship has been surveyed as provided in paragraph lc) of article 14;

  • d. the structural strength of the ship is lowered to such an extent that the ship is unsafe.

• 10.

  • a. The duration of an International Load Line Exemption Certificate issued by an Administration to a ship exempted under paragraph 2 of article 6 shall not exceed 5 years. Such certificate shall be subject to a renewal, endorsement, extension and cancellation procedure similar to that provided for an International Load Line Certificate under this article.

  • b. The duration of an International Load Line Exemption Certificate issued to a ship exempted under paragraph 4 of article 6 shall be limited to the single voyage for which it is issued.

• 11. A certificate issued to a ship by an Administration shall cease to be valid upon the transfer of such a ship to the flag of another State.

Article 20. Acceptance of Certificates

The certificates issued under the authority of a Contracting Government in accordance with the present Convention shall be accepted by the other Contracting Governments and regarded for all purposes covered by the present Convention as having the same force as certificates issued by them.

Article 21. Control

• 1 Ships holding a certificate issued under Article 16 or Article 17 are subject, when in the ports of other Contracting Governments, to control by officers duly authorized by such Governments. Contracting Governments shall ensure that such control is exercised as far as is reasonable and practicable with a view to verifying that there is on board a valid certificate under the present Convention. If there is a valid International Load Line Certificate on board the ship, such control shall be limited to the purpose of determining that:

  • a. the ship is not loaded beyond the limits allowed by the certificate;

  • b. the position of the load line of the ship corresponds with the certificate; and

  • c. the ship has not been so materially altered in respect to the matters set out in sub-paragraphs a and b of paragraph 9 of Article 19 that the ship is manifestly unfit to proceed to sea without danger to human life.

  If there is a valid International Load Line Exemption Certificate on board, such control shall be limited to the purpose of determining that any conditions stipulated in that certificate are complied with.

• 2 If such control is exercised under sub-paragraph c of paragraph 1 of this Article, it shall only be exercised in so far as may be necessary to ensure that the ship shall not sail until it can proceed to sea without danger to the passengers or the crew.

• 3 In the event of the control provided for in this Article giving rise to intervention of any kind, the officer carrying out the control shall immediately inform in writing the Consul or the diplomatic representative of the State whose flag the ship is flying of this decision and of all the circumstances in which intervention was deemed to be necessary.

Article 22. Privileges

The privileges of the present Convention may not be claimed in favour of any ship unless it holds a valid certificate under the Convention.

Article 23. Casualties

• 1 Each Administration undertakes to conduct an investigation of any casualty occuring to ships for which it is responsible and which are subject to the provisions of the present Convention when it judges that such an investigation may assist in determining what changes in the Convention might be desirable.

• 2 Each Contracting Government undertakes to supply the Organization with the pertinent information concerning the findings of such investigations. No reports or recommendations of the Organization based upon such information shall disclose the identity or nationality of the ships concerned or in any manner fix or imply responsibility upon any ship or person.

Article 24. Prior Treaties and Conventions

• 1 All other treaties, conventions and arrangements relating to load line matters at present in force between Governments parties to the present Convention shall continue to have full and complete effect during the terms thereof as regards:

  • a. ships to which the present Convention does not apply;

    and

  • b. ships to which the present Convention applies, in respect of matters for which it has not expressly provided.

• 2 To the extent, however, that such treaties, conventions or arrangements conflict with the provisions of the present Convention, the provisions of the present Convention shall prevail.

Article 25. Special Rules drawn up by Agreement

When in accordance with the present Convention special rules are drawn up by agreement among all or some of the Contracting Governments, such rules shall be communicated to the Organization for circulation to all Contracting Governments.

Article 26. Communication of Information

• 1 The Contracting Governments undertake to communicate to and deposit with the Organization:

  • a. a sufficient number of specimens of their certificates issued under the provisions of the present Convention for circulation to the Contracting Governments;

  • b. the text of the laws, decrees, orders, regulations and other instruments which shall have been promulgated on the various matters within the scope of the present Convention; and

  • c. a list of non-governmental agencies which are authorized to act in their behalf in the administration of load line matters for circulation to the Contracting Governments.

• 2 Each Contracting Government agrees to make its strength standards available to any other Contracting Government, upon request.

Article 27. Signature, Acceptance and Accession

• 1 The present Convention shall remain open for signature for three months from 5 April 1966 and shall thereafter remain open for accession. Governments of States members of the United Nations, or of any of the Specialized Agencies, or of the International Atomic Energy Agency, or parties to the Statute of the International Court of Justice may become parties to the Convention by:

  • a. signature without reservation as to acceptance;

  • b. signature subject to acceptance followed by acceptance; or

  • c. accession.

• 2 Acceptance or accession shall be effected by the deposit of an instrument of acceptance or accession with the Organization which shall inform all Governments that have signed the Convention or acceded to it of each new acceptance or accession and of the date of its deposit.

Article 28. Coming into Force

• 1 The present Convention shall come into force twelve months after the date on which not less than fifteen Governments of States, including seven each with not less than one million gross tons of shipping, have signed without reservation as to acceptance or deposited instruments of acceptance or accession in accordance with Article 27. The Organization shall inform all Governments which have signed or acceded to the present Convention of the date on which it comes into force.

• 2 For Governments which have deposited an instrument of acceptance of or accession to the present Convention during the twelve months mentioned in paragraph 1 of this Article, the acceptance or accession shall take effect on the coming into force of the present Convention or three months after the date of deposit of the instrument of acceptance or accession, whichever is the later date.

• 3 For Governments which have deposited an instrument of acceptance of or accession to the present Convention after the date on which it comes into force, the Convention shall come into force three months after the date of the deposit of such instrument.

• 4 After the date on which all the measures required to bring an amendment to the present Convention into force have been completed, or all necessary acceptances are deemed to have been given under subparagraph b of paragraph 2 of Article 29 in case of amendment by unanimous acceptance, any instrument of acceptance or accession deposited shall be deemed to apply to the Convention as amended.

Article 29. Amendments

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1976. Zie het overzicht van wijzigingen]

• 1 The present Convention may be amended upon the proposal of a Contracting Government by any of the procedures specified in this Article.

• 2 Amendment by unanimous acceptance

  • a. Upon the request of a Contracting Government, any amendment proposed by it to the present Convention shall be communicated by the Organization to all Contracting Governments for consideration with a view to unanimous acceptance.

  • b. Any such amendment shall enter into force twelve months after the date of its acceptance by all Contracting Governments unless an earlier date is agreed upon. A Contracting Government which does not communicate its acceptance or rejection of the amendment to the Organization within three years of its first communication by the latter shall be deemed to have accepted the amendment.

  • c. Any proposed amendment shall be deemed to be rejected if it is not accepted under sub-paragraph b of the present paragraph within three years after it has been first communicated to all Contracting Governments by the Organization.

• 3 Amendment after consideration in the Organization

  • a. Upon the request of a Contracting Government, any amendment proposed by it to the present Convention will be considered in the Organization. If adopted by a majority of two-thirds of those present and voting in the Maritime Safety Committee of the Organization, such amendment shall be communicated to all Members of the Organization and all Contracting Governments at least six months prior to its consideration by the Assembly of the Organization.

  • b. If adopted by a two-thirds majority of those present and voting in the Assembly, the amendment shall be communicated by the Organization to all Contracting Governments for their acceptance.

  • c. Such amendment shall come into force twelve months after the date on which it is accepted by two-thirds of the Contracting Governments. The amendment shall come into force with respect to all Contracting Governments except those which, before it comes into force, make a declaration that they do not accept the amendment.

  • d. The Assembly, by a two-thirds majority of those present and voting, including two-thirds of the Governments represented on the Maritime Safety Committee and present and voting in the Assembly, may propose a determination at the time of its adoption that an amendment is of such an important nature that any Contracting Government which makes a declaration under sub-paragraph c, and which does not accept the amendment within a period of twelve months after it comes into force, shall cease to be a party to the present Convention upon the expiry of that period. This determination shall be subject to the prior acceptance of two-thirds of the Contracting Governments to the present Convention.

  • e. Nothing in this paragraph shall prevent the Contracting Government which first proposed action under this paragraph on an amendment to the present Convention from taking at any time such alternative action as it deems desirable in accordance with paragraph 2 or 4 of this Article.

• 4 Amendment by a conference

  • a. Upon the request of a Contracting Government, concurred in by at least one-third of the Contracting Governments, a conference of Governments will be convened by the Organization to consider amendments to the present Convention.

  • b. Every amendment adopted by such a conference by a two-thirds majority of those present and voting of the Contracting Governments shall be communicated by the Organization to all Contracting Governments for their acceptance.

  • c. Such amendment shall come into force twelve months after the date on which it is accepted by two-thirds of the Contracting Governments. The amendment shall come into force with respect to all Contracting Governments except those which, before it comes into force, make a declaration that they do not accept the amendment.

  • d. By a two-thirds majority of those present and voting, a conference convened under sub-paragraph a may determine at the time of its adoption that an amendment is of such an important nature that any Contracting Government which makes a declaration under sub-paragraph c, and which does not accept the amendment within a period of twelve months after it comes into force, shall cease to be a party to the present Convention upon the expiry of that period.

• 5 Any amendments to the present Convention made under this Article which relate to the structure of a ship shall apply only to ships the keels of which are laid, or which are at a similar stage of construction, on or after the date on which the amendment comes into force.

• 6 The Organization shall inform all Contracting Governments of any amendments which come into force under this Article, together with the date on which each such amendment will come into force.

• 7 Any acceptance or declaration under this Article shall be made by a notification in writing to the Organization which shall notify all Contracting Governments of the receipt of the acceptance or declaration.

Article 30. Denunciation

• 1 The present Convention may be denounced by any Contracting Government at any time after the expiry of five years from the date on which the Convention comes into force for that Government.

• 2 Denunciation shall be effected by a notification in writing addressed to the Organization which shall inform all the other Contracting Governments of any such notification received and of the date of its receipt.

• 3 A denunciation shall take effect one year, or such longer period as may be specified in the notification, after its receipt by the Organization.

Article 31. Suspension

• 1 In case of hostilities or other extraordinary circumstances which affect the vital interests of a State the Government of which is a Contracting Government, that Government may suspend the operation of the whole or any part of the present Convention. The suspending Government shall immediately give notice of any such suspension to the Organization.

• 2 Such suspension shall not deprive other Contracting Governments of any right of control under the present Convention over the ships of the suspending Government when such ships are within their ports.

• 3 The suspending Government may at any time terminate such suspension and shall immediately give notice of such termination to the Organization.

• 4 The Organization shall notify all Contracting Governments of any suspension or termination of suspension under this Article.

Article 32. Territories

• 1

  • a. The United Nations, in cases where they are the administering authority for a territory, or any Contracting Government responsible for the international relations of a territory, shall as soon as possible consult with such territory in an endeavour to extend the present Convention to that territory and may at any time by notification in writing to the Organization declare that the present Convention shall extend to such territory.

  • b. The present Convention shall, from the date of the receipt of the notification or from such other date as may be specified in the notification, extend to the territory named therein.

• 2

  • a. The United Nations, or any Contracting Government which has made a declaration under sub-paragraph a of paragraph 1 of this Article, at any time after the expiry of a period of five years from the date on which the Convention has been so extended to any territory, may by notification in writing to the Organization declare that the present Convention shall cease to extend to any such territory named in the notification.

  • b. The present Convention shall cease to extend to any territory mentioned in such notification one year, or such longer period as may be specified therein, after the date of receipt of the notification by the Organization.

• 3 The Organization shall inform all the Contracting Governments of the extension of the present Convention to any territories under paragraph 1 of this Article, and of the termination of any such extension under the provisions of paragraph 2, stating in each case the date from which the present Convention has been or will cease to be so extended.

Article 33. Registration

• 1 The present Convention shall be deposited with the Organization and the Secretary-General of the Organization shall transmit certified true copies thereof to all Signatory Governments and to all Governments which accede to the present Convention.

