032-74 SECTION 16 LOAD LINE ASSIGNMENT AND REGULATIONS Model Answers

032-74
STABILITY AND STRUCTURE
PAST PAPERS QUESTIONS
SECTION 16
LOAD LINE ASSIGNMENT AND REGULATIONS

and
Miscellaneous Load Line Related Questions
Model answers
Compiled and updated by
Martin Rhodes
1
032-74 SECTION 16: LOAD LINE ASSIGNMENT AND REGULATIONS (Model answers)
July 2011
Solution
NOTE
Text is grey is NOT considered essential.
A type ‘A’ ship is one 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.
The tabular freeboard is the freeboard that would be assigned to a standard ship built to
the highest recognised standards and having FIVE specific characteristics as follows:
• a block coefficient of 0.68;
• a length to depth ratio of 15 i.e., L/D = 15;
• no superstructure;
• a parabolic sheer of the freeboard deck attaining a particular height at the forward
and after perpendiculars as prescribed by formulae (depending on the length of the
ship);
• a minimum bow height above the load waterline as prescribed by formulae

(depending on Cb and length of ship).
It is how each of the above characteristics for the ship in question differs from the standard
ship that will determine whether the following corrections to the tabular freeboard are
added or subtracted.
The corrections to the tabular freeboard are as follows:
(1) Correction for block coefficient

Where the block coefficient (Cb) exceeds 0.68, the tabular freeboard shall be multiplied by
a factor:
Cb + 0.68
1.36
The block coefficient is not to be taken greater than 1.0.
Explanation
The standard ship has a block coefficient of 0.68.
2
If Cb is greater than this the freeboard must be increased. This is achieved by multiplying it
by the above factor.
Reasoning for this is as follows:
For the same draught, a larger Cb causes an increase in the underwater volume displaced,
so freeboard must be increased in order that the reserve buoyancy amounts to the same
percentage of the greater displaced volume as it would have been had Cb been 0.68.
See figure.
(2) Correction for depth

Consider bilging principles.
Explanation
The standard ship has a L/D ratio of 15.
If the L/D ratio is less than 15, which is usually the case, the freeboard is increased.
If the L/D ratio is greater than 15 then the freeboard may be decreased provided that the
ship has an enclosed superstructure covering at least 0.6L amidships.
Reasoning for this is as follows. Consider the two vessels shown.
3
If both ships in the figure are considered where an amidships compartment extending the
full depth of the hull were flooded due to damage, Ship 1 would experience greater sinkage
and loss of freeboard than Ship 2, since in each case, the volume of buoyancy that has been
lost must be regained by the remaining intact parts of the hull.
Therefore: Ship 1 would have freeboard increased;
Ship 2 may have freeboard reduced provided it had sufficient superstructure.
(3) Correction for position of deck line

Where the actual depth to the upper edge of the deck line is greater or less than D, the
difference between the depths shall be added to or deducted from the freeboard.
Explanation
The figure illustrates an example of a rounded sheerstrake where such correction may be
necessary.
This correction to freeboard does NOT affect the carrying capacity of the ship; the
correction will be noted on the Load Line Certificate.
(4) Deduction for superstructures and trunks

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).
A ship fitted with appropriate superstructure (and trunks) will be permitted a reduction in
freeboard.
4
This is based on:
• The effective length of the superstructure and trunks in relation to the length of the
ship;
• The effective height of the superstructure and trunks;
• The effective length of a forecastle in relation to the length of the ship.
Explanation
The standard ship has no superstructure.
Superstructure and trunks provide the ship with additional reserve buoyancy and a
forecastle increases the effective bow height which limits water being shipped on deck when
pitching.
For these reasons a reduction in freeboard may be granted.
(5) Correction for sheer profile