• 2 As soon as the present Convention comes into force it shall be registered by the Organization in accordance with Article 102 of the Charter of the United Nations.

Article 34. Languages

The present Convention is established in a single copy in the English and French languages, both texts being equally authentic. Official translations in the Russian and Spanish languages shall be prepared and deposited with the signed original.

IN WITNESS WHEREOF the undersigned being duly authorized by their respective Governments for that purpose have signed the present Convention.

DONE at London this fifth day of April 1966.

ANNEX I. REGULATIONS FOR DETERMINING LOAD LINES

CHAPTER I. GENERAL

The regulations assume that the nature and stowage of the cargo, ballast, etc., are such as to secure sufficient stability of the ship and the avoidance of excessive structural stress.

The regulations also assume that where there are international requirements relating to stability or subdivision, these requirements have been complied with.

Regulation 1. Strength and intact stability of ships

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

• (1) The Administration shall satisfy itself that the general structural strength of the ship is adequate for the draught corresponding to the freeboard assigned.

• (2) A ship which is designed, constructed and maintained in compliance with the appropriate requirements of an organization, including a classification society, which is recognized by the Administration or with applicable national standards of the Administration in accordance with the provisions of regulation 2-1, may be considered to provide an acceptable level of strength. The above provisions shall apply to all structures, equipment and fittings covered by this annex for which standards for strength and construction are not expressly provided.

• (3) Compliance

  • a) Ships constructed before 1 July 2010 shall comply with an intact stability standard acceptable to the Administration.

  • b) Ships constructed on or after 1 July 2010 shall, as a minimum, comply with the requirements of part A of the 2008 IS Code.

Regulation 2. Application

• (1) Ships with mechanical means of propulsion or lighters, barges or other ships without independent means of propulsion, shall be assigned freeboards in accordance with the provisions of regulations 1 to 40, inclusive.

• (2) Ships carrying timber deck cargoes may be assigned, in addition to the freeboards prescribed in paragraph (1), timber freeboards in accordance with the provisions of regulations 41 to 45.

• (3) Ships designed to carry sail, whether as the sole means of propulsion or as a supplementary means, and tugs, shall be assigned freeboards in accordance with the provisions of regulations 1 to 40, inclusive. Additional freeboard may be required as determined by the Administration.

• (4) Ships of wood or of composite construction, or of other materials the use of which the Administration has approved, or ships whose constructional features are such as to render the application of the provisions of this Annex unreasonable or impracticable, shall be assigned freeboards as determined by the Administration.

• (5) Regulations 10 to 26, inclusive, shall apply to every ship to which a minimum freeboard is assigned. Relaxations from these requirements may be granted to a ship to which a greater than minimum freeboard is assigned, on condition that the Administration is satisfied with the safety conditions provided.

• (6) Where the assigned summer freeboard is increased such that the resulting draught is not more than that corresponding to a minimum summer freeboard for the same ship, but with an assumed freeboard deck located a distance below the actual freeboard deck at least equal to the standard superstructure height, the conditions of assignment in accordance with regulations 12, 14-1 through 20, 23, 24 and 25, as applicable, to the actual freeboard deck may be as required for a superstructure deck.

• (7) Unless expressly provided otherwise, the regulations of this Annex shall apply to ships the keels of which are laid or which are at a similar stage of construction on or after 1 January 2005.

• (8) For ships the keels of which are laid or which are at a similar stage of construction before 1 January 2005, the Administration shall ensure that the requirements which are applicable under the International Convention on Load Lines, 1966, as modified by the Protocol of 1988 relating thereto, adopted by the International Conference on Harmonized System of Survey and Certification, 1988, are complied with.

• (9) High-speed craft which comply with the requirements of the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code), adopted by the Maritime Safety Committee of the Organization by resolution MSC.97(73) and which have been surveyed and certified as provided in the Code shall be deemed to have complied with the requirements of this Annex. The certificates and permits issued under the 2000 HSC Code shall have the same force and the same recognition as the certificates issued under this Annex.

Regulation 2-1. Authorization of recognized organizations

The Administration shall authorize organizations, including classification societies, referred to in article 13 of the Convention and regulation 1(2) in accordance with the provisions of the present Convention and with the Code for Recognized Organizations (RO Code), consisting of part 1 and part 2 (the provisions of which shall be treated as mandatory) and part 3 (the provisions of which shall be treated as recommendatory), as adopted by the Organization by resolution MSC.349(92), as may be amended by the Organization, provided that:

• (a) amendments to part 1 and part 2 of the RO Code are adopted, brought into force and take effect in accordance with the provisions of article VI of the present Protocol;

• (b) amendments to part 3 of the RO Code are adopted by the Maritime Safety Committee in accordance with its Rules of Procedure; and

• (c) any amendments adopted by the Maritime Safety Committee and the Marine Environment Protection Committee are identical and come into force or take effect at the same time, as appropriate.

Regulation 3. Definitions of terms used in the Annexes

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

• (1) Length

  • (a) The length (L) shall be taken as 96% of the total length on a waterline at 85% of the least moulded depth measured from the top of the keel, or as the length from the fore side of the stem to the axis of the rudder stock on that waterline, if that be greater.

  • (b) For ships without a rudder stock, the length (L) is to be taken as 96% of the waterline at 85% of the least moulded depth.

  • (c) Where the stem contour is concave above the waterline at 85% of the least moulded depth, both the forward terminal of the total length and the fore-side of the stem respectively shall be taken at the vertical projection to that waterline of the aftermost point of the stem contour (above that waterline) (see figure 3.1).

  • (d) In ships designed with a rake of keel the waterline on which this length is measured shall be parallel to the designed waterline at 85% of the least moulded depth D_min, found by drawing a line parallel to the keel line of the vessel (including skeg) tangent to the moulded sheer line of the freeboard deck. The least moulded depth is the vertical distance measured from the top of the keel to the top of the freeboard deck beam at side at the point of tangency (see figure 3.2).

    
    

• (2) Perpendiculars. The forward and after perpendiculars shall be taken at the forward and after ends of the length (L). The forward perpendicular shall coincide with the foreside of the stem on the waterline on which the length is measured.

• (3) Amidships. Amidships is at the middle of the length (L).

• (4) Breadth. Unless expressly provided otherwise, the breadth (B) is the maximum breadth of the ship, measured amidships to the moulded line of the frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any other material.

• (5) Moulded depth

  • (a) The moulded depth is the vertical distance measured from the top of the keel to the top of the freeboard deck beam at side. In wood and composite ships the distance is measured from the lower edge of the keel rabbet.

    Where the form at the lower part of the midship section is of a hollow character, or where thick garboards are fitted, the distance is measured from the point where the line of the flat of the bottom continued inwards cuts the side of the keel.

  • (b) In ships having rounded gunwales, the moulded depth shall be measured to the point of intersection of the moulded lines of deck and sides, the lines extending as though the gunwale were of angular design.

  • (c) Where the freeboard deck is stepped and the raised part of the deck extends over the point at which the moulded depth is to be determined, the moulded depth shall be measured to a line of reference extending from the lower part of the deck along a line parallel with the raised part.

• (6) Depth for freeboard (D)

  • (a) The depth for freeboard (D) is the moulded depth amidships, plus the freeboard deck thickness at side.

  • (b) The depth for freeboard (D) in a ship having a rounded gunwale with a radius greater than 4% of the breadth (B) or having topsides of unusual form is the depth for freeboard of a ship having a midship section with vertical topsides and with the same round of beam and area of topside section equal to that provided by the actual midship section.

• (7) Block coefficient

  • (a) The block coefficient (C_b) is given by:

    

    ; where

    

     is the volume of the moulded displacement of the ship, excluding appendages, in a ship with a metal shell, and is the volume of displacement to the outer surface of the hull in a ship with a shell of any other material, both taken at a moulded draught of d1; and where

    d₁ is 85% of the least moulded depth.

  • (b) When calculating the block coefficient of a multi-hull craft, the full breadth (B) as defined in paragraph (4) is to be used and not the breadth of a single hull.

• (8) Freeboard. The freeboard assigned is the distance measured vertically downwards amidships from the upper edge of the deck line to the upper edge of the related load line.

• (9) Freeboard deck.

  • (a) The freeboard deck is normally the uppermost complete deck exposed to weather and sea, which has permanent means of closing all openings in the weather part thereof, and below which all openings in the sides of the ship are fitted with permanent means of watertight closing.

  • (b) Lower deck as a freeboard deck

    At the option of the owner and subject to the approval of the Administration, a lower deck may be designated as the freeboard deck provided it is a complete and permanent deck continuous in a fore and aft direction at least between the machinery space and peak bulkheads and continuous athwartships.

    • (i) When this lower deck is stepped the lowest line of the deck and the continuation of that line parallel to the upper part of the deck is taken as the freeboard deck.

    • (ii) When a lower deck is designated as the freeboard deck, that part of the hull which extends above the freeboard deck is treated as a superstructure so far as concerns the application of the conditions of assignment and the calculation of freeboard. It is from this deck that the freeboard is calculated.

    • (iii) When a lower deck is designated as the freeboard deck, such deck as a minimum shall consist of suitably framed stringers at the ship sides and transversely at each watertight bulkhead which extends to the upper deck, within cargo spaces. The width of these stringers shall not be less than can be conveniently fitted having regard to the structure and the operation of the ship. Any arrangement of stringers shall be such that structural requirement can also be met.

  • (c) Discontinuous freeboard deck, stepped freeboard deck.

    • (i) Where a recess in the freeboard deck extends to the sides of the ship and is in excess of one metre in length, the lowest line of the exposed deck and the continuation of that line parallel to the upper part of the deck is taken as the freeboard deck (see figure 3.3).

    • (ii) Where a recess in the freeboard deck does not extend to the sides of the ship, the upper part of the deck is taken as the freeboard deck.

    • (iii) Recesses not extending from side to side in a deck below the exposed deck, designated as the freeboard deck, may be disregarded, provided all openings in the weather deck are fitted with weathertight closing appliances.

    • (iv) Due regard shall be given to the drainage of exposed recesses and to free surface effects on stability.

    • (v) Provisions of subparagraphs (i) through (iv) are not intended to apply to dredgers, hopper barges or other similar types of ships with large open holds, where each case requires individual consideration.

      

• (10) Superstructure

  • (a) A superstructure is a decked structure on the freeboard deck, extending from side to side of the ship or with the side plating not being inboard of the shell plating more than 4% of the breadth (B).

  • (b) An enclosed superstructure is a superstructure with:

    • (i) enclosing bulkheads of efficient construction;

    • (ii) access openings, if any, in these bulkheads fitted with doors complying with the requirements of regulation 12;

    • (iii) all other openings in sides or ends of the superstructure fitted with efficient weathertight means of closing.

    A bridge or poop shall not be regarded as enclosed unless access is provided for the crew starting from any point on the uppermost complete exposed deck or higher to reach machinery and other working spaces inside these superstructures by alternative means which are available at all times when bulkhead openings are closed.

  • (c) The height of a superstructure is the least vertical height measured at side from the top of the superstructure deck beams to the top of the freeboard deck beams.

  • (d) The length of a superstructure (S) is the mean length of the part of the superstructure which lies within the length (L).

  • (e) Bridge. A bridge is a superstructure which does not extend to either the forward or after perpendicular.

  • (f) Poop. A poop is a superstructure which extends from the after perpendicular forward to a point which is aft of the forward perpendicular.

    The poop may originate from a point aft of the aft perpendicular.

  • (g) Forecastle. A forecastle is a superstructure which extends from the forward perpendicular aft to a point which is forward of the after perpendicular. The forecastle may originate from a point forward of the forward perpendicular.

  • (h) Full superstructure. A full superstructure is a superstructure which, as a minimum, extends from the forward to the after perpendicular.

  • (i) Raised quarterdeck. A raised quarterdeck is a superstructure which extends forward from the after perpendicular, generally has a height less than a normal superstructure, and has an intact front bulkhead (sidescuttles of the non-opening type fitted with efficient deadlights and bolted man hole covers) (see figure 3.4). Where the forward bulkhead is not intact due to doors and access openings, the superstructure is then to be considered as a poop.

    

• (11) Superstructure deck. A superstructure deck is a deck forming the upper boundary of a superstructure.

• (12) Flush deck ship. A flush deck ship is a ship which has no superstructure on the freeboard deck.

• (13) Weathertight. Weathertight means that in any sea conditions water will not penetrate into the ship.

• (14) Watertight. Watertight means capable of preventing the passage of water through the structure in either direction with a proper margin of resistance under the pressure due to the maximum head of water which it might have to sustain.

• (15) Well. A well is any area on the deck exposed to the weather, where water may be entrapped. Wells are considered to be deck areas bounded on two or more sides by deck structures.

• (16) 2008 IS Code means the International Code on Intact Stability, 2008, consisting of an introduction, part A (the provisions of which shall be treated as mandatory) and part B (the provisions of which shall be treated as recommendatory), as adopted by resolution MSC.267(85), provided that:

  • .1 amendments to the introduction and part A of the Code are adopted, brought into force and take effect in accordance with the provisions of article VI of the 1988 Load Lines Protocol concerning the amendment procedure applicable to Annex B to the Protocol; and

  • .2 amendments to part B of the Code are adopted by the Maritime Safety Committee in accordance with its Rules of Procedure.

• (13) Weathertight. Weathertight means that in any sea conditions water will not penetrate into the ship.

• (14) Watertight. Watertight means capable of preventing the passage of water through the structure in either direction with a proper margin of resistance under the pressure due to the maximum head of water which it might have to sustain.

• (15) Well. A well is any area on the deck exposed to the weather, where water may be entrapped. Wells are considered to be deck areas bounded on two or more sides by deck structures.

• (16) 2008 IS Code means the International Code on Intact Stability, 2008, consisting of an introduction, part A (the provisions of which shall be treated as mandatory) and part B (the provisions of which shall be treated as recommendatory), as adopted by resolution MSC.267(85), provided that:

  • .1 amendments to the introduction and part A of the Code are adopted, brought into force and take effect in accordance with the provisions of article VI of the 1988 Load Lines Protocol concerning the amendment procedure applicable to Annex B to the Protocol; and

  • .2 amendments to part B of the Code are adopted by the Maritime Safety Committee in accordance with its Rules of Procedure.

• (17) Audit means a systematic, independent and documented process for obtaining audit evidence and evaluating it objectively to determine the extent to which audit criteria are fulfilled.

• (18) Audit Scheme means the IMO Member State Audit Scheme established by the Organization and taking into account the guidelines developed by the Organization.

• (19) Code for Implementation means the IMO Instruments Implementation Code (III Code) adopted by the Organization by resolution A.1070(28).

• (20) Audit Standard means the Code for Implementation.

Regulation 4. Deck line

The deck line is a horizontal line 300 mm in length and 25 mm in breadth. It shall be marked amidships on each side of the ship, and its upper edge shall normally pass through the point where the continuation outwards of the upper surface of the freeboard deck intersects the outer surface of the shell (as illustrated in figure 4.1), provided that the deck line may be placed with reference to another fixed point on the ship on condition that the freeboard is correspondingly corrected. The location of the reference point and the identification of the freeboard deck shall in all cases be indicated on the International Load Line Certificate.

Regulation 5. Load line mark

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

The load line mark shall consist of a ring 300 mm in outside diameter and 25 mm wide which is intersected by a horizontal line 450 mm in length and 25 mm in breadth, the upper edge of which passes through the centre of the ring. The centre of the ring shall be placed amidships and at a distance equal to the assigned summer freeboard measured vertically below the upper edge of the deck line (as illustrated in figure 6.1).

Regulation 6. Lines to be used with the load line mark

• (1) The lines which indicate the load line assigned in accordance with these regulations shall be horizontal lines 230 mm in length and 25 mm in breadth which extend forward of, unless expressly provided otherwise, and at right angles to, a vertical line 25 mm in breadth marked at a distance 540 mm forward of the centre of the ring (as illustrated in figure 6.1).

• (2) The following load lines shall be used:

  • (a) The Summer Load Line indicated by the upper edge of the line which passes through the centre of the ring and also by a line marked S.

  • (b) The Winter Load Line indicated by the upper edge of a line marked W.

  • (c) The Winter North Atlantic Load Line indicated by the upper edge of a line marked WNA.

  • (d) The Tropical Load Line indicated by the upper edge of a line marked T.

  • (e) The Fresh Water Load Line in summer indicated by the upper edge of a line marked F. The Fresh Water Load Line in summer is marked abaft the vertical line. The difference between the Fresh Water Load Line in summer and the Summer Load Line is the allowance to be made for loading in fresh water at the other load lines.

  • (f) The Tropical Fresh Water Load Line indicated by the upper edge of a line marked TF and marked abaft the vertical line.

• (3) If timber freeboards are assigned in accordance with these regulations, the timber load lines shall be marked in addition to ordinary load lines. These lines shall be horizontal lines 230 mm in length and 25 mm in breadth which extend abaft, unless expressly provided otherwise, and are at right angles to a vertical line 25 mm in breadth marked at a distance 540 mm abaft the centre of the ring (as illustrated in figure 6.2).

• (4) The following timber load lines shall be used:

  • (a) The Summer Timber Load Line indicated by the upper edge of a line marked LS.

  • (b) The Winter Timber Load Line indicated by the upper edge of a line marked LW.

  • (c) The Winter North Atlantic Timber Load Line indicated by the upper edge of a line marked LWNA.

  • (d) The Tropical Timber Load Line indicated by the upper edge of a line marked LT.

  • (e) The Fresh Water Timber Load Line in summer indicated by the upper edge of a line marked LF and marked forward of the vertical line. The difference between the Fresh Water Timber Load Line in summer and the Summer Timber Load Line is the allowance to be made for loading in fresh water at the other timber load lines.

  • (f) The Tropical Fresh Water Timber Load Line indicated by the upper edge of a line marked LTF and marked forward of the vertical line.

• (5) Where the characteristics of a ship or the nature of the ship’s service or navigational limits make any of the seasonal lines inapplicable, these lines may be omitted.

• (6) Where a ship is assigned a greater than minimum freeboard so that the load line is marked at a position corresponding to, or lower than, the lowest seasonal load line assigned at minimum freeboard in accordance with the present Protocol, only the Fresh Water Load Line need be marked.

• (7) Where a Winter North Atlantic Load Line is identical with the Winter Load Line corresponding to the same vertical line, this load line shall be marked W.

• (8) Alternative/additional load lines required by other international conventions in force may be marked at right angles to and abaft the vertical line specified in paragraph (1).

  
  

Regulation 7. Mark of assigning Authority

The mark of the Authority by whom the load lines are assigned may be indicated alongside the load line ring above the horizontal line which passes through the centre of the ring, or above and below it. This mark shall consist of not more than four initials to identify the Authority’s name, each measuring approximately 115 mm in height and 75 mm in width.

Regulation 8. Details of marking

The ring, lines and letters shall be painted in white or yellow on a dark ground or in black on a light ground. They shall also be permanently marked on the sides of the ships to the satisfaction of the Administration. The marks shall be plainly visible and, if necessary, special arrangements shall be made for this purpose.

Regulation 9. Verification of marks

The International Load Line Certificate shall not be delivered to the ship until the officer or surveyor acting under the provisions of article 13 of the Convention has certified that the marks are correctly and permanently indicated on the ship’s sides.

CHAPTER II. CONDITIONS OF ASSIGNMENT OF FREEBOARD

Regulation 10. Information to be supplied to the master

• (1) The master of every new ship shall be supplied with information to arrange for the loading and ballasting of his ship in such a way as to avoid the creation of any unacceptable stresses in the ship’s structure, provided that this requirement need not apply to any particular length, design or class of ship where the Administration considers it to be unnecessary.

• (2) Information shall be provided to the master in a form that is approved by the Administration or a recognised organization. Stability information, and loading information also related to ship strength when required under paragraph (1), shall be carried on board at all times together with evidence that the information has been approved by the Administration.

• (3) A ship which is not required under the International Convention for Safety of Life at Sea in force to undergo an inclining test upon its completion shall:

  • (a) be so inclined and the actual displacement and position of the centre of gravity shall be determined for the lightship condition;

  • (b) if the Administration so approves, have its inclining test on completion dispensed with, provided basic stability data are available from the inclining test of a sister ship and it is shown to the satisfaction of the Administration that reliable stability information for the ship can be obtained from such basic data;

  • (c) if the Administration decides that the performance of an inclining test is not practicable or safe or yields inaccurate results due to the specific proportions, arrangements, strength or hull form of a ship, have the ships lightship characteristics determined by a detailed weight estimate confirmed by a lightweight survey;

  • (d) have such information1 supplied for the use of its master as is necessary to enable the master, by rapid and simple processes, to obtain accurate guidance as to the stability of the ship under all conditions likely to be encountered in normal service; and

  • (e) carry on board at all times its approved stability information together with evidence that the information has been approved by the Administration.

• (4) Where any alterations are made to a ship so as to materially affect the loading or stability information supplied to the master, amended information shall be provided. If necessary the ship shall be re-inclined.

Regulation 11. Superstructure end bulkheads

Bulkheads at exposed ends of enclosed superstructures shall be of an acceptable level of strength.

Regulation 12. Doors

• (1) All access openings in bulkheads at ends of enclosed superstructures shall be fitted with doors of steel or other equivalent material, permanently and strongly attached to the bulkhead, and framed, stiffened and fitted so that the whole structure is of equivalent strength to the un-pierced bulkhead and weathertight when closed. The means for securing these doors weathertight shall consist of gaskets and clamping devices or other equivalent means and shall be permanently attached to the bulkhead or to the doors themselves, and the doors shall be so arranged that they can be operated from both sides of the bulkhead.

• (2) Unless otherwise permitted by the Administration, doors shall open outwards to provide additional security against the impact of the sea.

• (3) Except as otherwise provided in these regulations, the height of the sills of access openings in bulkheads at ends of enclosed superstructures shall be at least 380 mm above the deck.

• (4) Portable sills shall be avoided. However, in order to facilitate the loading/unloading of heavy spare parts or similar, portable sills may be fitted on the following conditions:

  • (a) they shall be installed before the ship leaves port; and

  • (b) they shall be gasketed and fastened by closely spaced through bolts.

Regulation 13. Position of hatchways, doorways and ventilators

For the purpose of these regulations, two positions of hatchways, doorways and ventilators are defined as follows:

Position 1 –

Upon exposed freeboard and raised quarter decks, and upon exposed superstructure decks situated forward of a point located a quarter of the ship’s length from the vorward perpendicular.

Position 2 –

Upon exposed superstructure decks situated abaft a quarter of the ship’s length from the forward perpendicular and located at least one standard height of superstructure above the freeboard deck. Upon exposed superstructure decks situated forward of a point located a quarter of the ship’s length from the forward perpendicular and located at least two standard heights of superstructure above the freeboard deck.

Regulation 14. Cargo and other hatchways

• (1) The construction and means for securing the weathertightness of cargo and other hatchways in position 1 and 2 shall be at least equivalent to the requirements of regulation 16, unless the application of regulation 15 to such hatchways is granted by the Administration.

• (2) Coamings and hatchway covers to exposed hatchways on decks above the superstructure deck shall comply with the requirements of the Administration.

Regulation 14-1. Hatchway coamings

• (1) The coamings of hatchways shall be of substantial construction in accordance with their position, and their height above the deck shall be at least as follows:

  • (a) 600 mm if in position 1; and

  • (b) 450 mm if in position 2.