Sheer is the curvature of the freeboard deck in a fore and aft direction.
Sheer profile is measured based on profile ordinates at specified positions in the ship’s
length from the deck at side to a line of reference drawn parallel to the keel through the
sheer line amidships.
The standard ship has a sheer profile given in a table that specifies stations (positions) in
the length of the ship from amidships where the ordinates are measured.
Depending on the excess or deficiency of the ship’s sheer profile compared to that of the
standard ship, freeboard may be increased or decreased accordingly.
Explanation
Benefits of sheer include:
• Greater reserve buoyancy at the ends of the ship, particularly forward, ensuring good
lift in a head/following sea;
• Reduces water shipped on deck;
• Reduces risk of foredeck being submerged after collision thus improving survivability
in the damaged condition and helps to maintain an acceptable angle of heel at which
progressive down-flooding takes place.
Therefore, any deficiency in sheer will result in an increase in freeboard.
5
Any excess sheer will result in a deduction in freeboard.
The amount of the deduction or increase in freeboard is determined by formulae in the

regulations.
(6) Correction for bow height

The bow height (Fb), defined as the vertical distance at the forward perpendicular between
the waterline corresponding to the assigned summer freeboard and the designed trim and
the top of the exposed deck at side, shall be not less than that prescribed by a minimum
bow height formula.
Having a prescribed minimum bow height will ensure seaworthiness with respect to the
effects of pitching and the likelihood of shipping water forward.
Where the bow height is LESS than the MINIMUM BOW HEIGHT determined by the formula,
the freeboard so far calculated for the ship shall be INCREASED by an amount equal to the
difference between the bow height and the minimum bow height; ie. the bow height formula
minimum will be assigned as the Summer Freeboard.
Explanation
A minimum allowable bow height must be maintained when the vessel is floating to the
summer load line at its design trim. The assigned Summer Freeboard for a vessel must be
increased, if necessary, to ensure that the minimum bow height requirements are met.
However, to prevent this increase in freeboard, the required bow height may be achieved
by:
• including sheer provided sheer extends over at least 0.15L from the forward
perpendicular; or
• fitting a raised forecastle provided that such a forecastle extends over at least 0.07L
from the forward perpendicular.
6
Having taken into consideration the corrections described the summer freeboard will be
assigned to the ship.
_______________________________________________________________________
7
Mar 2012
Solution
NOTE
Text is grey is NOT considered essential.
A type ‘A’ ship is one 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.
The flooding requirements for a type ‘A’ ship are:

if over 150 m in length, 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, and shall remain afloat in a satisfactory condition of equilibrium, as
specified.
In such a ship, the machinery space shall be treated as a floodable compartment, but with
a permeability of 0.85.
The stability requirements (condition of equilibrium) after having sustained the

assumed damage shall be:
(a) The final waterline after flooding, taking into account sinkage, heel and trim, is
below the lower edge of any opening through which progressive down-flooding may
take place.
(b) If pipes, ducts or tunnels are situated within the assumed extent of damage
penetration, 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, the residual stability 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.
Note
The MCA requires that the GM be not less than 50 mm.
A diagram may be considered appropriate.
8
The damage assumptions are summarised as follows:
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.
9
(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 1/3L2/3 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.
______________________________________________________________________________
10
Dec 2012
Solution
Some Type B vessels may commence the assignment of freeboard calculation with a reduced
Tabular B freeboard; being a B-60 or a B-100 tabular freeboard.
Additional conditions of assignment for type ‘B-60’ freeboard

B-60 vessels: where the Tabular B freeboard is reduced by 60% the difference between the
Table A and Table B freeboards for the length of ship in question.
The following additional conditions must be satisfied:
(1) Ship must be over 100 m in length.
(2) measures must be provided for the protection of the crew on exposed decks must be
adequate (such as the fitting of a raised catwalk or underdeck walkways along each
side of the hull).
(3) arrangements for freeing water off the deck must be adequate (railings instead of
bulwarks may have to be fitted).
(4) hatch covers in positions 1 and 2 must be of steel and have adequate strength, special
care being given to their sealing and securing arrangements.
(5) the ship, when loaded in accordance with the initial condition of loading, 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
and shall remain afloat in a satisfactory condition of equilibrium.
If the ship is over 150 m in length, the machinery space may be treated as a floodable
compartment with a permeability of 0.85.
(The initial condition of loading, damage assumptions and condition of equilibrium are
the same as those applicable in the definition of a type ‘A’ ship)
The stability requirements (condition of equilibrium) after having sustained the