• (2) In the case of hatchways which comply with regulation 16(2) through (5), the height of these coamings may be reduced, or the coamings omitted entirely, on condition that the Administration is satisfied that the safety of the ship is not thereby impaired in any sea conditions.

Regulation 15. Hatchways closed by portable covers and secured weathertight by tarpaulins and battening devices

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

Hatchway covers

• (1) The width of each bearing surface for hatchway covers shall be at least 65 mm.

• (2) Where covers are made of wood, the finished thickness shall be at least 60 mm in association with a span of not more than 1.5 m.

• (3) Where covers are made of mild steel the strength shall be calculated in accordance with the requirement of regulation 16(2) to (4) and the product of the maximum stress thus calculated and the factor 1.25 shall not exceed the minimum upper yield point strength of the material. They shall be so designed as to limit the deflection to not more than 0.0056 times the span under these loads.

Portable beams

• (4) Where portable beams for supporting hatchway covers are made of mild steel, the strength shall be calculated with assumed loads not less than 3.5 t/m² on hatchways in position 1 and not less than 2.6 t/m² on hatchways in position 2 and the product of the maximum stress thus calculated and the factor 1.47 shall not exceed the minimum upper yield point strength of the material. They shall be so designed as to limit the deflection to not more than 0.0044 times the span under these loads.

• (5) The assumed loads on hatchways in position 1 may be reduced to 2 t/m² for ships 24 m in length and shall be not less than 3.5 t/m² for ships 100 m in length. The corresponding loads on hatchways in position 2 may be reduced to 1.5 t/m² and 2.6 t/m², respectively. In all cases, values at intermediate lengths shall be obtained by linear interpolation.

Pontoon covers

• (6) Where pontoon covers used in place of portable beams and covers are made of mild steel, the strength shall be calculated in accordance with the requirement of regulation 16(2) to (4) and the product of the maximum stress thus calculated and the factor 1.47 shall not exceed the minimum upper yield point strength of the material. They shall be so designed as to limit the deflection to not more than 0.0044 times the span. Mild steel plating forming the tops of covers shall be not less in thickness than 1% of the spacing of stiffeners or 6 mm if that be greater.

• (7) The strength and stiffness of covers made of materials other than mild steel shall be equivalent to those of mild steel to the satisfaction of the Administration.

Carriers or sockets

• (8) Carriers or sockets for portable beams shall be of substantial construction, and shall provide means for the efficient fitting and securing of the beams. Where rolling types of beams are used, the arrangements shall ensure that the beams remain properly in position when the hatchway is closed.

Cleats

• (9) Cleats shall be set to fit the taper of the wedges. They shall be at least 65 mm wide and spaced not more than 600 mm centre to centre; the cleats along each side or end shall be not more than 150 mm from the hatch corners.

Battens and wedges

• (10) Battens and wedges shall be efficient and in good condition. Wedges shall be of tough wood or other equivalent material. They shall have a taper of not more than 1 in 6 and shall be not less than 13 mm thick at the toes.

Tarpaulins

• (11) At least two layers of tarpaulin in good condition shall be provided for each hatchway in position 1 or 2. The tarpaulins shall be waterproof and of ample strength. They shall be of a material of at least an approved standard weight and quality.

Securing of hatchway covers

• (12) For all hatchways in position 1 or 2 steel bars or other equivalent means shall be provided in order efficiently and independently to secure each section of hatchway covers after the tarpaulins are battened down. Hatchway covers of more than 1.5 m in length shall be secured by at least two such securing appliances.

Regulation 16. Hatchways closed by weathertight covers of steel or other equivalent materials

• (1) All hatchways in position 1 and 2 shall be fitted with hatch covers of steel or other equivalent material. Except as provided in regulation 14(2), such covers shall be weathertight and fitted with gaskets and clamping devices. The means for securing and maintaining weathertightness shall be to the satisfaction of the Administration. The arrangements shall ensure that the tightness can be maintained in any sea conditions, and for this purpose tests for tightness shall be required at the initial survey, and may be required at renewal and annual surveys or at more frequent intervals.

Hatch cover minimum design loads

• (2) For ships of 100 m in length and above:

  • (a) Position 1 hatch covers located in the forward quarter of the ships length shall be designed for wave loads at the forward perpendicular, calculated from the following equation:

    Load = 5 + (L_H-100)a in t/m²

    where:

    L_His L for ships of not more than 340 m but not less than 100 m in length and equal to 340 m for ships of more than 340 m in length;

    L is the length of the ship (meters), as defined in regulation 3;

    a is given in table 16.1,

    and reduced linearly to 3.5 t/m² at the end of the forward quarter’s length, as shown in table 16.2. The design load used for each hatch cover panel shall be that determined at its midpoint location.

  • (b) All other position 1 hatch covers shall be designed to 3.5 t/m².

  • (c) Position 2 hatch covers shall be designed to 2.6 t/m².

  • (d) Where a position 1 hatchway is located at least one superstructure standard height higher than the freeboard deck, it may be designed to 3.5 t/m².

    	a
    Type B freeboard ships	0.0074
    Ships assigned reduced freeboard by regulation 27(9) or (10)	0.0363

    Table 16.1

• (3) For ships 24 m in length:

  • (a) Position 1 hatch covers located in the forward quarter of the ship’s length shall be designed for wave loads of 2.43 t/m² at the forward perpendicular and reduced linearly to 2 t/m² at the end of the forward quarter’s length as shown in table 16.2. The design load used for each hatch cover panel shall be that determined at its midpoint location.

  • (b) All other position 1 hatch covers shall be designed to 2 t/m².

  • (c) Position 2 hatch covers shall be designed to 1.5 t/m².

  • (d) Where a position 1 hatchway is located at least one superstructure standard height higher than the freeboard deck, it may be designed to 2 t/m².

• (4) For ships between 24 m and 100 m in length, and for positions between FP and 0.25L, wave loads shall be obtained by linear interpolation of the values shown in table 16.2.

  	Longitudinal position
  	FP	0.25L	Aft of 0.25L
  	L>100 m
  Freeboard deck	Equation in 16(2)(a)	3.5 t/m2	3.5 t/m2
  Superstructure deck	3.5 t/m2		2.6 t/m2
  	L=100 m
  Freeboard deck	5 t/m2	3.5t/m2	3.5 t/m2
  Superstructure deck	3.5 t/m2		2.6 t/m2
  	L=24 m
  Freeboard deck	2.43 t/m2	2 t/m2	2 t/m2
  Superstructure deck	2 t/m2		1.5 t/m2

  Table 16.2

• (5) All hatch covers shall be designed such that:

  • (a) the product of the maximum stress determined in accordance with the above loads and the factor of 1.25 does not exceed the minimum upper yield point strength of the material in tension and the critical buckling strength in compression;

  • (b) the deflection is limited to not more than 0.0056 times the span;

  • (c) steel plating forming the tops of covers is not less in thickness than 1% of the spacing of stiffeners or 6 mm if that be greater; and

  • (d) an appropriate corrosion margin is incorporated.

Securing arrangements

• (6) The means for securing and maintaining weathertightness by other means than gaskets and clamping shall be to the satisfaction of the Administration.

• (7) Hatch covers which rest on coamings shall be located in their closed position by means capable of withstanding horizontally acting loads in any sea conditions.

Regulation 17. Machinery space openings

• (1) Machinery space openings in position 1 or 2 shall be properly framed and efficiently enclosed by steel casings of ample strength, and where the casings are not protected by other structures their strength shall be specially considered. Access openings in such casings shall be fitted with doors complying with the requirements of regulation 12(1), the sills of which shall be at least 600 mm above the deck if in position 1, and at least 380 mm above the deck if in position 2.

  Other openings in such casings shall be fitted with equivalent covers, permanently attached in their proper positions.

• (2) Where machinery casings are not protected by other structures, double doors (i.e. inner and outer doors complying with the requirements of regulation 12(1)) shall be required for ships assigned freeboards less than those based on table 28.2 of regulation 28. An inner sill of 230 mm in conjunction with the outer sill of 600 mm shall be provided.

• (3) Coamings of any fiddley, funnel or machinery space ventilator in an exposed position on the freeboard deck or superstructure deck shall be as high above the deck as is reasonable and practicable. In general, ventilators necessary to continuously supply the machinery space shall have coamings of sufficient height to comply with regulation 19(3), without having to fit weathertight closing appliances. Ventilators necessary to continuously supply the emergency generator room, if this is considered buoyant in the stability calculation or protecting opening leading below, shall have coamings of sufficient height to comply with regulation 19(3), without having to fit weathertight closing appliances.

• (4) Where due to ship size and arrangement this is not practicable, lesser heights for machinery space and emergency generator room ventilator coamings, fitted with weathertight closing appliances in accordance with regulation 19(4), may be permitted by the Administration in combination with other suitable arrangements to ensure an uninterrupted, adequate supply of ventilation to these spaces.

• (5) Fiddley openings shall be fitted with strong covers of steel or other equivalent material permanently attached in their proper positions and capable of being secured weathertight.

Regulation 18. Miscellaneous openings in freeboard and superstructure decks

• (1) Manholes and flush scuttles in position 1 or 2 or within superstructures other than enclosed superstructures shall be closed by substantial covers capable of being made watertight. Unless secured by closely spaced bolts, the covers shall be permanently attached.

• (2) Openings in freeboard decks other than hatchways, machinery space openings, manholes and flush scuttles shall be protected by an enclosed superstructure, or by a deckhouse or companionway of equivalent strength and weathertightness.

  Similarly, any such opening in an exposed superstructure deck, in the top of a deckhouse on the freeboard deck which gives access to a space below the freeboard deck or a space within an enclosed superstructure shall be protected by an efficient deckhouse or companionway. Doorways in such companionways or deckhouses that lead or give access to stairways leading below, shall be fitted with doors in accordance with regulation 12(1). Alternatively, if stairways within a deckhouse are enclosed within properly constructed companionways fitted with doors complying with regulation 12(1), the external door need not be weathertight.

• (3) Openings in the top of a deckhouse on a raised quarterdeck or superstructure of less than standard height, having a height equal to or greater than the standard quarterdeck height, shall be provided with an acceptable means of closing but need not be protected by an efficient deckhouse or companionway as defined in the regulation, provided that the height of the deckhouse is at least the standard height of a superstructure. Openings in the top of the deck house on a deck house of less than a standard superstructure height may be treated in a similar manner.

• (4) In position 1 the height above the deck of sills to the doorways in companionways shall be at least 600 mm. In position 2 it shall be at least 380 mm.

• (5) Where access is provided from the deck above as an alternative to access from the freeboard deck in accordance with regulation 3(10)(b), the height of sills into a bridge or poop shall be 380 mm. The same shall apply to deckhouses on the freeboard deck.

• (6) Where access is not provided from above, the height of the sills to doorways in deckhouses on the freeboard deck shall be 600 mm.

• (7) Where the closing appliances of access openings in superstructures and deckhouses are not in accordance with regulation 12(1), interior deck openings shall be considered exposed (i.e. situated in the open deck).

Regulation 19. Ventilators

• (1) Ventilators in position 1 or 2 to spaces below freeboard deck or decks of enclosed superstructures shall have coamings of steel or other equivalent material, substantially constructed and efficiently connected to the deck. Ventilators in position 1 shall have coamings of a height of at least 900 mm above the deck; in position 2 the coamings shall be of a height at least 760 mm above the deck.

  Where the coaming of any ventilator exceeds 900 mm in height it shall be specially supported.

• (2) Ventilators passing through superstructures other than enclosed superstructures shall have substantially constructed coamings of steel or other equivalent material at the freeboard deck.

• (3) Ventilators in position 1 the coamings of which extend to more than 4.5 m above the deck, and in position 2 the coamings of which extend to more than 2.3 m above the deck, need not be fitted with closing arrangements unless specifically required by the Administration.

• (4) Except as provided in paragraph (3), ventilator openings shall be provided with weathertight closing appliances of steel or other equivalent material. In ships of not more than 100 m in length the closing appliances shall be permanently attached; where not so provided in other ships, they shall be conveniently stowed near the ventilators to which they are to be fitted.

• (5) In exposed locations, the height of coamings may be increased to the satisfaction of the Administration.

Regulation 20. Air pipes

• (1) Where air pipes to ballast and other tanks extend above the freeboard or superstructure decks, the exposed parts of the pipes shall be of substantial construction; the height from the deck to the point where water may have access below shall be at least 760 mm on the freeboard deck and 450 mm on the superstructure deck.

• (2) Where these heights may interfere with the working of the ship, a lower height may be approved, provided that the Administration is satisfied that the closing arrangements and other circumstances justify a lower height.

• (3) Air pipes shall be provided with automatic closing devices.

• (4) Pressure-vacuum valves (PV valves) may be accepted on tankers.

Regulation 21. Cargo ports and other similar openings

• (1) Cargo ports and other similar openings in the sides of ships below the freeboard deck shall be fitted with doors so designed as to ensure the same watertightness and structural integrity as the surrounding shell plating. Unless otherwise granted by the Administration, these opening shall open outwards. The number of such openings shall be the minimum compatible with the design and proper working of the ship.

• (2) Unless otherwise permitted by the Administration, the lower edge of openings referred to in paragraph (1) shall not be below a line drawn parallel to the freeboard deck at side, which is at its lowest point at least 230 mm above the upper edge of the uppermost load line.

• (3) Where it is permitted to arrange cargo ports and other similar openings with their lower edge below the line specified in paragraph (2), additional features shall be fitted to maintain the watertight integrity.

• (4) The fitting of a second door of equivalent strength and watertightness is one acceptable arrangement. A leakage detection device shall be provided in the compartment between the two doors. Drainage of this compartment to the bilges, controlled by a readily accessible screw down valve, shall be arranged. The outer door shall open outwards.

• (5) Arrangements for bow doors and their inner doors, side doors and stern doors and their securings shall be in compliance with the requirements of a recognised organization, or with the applicable national standards of the Administration which provide an equivalent level of safety.

Regulation 22. Scuppers, inlets and discharges

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

• (1)

  • (a) Discharges led through the shell either from spaces below the freeboard deck or from within superstructures and deckhouses on the freeboard deck fitted with doors complying with the requirements of regulation 12 shall, except as provided in paragraph (2), be fitted with efficient and accessible means for preventing water from passing inboard. Normally each separate discharge shall have one automatic non-return valve with a positive means of closing it from a position above the freeboard deck. Where the inboard end of the discharge pipe is located at least 0.01L above the Summer Load Line, the discharge may have two automatic non-return valves without positive means of closing. Where that vertical distance exceeds 0.02L, a single automatic non-return valve without positive means of closing may be accepted. The means for operating the positive action valve shall be readily accessible and provided with an indicator showing whether the valve is open or closed.

  • (b) One automatic non-return valve and one sluice valve controlled from above the freeboard deck instead of one automatic non-return valve with a positive means of closing from a position above the freeboard deck, is acceptable.

  • (c) Where two automatic non-return valves are required, the inboard valve shall always be accessible for examination under service conditions (i.e., the inboard valve shall be above the level of the Tropical Load Line). If this is not practicable, the inboard valve need not be located above the Tropical Load Line, provided that a locally controlled sluice valve is fitted between the two automatic non-return valves.

  • (d) Where sanitary discharges and scuppers lead overboard through the shell in way of machinery spaces, a locally operated positive closing valve at the shell, together with a non-return valve inboard, is acceptable. The controls of the valves shall be in an easily accessible position.

  • (e) The position of the inboard end of discharges shall be related to the Summer Timber Load Line when a timber freeboard is assigned.

  • (f) The requirements for non-return valves are applicable only to those discharges which remain open during the normal operation of a ship. For discharges which are to be kept closed at sea, a single screw down valve operated from the deck is acceptable.

  • (g) Table 22.1 provides the acceptable arrangements of scuppers and discharges.

    

• (2) Scuppers led through the shell from enclosed superstructures used for the carriage of cargo shall be permitted only where the edge of the freeboard deck is not immersed when the ship heels 5° either way. In other cases the drainage shall be led inboard in accordance with the requirements of the International Convention for the Safety of Life at Sea in force.

• (3) In manned machinery spaces, main and auxiliary sea inlets and discharges in connection with the operation of machinery may be controlled locally. The controls shall be readily accessible and shall be provided with indicators showing whether the valves are open or closed.

• (4) Scuppers and discharge pipes originating at any level and penetrating the shell either more than 450 mm below the freeboard deck or less than 600 mm above the Summer Load Line shall be provided with a non-return valve at the shell. This valve, unless required by paragraph (1), may be omitted if the piping is of substantial thickness (see paragraph (7) below).

• (5) Scuppers leading from superstructures or deckhouses not fitted with doors complying with the requirements of regulation 12 shall be led overboard.

• (6) All shell fittings and the valves required by this regulation shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable. All pipes to which this regulation refers shall be of steel or other equivalent material to the satisfaction of the Administration.

• (7) Scupper and discharge pipes:

  • (a) For scupper and discharge pipes, where substantial thickness is not required:

    • (i) for pipes having an external diameter equal to or less than 155 mm, the thickness shall not be less than 4.5 mm;

    • (ii) for pipes having an external diameter equal to or more than 230 mm, the thickness shall not be less than 6 mm.

    Intermediate sizes shall be determined by linear interpolation.

  • (b) For scupper and discharge pipes, where substantial thickness is required:

    • (i) for pipes having an external diameter equal to or less than 80 mm, the thickness shall not be less than 7 mm;

    • (ii) for pipes having an external diameter of 180 mm, the thickness shall not be less than 10 mm;

    • (iii) for pipes having an external diameter equal to or more than 220 mm, the thickness shall not be less than 12.5 mm.

  Intermediate sizes shall be determined by linear interpolation.

Regulation 22-1. Garbage chutes

• (1) Two gate valves controlled from the working deck of the chute instead of the non- return valve with a positive means of closing from a position above the freeboard deck which comply with the following requirements are acceptable:

  • (a) the lower gate valve shall be controlled from a position above the freeboard deck. An interlock system between the two valves shall be arranged;

  • (b) the inboard end shall be located above the waterline formed by an 8.5° heel to port or starboard at a draft corresponding to the assigned summer freeboard, but not less than 1,000 mm above the summer waterline. Where the inboard end exceeds 0.01L above the summer waterline, valve control from the freeboard deck is not required, provided the inboard gate valve is always accessible under service conditions; and

  • (c) alternatively, the upper and lower gate valves may be replaced by a hinged weathertight cover at the inboard end of the chute together with a discharge flap. The cover and flap shall be arranged with an interlock so that the discharge flap cannot be operated until the hopper cover is closed.

• (2) The entire chute, including the cover, shall be constructed of material of substantial thickness.

• (3) The controls for the gate valves and/or hinged covers shall be clearly marked: “Keep closed when not in use”.

• (4) Where the inboard end of the chute is below the freeboard deck of a passenger ship or the equilibrium waterlines of a cargo ship to which damage stability requirements apply, then:

  • (a) the inboard end hinged cover/valve shall be watertight;

  • (b) the valve shall be a screw-down non-return valve fitted in an easily accessible position above the deepest load line; and

  • (c) the screw-down non-return valve shall be controlled from a position above the bulkhead deck and provided with open/closed indicators. The valve control shall be clearly marked: “Keep closed when not in use”.

Regulation 22-2. Spurling pipes and cable lockers

• (1) Spurling pipes and cable lockers shall be watertight up to the deck exposed to weather.

• (2) Where means of access are provided, they shall be closed by a substantial cover and secured by closely spaced bolts.

• (3) Spurling pipes through which anchor cables are led shall be provided with permanently attached closing appliances to minimize water ingress.

Regulation 23. Side scuttles, windows and skylights

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

• (1) Side scuttles and windows, together with their glasses, deadlights and storm covers2 , if fitted, shall be of an approved design and substantial construction.

  Non-metallic frames are not acceptable.

• (2) Side scuttles are defined as being round or oval openings with an area not exceeding 0.16 m². Round or oval openings having areas exceeding 0.16 m² shall be treated as windows.

• (3) Windows are defined as being rectangular openings generally, having a radius at each corner relative to the window size and round or oval openings with an area exceeding 0.16 m².

• (4) Side scuttles to the following spaces shall be fitted with hinged inside deadlights:

  • (a) spaces below freeboard deck;

  • (b) spaces within the first tier of enclosed superstructures; and

  • (c) first tier deckhouses on the freeboard deck protecting openings leading below or considered buoyant in stability calculations.

  Deadlights shall be capable of being closed and secured watertight if fitted below the freeboard deck and weathertight if fitted above.

• (5) Side scuttles shall not be fitted in such a position that their sills are below a line drawn parallel to the freeboard deck at side and having its lowest point 2.5% of the breadth (B), or 500 mm, whichever is the greatest distance, above the Summer Load Line (or Timber Summer Load Line if assigned).

• (6) If the required damage stability calculations indicate that the side scuttles would become immersed at any intermediate stage of flooding or the final equilibrium waterline, they shall be of the non-opening type.

• (7) Windows shall not be fitted in the following locations:

  • (a) below the freeboard deck;

  • (b) in the first tier end bulkheads or sides of enclosed superstructures; or

  • (c) in first tier deckhouses that are considered buoyant in the stability calculations.

• (8) Side scuttles and windows at the side shell in the second tier shall be provided with hinged inside deadlights capable of being closed and secured weathertight if the superstructure protects direct access to an opening leading below or is considered buoyant in the stability calculations.

• (9) Side scuttles and windows in side bulkheads set inboard from the side shell in the second tier which protect direct access below to spaces listed in paragraph (4) shall be provided with either hinged inside deadlights or, where they are accessible, permanently attached external storm covers which are capable of being closed and secured weathertight.

• (10) Cabin bulkheads and doors in the second tier and above separating side scuttles and windows from a direct access leading below or the second tier considered buoyant in the stability calculations may be accepted in place of deadlights or storm covers fitted to the side scuttles and windows.

• (11) Deckhouses situated on a raised quarter deck or on the deck of a superstructure of less than standard height may be regarded as being in the second tier as far as the requirements for deadlights are concerned, provided that the height of the raised quarter deck or superstructure is equal to or greater than the standard quarter deck height.

• (12) Fixed or opening skylights shall have a glass thickness appropriate to their size and position as required for side scuttles and windows. Skylight glasses in any position shall be protected from mechanical damage and, where fitted in position 1 or 2, shall be provided with permanently attached deadlights or storm covers.

Regulation 24. Freeing ports

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

• (1)

  • (a) Where bulwarks on the weather portions of freeboard or superstructure decks form wells, ample provision shall be made for rapidly freeing the decks of water and for draining them.

  • (b) Except as provided in paragraphs (1)(c) and (2), the minimum freeing port area (A) on each side of the ship for each well on the freeboard deck shall be that given by the following formulae in cases where the sheer in way of the well is standard or greater than standard.

    The minimum area for each well on superstructure decks shall be one-half of the area given by the following formulae:

    Where the length of bulwark (l) in the well is 20 m or less:

    A = 0.7 + 0.035 l m²;

    where l exceeds 20 m:

    A = 0.07 l m².

    l need in no case be taken as greater than 0.7L.

    If the bulwark is more than 1.2 m in average height, the required area shall be increased by 0.004 m² per metre of length of well for each 0.1 m difference in height. If the bulwark is less than 0.9 m in average height, the required area may be decreased by 0.004 m² per m of length of well for each 0.1 m difference in height.

  • (c) In ships with no sheer, the area calculated according to paragraph (b) shall be increased by 50%. Where the sheer is less than the standard, the percentage shall be obtained by linear interpolation.