assumed damage shall be:
(a) The final waterline after flooding, taking into account sinkage, heel and trim, is
below the lower edge of any opening through which progressive down-flooding may
take place.
(b) If pipes, ducts or tunnels are situated within the assumed extent of damage
penetration, 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.
11
(e) When any part of the deck outside the compartment assumed flooded in a particular
case of damage is immersed, the residual stability 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.
Note
The MCA requires that the GM be not less than 50 mm.
A diagram may be considered appropriate.
Additional conditions of assignment for type ‘B-100’ freeboard

B-100 vessels: where the Tabular B freeboard is reduced by 100% the difference between
the Table A and Table B freeboards for the length of ship in question (the calculation
effectively starts with the Type A tabular freeboard but is termed B-100 as ship type on the
load line certificate).
The conditions applicable to B-60 ships as above must be satisfied with the addition of:
The ship, when loaded in accordance with the initial condition of loading, shall be able to
withstand the simultaneous flooding of any two adjacent fore and aft compartments (not
including the machinery space) with an assumed permeability of 0.95, consequent upon the
damage assumptions specified and shall remain afloat in a satisfactory condition of
equilibrium.
If the ship is over 150 m in length, the machinery space may be treated as one of the
floodable compartments with a permeability of 0.85.
(The initial condition of loading, damage assumptions and condition of equilibrium are the
same as those applicable in the definition of a type ‘A’ ship)
______________________________________________________________________________
12
July 2013
Solution
(a) The following information must be provided for each pre-worked condition:
• A profile diagram of the ship drawn to a suitable scale showing the disposition of all
components of deadweight;
• A statement showing the lightweight, the disposition and total weights of all the
components of deadweight, the displacement, the corresponding positions of the
centre of gravity, the metacentre (KM) and the metacentric height (GM) for the
loaded condition having made allowances for the effects of free surfaces;
• A diagram showing the curve of righting levers (GZ) derived from cross curves of
stability or KN tables;
• Where a timber deck cargo may be carried, the curve of righting levers (GZ) must be
provided with and without the credit for the additional reserve buoyancy provided
by the timber deck cargo.
_______________________________________________________________________
13
Mar 2014
Solution
(a) A Type A ship has the following characteristics:
• is designed to carry only liquid cargoes in bulk;
• has a high integrity of the exposed deck with only small access openings to
cargo compartments, closed by watertight gasketed covers of steel
• has low permeability of loaded cargo compartments
• has a high degree of subdivision to limit the effects of free liquid surfaces
and as such, the subdivision of the ship restricts the amount of flooding in
the event of damage.
• in the fully loaded condition, any damage to a loaded compartment will result
in the cargo going into the sea rather than seawater going in to the loaded
compartments; thereby freeboard will increase in the event of such damage.
A Type B ship has the following characteristics:
• large cargo access openings that are only weathertight, therefore lacks the
watertight integrity of a Type A ship hull
• possible high permeability of loaded cargo spaces when carrying high density
cargoes
• a lesser degree of subdivision all compartments within the hull
• in the fully loaded condition, any damage any damage to a loaded