  • (d) On a flush deck ship with a deckhouse amidships having a breadth of at least 80% of the beam of the ship and the passageways along the side of the ship not exceeding 1.5 m in width, two wells are formed. Each shall be given the required freeing port area based upon the length of each well.

  • (e) Where a screen bulkhead is fitted completely across the ship at the forward end of a midship deckhouse, the exposed deck is divided into two wells and there is no limitation on the breadth of the deckhouse.

  • (f) Wells on raised quarterdecks shall be treated as being on freeboard decks.

  • (g) Gutter bars greater than 300 mm in height fitted around the weather decks of tankers in way of cargo manifolds and cargo piping shall be treated as bulwarks. Freeing ports shall be arranged in accordance with this regulation. Closures attached to the freeing ports for use during loading and discharge operations are to be arranged in such a way that jamming cannot occur while at sea.

• (2) Where a ship fitted with a trunk does not comply with the requirements of regulation 36(1)(e) or where continuous or substantially continuous hatchway side coamings are fitted between detached superstructures, the minimum area of the freeing port openings shall be calculated from the following table:

  Breadth of hatchway or trunk in relation to the breadth of ship	Area of freeing ports in relation to the total area of the bulwarks
  40% or less	20%
  75% or more	10%

  The area of freeing ports at intermediate breadths shall be obtained by linear interpolation.

• (3) The effectiveness of the freeing area in bulwarks required by paragraph (1) depends on the free flow area across the deck of a ship.

  The free flow area on deck is the net area of gaps between hatchways, and between hatchways and superstructures and deckhouses up to the actual height of the bulwark.

  The freeing port area in bulwarks shall be assessed in relation to the net free flow area as follows:

  • (a) If the free flow area is not less than the freeing area calculated from paragraph (2) as if the hatchway coamings were continuous, then the minimum freeing port area calculated from paragraph (1) shall be deemed sufficient.

  • (b) If the free flow area is equal to, or less than the area calculated from paragraph (1), the minimum freeing area in the bulwarks shall be determined from paragraph (2).

  • (c) If the free flow area is smaller than calculated from paragraph (2), but greater than calculated from paragraph (1), the minimum freeing area in the bulwark shall be determined from the following formula:

    F = F₁+ F₂ – f_p (m²)

    where:

    F₁is the minimum freeing area calculated from paragraph (1);

    F₂is the minimum freeing area calculated from paragraph (2); and

    f_pis the total net area of passages and gaps between hatch ends and superstructures or deckhouses up to the actual height of bulwark.

• (4) In ships having superstructures on the freeboard deck or superstructure decks, which are open at either or both ends to wells formed by bulwarks on the open decks, adequate provision for freeing the open spaces within the superstructures shall be provided.

  The minimum freeing port area on each side of the ship for the open superstructure (A_s) and for the open well (A_w), shall be calculated in accordance with the following procedure:

  • (a) Determine the total well length (l_t) equal to the sum of the length of the open deck enclosed by bulwarks (l_w) and the length of the common space within the open superstructure (l_s).

  • (b) To determine A_s:

    • (i) calculate the freeing port area (A) required for an open well of length l_t in accordance with paragraph (1) with standard height bulwark assumed;

    • (ii) multiply by a factor of 1.5 to correct for the absence of sheer, if applicable, in accordance with paragraph (1)(c);

    • (iii) multiply by the factor (b_o/l_t) to adjust the freeing port area for the breadth (b_o) of the openings in the end bulkhead of the enclosed superstructure;

    • (iv) to adjust the freeing port area for that part of the entire length of the well which is enclosed by the open superstructure, multiply by the factor:

      1 – (l_w/l_t)²

      where l_wand l_tare defined in paragraph (4)(a);

    • (v) to adjust the freeing port area for the distance of the well deck above the freeboard deck, for decks located more than 0.5 h_s above the freeboard deck, multiply by the factor:

      0.5 (h_s/h_w)

      where h_w is the distance of the well deck above the freeboard deck and h_s is one standard superstructure height.

  • (c) To determine A_w:

    • (i) the freeing port area for the open well (A_w) shall be calculated in accordance with paragraph (b)(i), using l_w to calculate a nominal freeing port area (A’), and then adjusted for the actual height of the bulwark (h_b) by the application of one of the following area corrections, whichever is applicable:

      for bulwarks greater than 1.2 m in height:

      A_c= l_w((h_b – 1.2)/0.10)(0.004) m²;

      for bulwarks less than 0.9 m in height:

      A_c= l_w((h_b – 0.9)/0.10)(0.004) m²;

      for bulwarks between 1.2 m and 0.9 m in height there is no correction (i.e. A_c= 0);

    • (ii) the corrected freeing port area (A_w = A’ + A_c) shall then be adjusted for absence of sheer, if applicable, and height above freeboard deck as in paragraphs (b)(ii) and (b)(v), using h_sand h_w.

  • (d) The resulting freeing port areas for the open superstructure (A_s) and for the open well (A_w) shall be provided along each side of the open space covered by the open superstructure and each side of the open well, respectively.

  • (e) The above relationships are summarised by the following equations, assuming l_t, the sum of l_w and l_s, is greater than 20 m:

    freeing port area A_w for the open well:

    A_w= (0.07l_w + A_c) (sheer correction) (0.5h_s/h_w);

    freeing port area A_s for the open superstructure:

    A_s= (0.07l_t) (sheer correction) (b_o/l_t (1 – (l_w/l_t)²) (0.5h_s/h_w);

    where l_t is 20 m or less, the basic freeing port area is A = 0.7 + 0.035l_t in accordance with paragraph (1).

• (5) The lower edges of freeing ports shall be as near the deck as practicable. Two- thirds of the freeing port area required shall be provided in the half of the well nearest the lowest point of the sheer curve. One third of the freeing port area required shall be evenly spread along the remaining length of the well. With zero or little sheer on the exposed freeboard deck or an exposed superstructure deck the freeing port area shall be evenly spread along the length of the well.

• (6) All freeing port openings in the bulwarks shall be protected by rails or bars spaced approximately 230 mm apart. If shutters are fitted to freeing ports, ample clearance shall be provided to prevent jamming. Hinges shall have pins or bearings of non-corrodible material. Shutters shall not be fitted with securing appliances.

Regulation 25. Protection of the crew

• (1) The deckhouses used for the accommodation of the crew shall be constructed to an acceptable level of strength.

• (2) Guard rails or bulwarks shall be fitted around all exposed decks. The height of the bulwarks or guard rails shall be at least 1 m from the deck, provided that where this height would interfere with the normal operation of the ship, a lesser height may be approved, if the Administration is satisfied that adequate protection is provided.

• (3) Guard rails fitted on superstructure and freeboard decks shall have at least three courses. The opening below the lowest course of the guard rails shall not exceed 230 mm. The other courses shall be not more than 380 mm apart. In the case of ships with rounded gunwales the guard rail supports shall be placed on the flat of the deck. In other locations, guardrails with at least two courses shall be fitted.

  Guard rails shall comply with the following provisions:

  • (a) fixed, removable or hinged stanchions shall be fitted about 1.5 m apart.

    Removable or hinged stanchions shall be capable of being locked in the upright position;

  • (b) at least every third stanchion shall be supported by a bracket or stay;

  • (c) where necessary for the normal operation of the ship, steel wire ropes may be accepted in lieu of guard rails. Wires shall be made taut by means of turnbuckles; and

  • (d) where necessary for the normal operation of the ship, chains fitted between two fixed stanchions and/or bulwarks are acceptable in lieu of guard rails.

• (4) Satisfactory means for safe passage required by regulation 25-1 (in the form of guard rails, lifelines, gangways or underdeck passages, etc.) shall be provided for the protection of the crew in getting to and from their quarters, the machinery space and any other spaces used in the essential operation of the ship.

• (5) Deck cargo carried on any ship shall be so stowed that any opening which is in way of the cargo and which gives access to and from the crew’s quarters, the machinery space and all other parts used in the essential operation of the ship can be closed and secured against water ingress. Protection for the crew in the form of guard rails or lifelines shall be provided above the deck cargo if there is no convenient passage on or below the deck of the ship.

Regulation 25-1. Means for safe passage of crew

• (1) The safe passage of crew shall be provided by at least one of the means prescribed in table 25-1-1.1 below:

  Type of ship	Locations of acces in ship	Assigned summer freeboard	Acceptable arrangement according to type of freeboeard assigned***
  			Type ‘A’	Type ‘B-100’	Type ‘B-60’	Type ‘B’ and ‘B+’
  All ships other than oil tankers*, chemical tankers* and gas carriers*	1.1 Access to midship quarters 1.1.1 Between poop and bridge, or 1.1.2 Between poop and deckhouse containing living accomodation or navigating equipment, or both.	≤3,000 mm	(a) (b) (c)	(a) (b) (c)	(a) (b) (c)(i) (e) (f)(i)	(a) (b) (c)(i) (e)(ii) (c)(iv) (d)(i) (d)(ii) (d)(iii) (e) (f)(i) (f)(ii) (f)(iv)
  		> 3,000 mm	(a) (b) (e)	(a) (b) (e)	(a) (b) (e)(i) (c)(ii) (e) (f)(i) (f)(ii)
  	1.2 Access to ends 1.2.1 Between poop and bow (if there is no bridge). 1.2.2 Between bridge and bow, or 1.2.3. Between a deckhouse containing living accommodation or navigating equipment, or both, and bow, or 1.2.4. In the case of a flush deck ship, between crew accommodation and the forward and after ends of ship.	≤ 3,000 mm	(a) (b) (c)(i) (e) (f)(i)	(a) (b) (c)(i) (e) (e)(ii) (f)(i) (f)(ii)	(a) (b) (c)(i) (e)(ii) (e) (f)(i) ( f)(ii)
  		≤ 3,000 mm	(a) (b) (c)(i) (d)(i) (e) (d)(i) (f)(i)	(a) (b) (c)(i) (e)(ii) (d)(i) (d)(ii) (e) (f)(i) (f)(ii)	(a) (b) (c)(i) (c)(ii) (c)(iv) (d)(i) (d)(ii) (d)(iii) (e) (f)(i) (f)(ii) (f)(iv)
  Oil tankers*, chemical tankers* and gas carriers*	2.1 Access to bow 2.1.1 Between poop and how or 2.1.2 Between a deckhouse containing living accommodation or navigating equipment, or both, and bow, or 2.1.3 In the case of a flush deck ship, between crew accommodation and the forward ends of ship	≤ (Ar + H4)**	(a) (c) (f)(i) (f)(v)
  		> (Ar + H4)**	(a) (e) (f)(i) (f)(ii)
  	2.2 Access to after end In the case of a flush deck ship, between crew accommodation and the after end of ship.	As required in 1.2.4 for other types of ships

  ^*Oil tankers, chemical tankers and gas carreirs as defined in regulations II-1/2.12, VII/8.2 and VII/11.2, respectively, of the International Convention for the Safety of Life at Sea, 1974, as amended.

  ^**A_r: the minimum summer freeboard calculated as type ‘A’ ship regardless of the type freeboard actually assigned.

  H₄: the standard height of superstructure as defined in regulation 33.

  ^***Arrangements (a)-(f) are described in paragraph (2) below. Locations (i)-(v) are described in paragraph (3) below.

  Table 25-1-1

• (2) Acceptable arrangements referred to in table 25-1.1 are defined as follows:

  • (a) A well lighted and ventilated under-deck passageway (with a clear opening of at least 0.8 m wide and 2 m high), as close as practicable to the freeboard deck, connecting and providing access to the locations in question.

  • (b) A permanent and efficiently constructed gangway, fitted at or above the level of the superstructure deck, on or as near as practicable to the centre line of the ship, providing a continuous platform at least 0.6 m in width and a non-slip surface and with guard rails extending on each side throughout its length. Guard rails shall be at least 1 m high with three courses and constructed as required in regulation 25(3). A foot-stop shall be provided.

  • (c) A permanent walkway at least 0.6 m in width, fitted at freeboard deck level and consisting of two rows of guard rails with stanchions spaced not more than 3 m. The number of courses of rails and their spacing shall be in accordance with regulation 25(3). On type “B” ships, hatchway coamings not less than 0.6 m in height may be accepted as forming one side of the walkway, provided that two rows of guard rails are fitted between the hatchways.

  • (d) A wire rope lifeline not less than 10 mm in diameter, supported by stanchions not more than 10 m apart, or a single hand rail or wire rope attached to hatch coamings, continued and supported between hatchways.

  • (e) A permanent gangway that is:

    • (i) located at or above the level of the superstructure deck;

    • (ii) located on or as near as practicable to the centre line of the ship;

    • (iii) located so as not to hinder easy access across the working areas of the deck;

    • (iv) providing a continuous platform at least 1 m in width;

    • (v) constructed of fire resistant and non-slip material;

    • (vi) fitted with guard rails extending on each side throughout its length;

      guard rails shall be at least 1 m high with courses as required by regulation 25(3) and supported by stanchions spaced not more than 1.5 m apart;

    • (vii) provided with a foot-stop on each side;

    • (viii) having openings, with ladders where appropriate, to and from the deck. Openings shall not be more than 40 m apart; and

    • (ix) having shelters set in way of the gangway at intervals not exceeding 45 m if the length of the exposed deck to be traversed exceeds 70 m. Every such shelter shall be capable of accommodating at least one person and be so constructed as to afford weather protection on the forward, port and starboard sides.

  • (f) A permanent walkway located at the freeboard deck level, on or as near as practicable to the centre line of the ship, having the same specifications as those for a permanent gangway listed in (e), except for foot-stops. On type “B” ships (certified for the carriage of liquids in bulk) with a combined height of hatch coaming and fitted hatch cover of not less than 1 m in height, the hatchway coamings may be accepted as forming one side of the walkway, provided that two rows of guard rails are fitted between the hatchways.

• (3) Permitted transverse locations for arrangements in paragraphs (2)(c), (d) and (f) above, where appropriate:

  • (i) at or near the centre line of the ship; or fitted on hatchways at or near the centre line of the ship;

  • (ii) fitted on each side of the ship;

  • (iii) fitted on one side of the ship, provision being made for fitting on either side;

  • (iv) fitted on one side of the ship only;

  • (v) fitted on each side of the hatchways, as near to the centre line as practicable.

• (4)

  • (a) Where wire ropes are fitted, turnbuckles shall be provided to ensure their tautness.

  • (b) Where necessary for the normal operation of the ship, steel wire ropes may be accepted in lieu of guard rails.

  • (c) Where necessary for the normal operation of the ship, chains fitted between two fixed stanchions are acceptable in lieu of guard rails.

  • (d) Where stanchions are fitted, every third stanchion shall be supported by a bracket or stay.

  • (e) Removable or hinged stanchions shall be capable of being locked in the upright position.

  • (f) A means of passage over obstructions such as pipes or other fittings of a permanent nature, shall be provided.

  • (g) Generally, the width of the gangway or deck-level walkway should not exceed 1.5 m.

• (5) For tankers less than 100 m in length, the minimum width of the gangway platform or deck-level walkway fitted in accordance with paragraphs (2)(e) or (f) above, respectively, may be reduced to 0.6 m.

Regulation 26. Special conditions of assignment for type “A” ships

Machinery casings

• (1) Machinery casings on type “A” ships, as defined in regulation 27, shall be protected by one of the following arrangements:

  • (a) an enclosed poop or bridge of at least standard height; or

  • (b) a deckhouse of equal height and equivalent strength.

• (2) Machinery casings may, however, be exposed if there are no openings giving direct access from the freeboard deck to the machinery space. A door complying with the requirements of regulation 12 is acceptable in the machinery casing, provided that it leads to a space or passageway which is as strongly constructed as the casing and is separated from the stairway to the engine-room by a second weathertight door of steel or other equivalent material.

Gangway and access

• (3) A fore and aft permanent gangway, constructed in accordance with the provisions of regulation 25-1(2)(e), shall be fitted on type “A” ships at the level of the superstructure deck between the poop and the midship bridge or deckhouse where fitted. The arrangement contained in regulation 25-1(2)(a) is considered an equivalent means of access to carry out the purpose of the gangway.

• (4) Safe access from the gangway level shall be available between separate crew accommodations and also between crew accommodations and the machinery space.

Hatchways

• (5) Exposed hatchways on the freeboard and forecastle decks or on the tops of expansion trunks on type “A” ships shall be provided with efficient watertight covers of steel or other equivalent material.

Freeing arrangements

• (6) Type “A” ships with bulwarks shall have open rails fitted for at least half the length of the weather deck or other equivalent freeing arrangements. A freeing port area, in the lower part of the bulwarks, of 33% of the total area of the bulwarks, is an acceptable equivalent freeing arrangement. The upper edge of the sheer strake shall be kept as low as practicable.

• (7) Where superstructures are connected by trunks, open rails shall be fitted for the whole length of the exposed parts of the freeboard deck.

CHAPTER III. FREEBOARDS

Regulation 27. Types of ships

[Wijziging(en) op nader te bepalen datum(s); laatste bekendgemaakt in 1972. Zie het overzicht van wijzigingen]

• (1) For the purposes of freeboard computation, ships shall be divided into type “A” and type “B”.

Type “A” ships

• (2) A type “A” ship is a ship which:

  • (a) is designed to carry only liquid cargoes in bulk;

  • (b) has a high integrity of the exposed deck with only small access openings to cargo compartments, closed by watertight gasketed covers of steel or equivalent material; and

  • (c) has low permeability of loaded cargo compartments.

• (3) A type “A” ship, if over 150 m in length, to which a freeboard less than type “B” has been assigned, when loaded in accordance with the requirements of paragraph (11), shall be able to withstand the flooding of any compartment or compartments, with an assumed permeability of 0.95, consequent upon the damage assumptions specified in paragraph (12), and shall remain afloat in a satisfactory condition of equilibrium, as specified in paragraph (13). In such a ship, the machinery space shall be treated as a floodable compartment, but with a permeability of 0.85.

• (4) A type “A” ship shall be assigned a freeboard not less than that given in table 28.1.

Type “B” ships

• (5) All ships which do not come within the provisions regarding type “A” ships in paragraphs (2) and (3) shall be considered as type “B” ships.

• (6) Type “B” ships, which in position 1 have hatch covers which are permitted by the Administration to comply with the requirements of regulation 15 (other than paragraph (6)) or which are fitted with securing arrangements accepted under the provisions of regulation 16(6), shall be assigned freeboards based upon the values given in table 28.2, increased by the values given in table 27.1:

  Freeboard increase over tabular freeboard for type “B” ships, for ships with hatch covers complying with the provisions of regulation 15 (other than paragraph (6))

  Length of ship (m)	Freeboard increase (mm)	Length of ship (m)	Freeboard increase (mm)	Length of ship (m)	Freeboard increase (mm)
  108 and below	50	139	175	170	290
  109	52	140	181	171	292
  110	55	141	186	172	294
  111	57	142	191	173	297
  112	59	143	196	174	299
  113	62	144	201	175	301
  114	64	145	206	176	304
  115	68	146	210	177	306
  116	70	147	215	178	308
  117	73	148	219	179	311
  118	76	149	224	180	313
  119	80	150	228	181	315
  120	84	151	232	182	318
  121	87	152	236	183	320
  122	91	153	240	184	322
  123	95	154	244	185	325
  124	99	155	247	186	327
  125	103	156	251	187	329
  126	108	157	254	188	332
  127	112	158	258	189	334
  128	116	159	261	190	336
  129	121	160	264	191	339
  130	126	161	267	192	341
  131	131	162	270	193	343
  132	136	163	273,	194	346
  133	142	164	275	195	348
  134	147	165	278	196	350
  135	153	166	280	197	353
  136	159	167	283	198	355
  137	164	168	285	199	357
  138	170	169	287	200	358

  Freeboards at intermediate lengths of ship shall be obtained by linear interpolation. Ships above 200 m in length shall be dealt with by the Administration.

  Table 27.1

• (7) Type “B” ships, which in position 1 have hatchways fitted with hatch covers complying with the requirements of regulation 16(2) through (5), shall, except as provided in paragraphs (8) to (13) inclusive, be assigned freeboards based on table 28.2.

• (8) Any type “B” ship of over 100 m in length may be assigned freeboards less than those required under paragraph (7), provided that, in relation to the amount of reduction granted, the Administration is satisfied that:

  • (a) the measures provided for the protection of the crew are adequate;

  • (b) the freeing arrangements are adequate;

  • (c) the covers in position 1 and 2 comply with the provisions of regulation 16(1) through (5) and (7); and

  • (d) the ship, when loaded in accordance with the requirements of paragraph (11), shall be able to withstand the flooding of any compartment or compartments, with an assumed permeability of 0.95, consequent upon the damage assumptions specified in paragraph (12), and shall remain afloat in a satisfactory condition of equilibrium, as specified in paragraph (13). In such a ship, if over 150 m in length, the machinery space shall be treated as a floodable compartment, but with a permeability of 0.85.

• (9) In calculating the freeboards for type “B” ships which comply with the requirements of paragraphs (8), (11), (12) and (13), the values from table 28.2 shall not be reduced by more than 60% of the difference between the tabular values in tables 28.1 and 28.2 for the appropriate ship lengths.

• (10)

  • (a) The reduction in tabular freeboard allowed under paragraph (9) may be increased up to the total difference between the values in table 28.1 and those in table 28.2 on condition that the ship complies with the requirements of:

    • (i) regulation 26, other than paragraph (5), as if it were a type “A” ship;

    • (ii) paragraphs (8), (11) and (13); and

    • (iii) paragraph (12), provided that throughout the length of the ship any one transverse bulkhead will be assumed to be damaged, such that two adjacent fore and aft compartments shall be flooded simultaneously, except that such damage will not apply to the boundary bulkheads of a machinery space.

  • (b) In such a ship, if over 150 m in length, the machinery space shall be treated as a floodable compartment, but with a permeability of 0.85.

Initial condition of loading

• (11) The initial condition of loading before flooding shall be determined as follows:

  • (a) The ship is loaded to its Summer Load Waterline on an imaginary even keel.

  • (b) When calculating the vertical centre of gravity, the following principles apply:

    • (i) homogeneous cargo is carried;

    • (ii) all cargo compartments, except those referred to under subparagraph (iii), but including compartments intended to be partially filled, shall be considered fully loaded except that in the case of fluid cargoes each compartment shall be treated as 98% full;

    • (iii) if the ship is intended to operate at its Summer Load Waterline with empty compartments, such compartments shall be considered empty, provided the height of the centre of gravity so calculated is not less than as calculated under subparagraph (ii);

    • (iv) 50 per cent of the ship's total capacity of tanks and spaces fitted to contain each type of consumables and stores is allowed for. It shall be assumed that for each type of liquid at least one transverse pair or a single centreline tank has maximum free surface, and the tank or combination of tanks to be taken into account shall be those where the effect of free surfaces is the greatest; in each tank the centre of gravity of the contents shall be taken at the centre of volume of the tank. The remaining tanks shall be assumed either completely empty or completely filled, and the distribution of consumable liquids between these tanks shall be effected so as to obtain the greatest possible height above the keel for the centre of gravity;

    • (v) Ballast water tanks shall normally be considered to be empty and no free surface correction shall be made for them;

    • (vi) Alternative treatment for free surface may be considered when developing the final condition for application of damage specified in regulation 27(12):

      • aa) Method 1 (appropriate to virtual corrections). The virtual centre of gravity for the initial condition is determined as follows:

        • i. the loading condition shall be developed in accordance with paragraphs (i) to (iv);

        • ii. the correction for the free surfaces is added to the vertical centre of gravity;

        • iii. one virtual initial condition with all compartments empty is generated on summer load line draught with level trim, using the vertical centre of gravity from the above loading condition; and

        • iv. the damage cases will be checked for compliance with the damage stability criteria using the above initial condition;

      • bb) Method 2 (appropriate to the use of actual free surface moments according to the assumed tank fillings for damage case). The virtual centre of gravity for the initial condition is determined as follows:

        • i. the loading condition shall be developed in accordance with paragraphs (i) to (iv);

        • ii. one virtual initial condition for each damage case with liquid-filled compartments may be generated on summer load line draught with level trim, using the initial virtual condition with filled compartments generated on summer load line draught with level trim. Using the vertical centre of gravity and free surface correction from the above loading condition separate calculations for each damage case are performed, only the liquid-filled compartments to be damaged are left empty before damage; and

        • iii. the damage cases will be checked for compliance with the damage stability criteria using above initial conditions (one initial condition for each damage case).

    • (vii) weights shall be calculated on the basis of the following values for specific gravities:

      salt water	1.025
      fresh water	1.000
      oil fuel	0.950
      diesel oil	0.900
      lubricating oil	0.900.

Damage assumptions

• (12) The following principles regarding the character of the assumed damage apply:

  • (a) The vertical extent of damage in all cases is assumed to be from the base line upwards without limit.

  • (b) The transverse extent of damage is equal to B/5 or 11.5 m, whichever is the lesser, measured inboard from the side of the ship perpendicularly to the centreline at the level of the summer load waterline.

  • (c) If damage of a lesser extent than specified in subparagraphs (a) and (b) results in a more severe condition, such lesser extent shall be assumed.

  • (d) Except where otherwise required by paragraph (10)(a), the flooding shall be confined to a single compartment between adjacent transverse bulkheads, provided that the inner longitudinal boundary of the compartment is not in a position within the transverse extent of assumed damage. Transverse boundary bulkheads of wing tanks which do not extend over the full breadth of the ship shall be assumed not to be damaged, provided that they extend beyond the transverse extent of assumed damage prescribed in subparagraph (b).

    If in a transverse bulkhead there are steps or recesses of not more than 3 m in length, located within the transverse extent of assumed damage as defined in subparagraph (b), such transverse bulkhead may be considered intact and the adjacent compartment may be floodable singly. If, however, within the transverse extent of assumed damage there is a step or recess of more than 3 m in length in a transverse bulkhead, the two compartments adjacent to this bulkhead shall be considered as flooded. The step formed by the afterpeak bulkhead and the afterpeak tank top shall not be regarded as a step for the purpose of this regulation.

  • (e) Where a main transverse bulkhead is located within the transverse extent of assumed damage and is stepped in way of a double bottom or side tank by more than 3 m, the double bottom or side tanks adjacent to the stepped portion of the main transverse bulkhead shall be considered as flooded simultaneously. If this side tank has openings into one or several holds, such as grain feeding holes, such hold or holds shall be considered as flooded simultaneously. Similarly, in a ship designed for the carriage of fluid cargoes, if a side tank has openings into adjacent compartments, such adjacent compartments shall be considered as empty and as being flooded simultaneously. This provision is applicable even where such openings are fitted with closing appliances, except in the case of sluice valves fitted in bulkheads between tanks and where the valves are controlled from the deck. Manhole covers with closely spaced bolts are considered equivalent to the unpierced bulkhead, except in the case of openings in topside tanks making the topside tanks common to the holds.

  • (f) Where the flooding of any two adjacent fore and aft compartments is envisaged, main transverse watertight bulkheads shall be spaced at least 1/3 L^2/3 or 14.5 m, whichever is the lesser, in order to be considered effective. Where transverse bulkheads are spaced at a lesser distance, one or more of these bulkheads shall be assumed as non-existent in order to achieve the minimum spacing between bulkheads.

Condition of equilibrium

• (13) The condition of equilibrium after flooding shall be regarded as satisfactory provided:

  • (a) The final waterline after flooding, taking into account sinkage, heel and trim, is below the lower edge of any opening through which progressive downflooding may take place. Such openings shall include air pipes, ventilators (even if they comply with regulation 19(4)) and openings which are closed by means of weathertight doors (even if they comply with regulation 12) or hatch covers (even if they comply with regulation 16(1) through (5)), and may exclude those openings closed by means of manhole covers and flush scuttles (which comply with regulation 18), cargo hatch covers of the type described in regulation 27(2), remotely operated sliding watertight doors, hinged watertight access doors with open/closed indication locally and at the navigation bridge, of the quick-acting or single-action type that are normally closed at sea, hinged watertight doors that are permanently closed at sea, and sidescuttles of the non-opening type (which comply with regulation 23). In the case of doors separating a main machinery space from a steering gear compartment, watertight doors may be of a hinged, quick-acting type kept closed at sea whilst not in use, provided also that the lower sill of such doors is above the summer load waterline.

  • (b) If pipes, ducts or tunnels are situated within the assumed extent of damage penetration as defined in paragraph (12)(b), arrangements shall be made so that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable in the calculation for each case of damage.

  • (c) The angle of heel due to unsymmetrical flooding does not exceed 15°. If no part of the deck is immersed, an angle of heel of up to 17° may be accepted.

  • (d) The metacentric height in the flooded condition is positive.

  • (e) When any part of the deck outside the compartment assumed flooded in a particular case of damage is immersed, or in any case where the margin of stability in the flooded condition may be considered doubtful, the residual stability is to be investigated. It may be regarded as sufficient if the righting lever curve has a minimum range of 20° beyond the position of equilibrium with a maximum righting lever of at least 0.1 m within this range. The area under the righting lever curve within this range shall be not less than 0.0175 m.rad. The Administration shall give consideration to the potential hazard presented by protected or unprotected openings which may become temporarily immersed within the range of residual stability.

  • (f) The Administration is satisfied that the stability is sufficient during intermediate stages of flooding.

  • (g) Compliance with the residual stability criteria specified in paragraphs (a), (c), (d) and (e) above is not required to be demonstrated in service loading conditions using a stability instrument, stability software or other approved method.

Ships without means of propulsion

• (14) A lighter, barge or other ship without independent means of propulsion shall be assigned a freeboard in accordance with the provisions of these regulations.

  Barges which meet the requirements of paragraphs (2) and (3) may be assigned type “A” freeboards:

  • (a) The Administration should especially consider the stability of barges with cargo on the weather deck. Deck cargo can only be carried on barges to which the ordinary type “B” freeboard is assigned.

  • (b) However, in the case of barges which are unmanned, the requirements of regulations 25, 26(3), 26(4) and 39 shall not apply.

  • (c) Such unmanned barges which have on the freeboard deck only small access openings closed by watertight gasketed covers of steel or equivalent material may be assigned a freeboard 25% less than those calculated in accordance with these regulations.

Regulation 28. Freeboard tables

Type ‘A’ ships

• (1) The tabular freeboard for type “A” ships shall be determined from table 28.1:

  Table 28.1 Freeboard table for type “A” ships

  Length of ship (m)	Freeboard (mm)	Length of ship (m)	Freeboard (mm)	Length of ship (m)	Freeboard (mm)
  24	200	51	455	78	814
  25	208	52	467	79	828
  26	217	53	478	80	841
  27	225	54	490	81	855
  28	233	55	503	82	869
  29	242	56	516	83	883
  30	250	57	530	84	897
  31	258	58	544	85	911
  32	267	59	559	86	926
  33	275	60	573	87	940
  34	283	61	587	88	955
  35	292	62	600	89	969
  36	300	63	613	90	984
  37	308	64	626	91	999
  38	316	65	639	92	1014
  39	325	66	653	93	1029
  40	334	67	666	94	1044
  41	344	68	680	95	1059
  42	354	69	693	96	1074
  43	364	70	706	97	1089
  44	374	71	720	98	1105
  45	385	72	733	99	1120
  46	396	73	746	100	1135
  47	408	74	760	101	1151
  48	420	75	773	102	1166
  50	443	77	800	104	1196
  105	1212	168	2240	231	2880
  106	1228	169	2254	232	2888
  107	1244	170	2268	233	2895
  108	1260	171	2281	234	2903
  109	1276	172	2294	235	2910
  110	1293	173	2307	236	2918
  111	1309	174	2320	237	2925
  112	1326	175	2332	238	2932
  113	1342	176	2345	239	2939
  114	1359	177	2357	240	2946
  115	1376	178	2369	241	2953
  116	1392	179	2381	242	2959
  117	1409	180	2393	243	2966
  118	1426	181	2405	244	2973
  119	1442	182	2416	245	2979
  120	1459	183	2428	246	2986
  121	1476	184	2440	247	2993
  122	1494	185	2451	248	3000
  123	1511	186	2463	249	3006
  124	1528	187	2474	250	3012
  125	1546	188	2486	251	3018
  126	1563	189	2497	252	3024
  127	1580	190	2508	253	3030
  128	1598	191	2519	254	3036
  129	1615	192	2530	255	3042
  130	1632	193	2541	256	3048
  131	1650	194	2552	257	3054
  132	1667	195	2562	258	3060
  133	1684	196	2572	259	3066
  134	1702	197	2582	260	3072
  135	1719	198	2592	261	3078
  136	1736	199	2602	262	3084
  137	1753	200	2612	263	3089
  138	1770	201	2622	264	3095
  139	1787	202	2632	265	3101
  140	1803	203	2641	266	3106
  141	1820	204	2650	267	3112
  142	1837	205	2659	268	3117
  143	1853	206	2669	269	3123
  144	1870	207	2678	270	3128
  145	1886	208	2687	271	3133
  146	1903	209	2696	272	3138
  147	1919	210	2705	273	3143
  148	1935	211	2714	274	3148
  149	1952	212	2723	275	3153
  150	1968	213	2732	276	3158
  151	1984	214	2741	277	3163
  152	2000	215	2749	278	3167
  153	2016	216	2758	279	3172
  154	2032	217	2767	280	3176
  155	2048	218	2775	281	3181
  156	2064	219	2784	282	3185
  157	2080	220	2792	283	3189
  158	2096	221	2801	284	3194
  159	2111	222	2809	285	3198
  160	2126	223	2817	286	3202
  161	2141	224	2825	287	3207
  162	2155	225	2833	288	3211
  163	2169	226	2841	289	3215
  164	2184	227	2849	290	3220
  165	2198	228	2857	291	3224
  166	2212	229	2865	292	3228
  167	2226	230	2872	293	3233
  294	3237	318	3325	342	3387
  295	3241	319	3328	343	3389
  296	3246	320	3331	344	3392
  297	3250	321	3334	345	3394
  298	3254	322	3337	346	3396
  299	3258	323	3339	347	3399
  300	3262	324	3342	348	3401
  301	3266	325	3345	349	3403
  302	3270	326	3347	350	3406
  303	3274	327	3350	351	3408
  304	3278	328	3353	352	3410
  305	3281	329	3355	353	3412
  306	3285	330	3358	354	3414
  307	3288	331	3361	355	3416
  308	3292	332	3363	356	3418
  309	3295	333	3366	357	3420
  310	3298	334	3368	358	3422
  311	3302	335	3371	359	3423
  312	3305	336	3373	360	3425
  313	3308	337	3375	361	3427
  314	3312	338	3378	362	3428
  315	3315	339	3380	363	3430
  316	3318	340	3382	364	3432
  317	3322	341	3385	365	3433

  Freeboards at intermediate lengths of ship shall be obtained by linear interpolation.

  Ships above 365 m in length shall be dealt with by the Administration.

Type “B” ships

• (2) The tabular freeboard for type “B ships shall be determined from table 28.2:

  Table 28.2 Freeboard table for type “B” ships

  Length of ship (m)	Freeboard (mm)	Length of ship (m)	Freeboard (mm)	Length of ship (m)	Freeboard (mm)
  24	200	70	721	116	1609
  25	208	71	738	117	1630
  26	217	72	754	118	1651
  27	225	73	769	119	1671
  28	233	74	784	120	1690