compartment will result in sea water entering the cargo hold; thereby
freeboard will reduce in the event of such damage.
(b) Basic freeboard is the tabulated freeboard corrected for block coefficient.
The additional corrections to be applied are:
• correction for depth (Length to Depth ratio).
• correction for position of the deck line.
• correction for superstructure.
• correction for sheer profile.
14
Finally, calculate the minimum bow height and determine whether this is satisfied
to find the assigned summer freeboard. If minimum bow height not satisfied then
structural modification may be adopted to achieve this eg. fitting a raised forecastle
OR the calculated minimum bow height is assigned as the summer freeboard.
______________________________________________________________________________
15
July 2014
Solution
Reference should be made to the Record of particulars appended to the load line certificate
which details all weathertight and watertight openings and all other items considered when
the summer freeboard was assigned to the ship.
The following checks should be conducted prior to survey:
(1) Check that all access openings at the ends of enclosed superstructures are in good
condition. All dogs, clamps and hinges should be free and greased. Gaskets and other
sealing arrangements should not show signs of perishing (cracked rubbers). Ensure
that doors can be opened from both sides. Ensure that door labels such as ‘To be
kept closed at sea’ are in place.
(2) Check all cargo hatches and accesses to holds for weathertightness. Securing devices
such as clamps, cleats and wedges are to be all in place, greased and adjusted to
provide optimum sealing between the hatch cover and compression bar on the
coaming. Replace perished rubber seals as necessary.
Hose test hatches to verify weathertightness.
(3) Check the efficiency and securing of portable beams.
(4) For wooden hatches, ensure that the hatch boards are in good condition and that the
steel binding bands are well secured. A minimum of at least two tarpaulins should
be provided at each hatch which must be in good condition, waterproof and of a
strong approved material. Locking bars and side wedges must be in place and be in
good order.
(5) Inspect all machinery space openings on exposed decks.
(6) Check that manhole covers on the freeboard deck are capable of being made
watertight.
(7) Check that all ventilator openings are provided with efficient weathertight closing
appliances.
(8) All air pipes must be provided with permanently attached means of closing.
(9) Inspect cargo ports below the freeboard deck and ensure that they are watertight.
(10) Ensure that all non-return valves on overboard discharges are effective.
(11) Side scuttles below the freeboard deck or to spaces within enclosed superstructures
must have efficient internal watertight deadlights. Inspect deadlight rubber seals
and securing arrangements.
(12) Check all freeing ports, ensure shutters are not jammed, hinges are free and that
pins are of non-corroding type (gun metal).
16
(13) Check bulwarks and guardrails are in good condition.
(14) Rig life lines (if required) and ensure they are in good order.
(15) De-rust and repaint deck line, load line mark, load lines and draught marks.
On the day of the survey ensure that the appropriate Load Line certificate and associated
documentation are available for inspection. Sufficient manpower should be made available
for the operation of hatch covers and the rigging of staging and ladders to allow the surveyor
to view the load line and draught marks. The ship’s stability data book should also be on
hand for inspection.
______________________________________________________________________________
17
Nov 2014
Solution
See Mar 2014
_______________________________________________________________________
Mar 2015
Solution
See Dec 2012
______________________________________________________________________________
Dec 2015
Solution
See July 2011
______________________________________________________________________________
18
Mar 2016
Solution
(a) The INTERNATIONAL CODE ON INTACT STABILITY 2008 Part A Chapter 2 details
the minimum intact stability criteria to be satisfied by all cargo ships when at sea.
Similar requirements are stipulated in MSN 1752(M) that accompanies the M.S. (Load Line)
Regulations 1998, being applicable to all UK registered ships built prior to 5th December
2008.
(Requirements for other types of vessels are also included in the IMO Code and the MCA
publication ‘Load Lines - Instructions for the Guidance of Surveyors’)
2.2 Criteria regarding righting lever curve properties
2.2.1 The area under the righting lever curve (GZ curve) shall not be less than 0.055
metre-radians up to ϕ = 30° angle of heel and not less than 0.09 metre-radians up to ϕ =
40° or the angle of down-flooding ϕf5 if this angle is less than 40°. Additionally, the area
under the righting lever curve (GZ curve) between the angles of heel of 30° and 40° or
between 30° and 40° or between 30° and ϕf, if this angle is less than 40°, shall not be
less than 0.03 metre-radians.
2.2.2 The righting lever GZ shall be at least 0.2 m at an angle of heel equal to or greater
than 30°.
2.2.3 The maximum righting lever shall occur at an angle of heel not less than 25°. If this
is not practicable, alternative criteria, based on an equivalent level of safety6, may be
applied subject to the approval of the MCA.
2.2.4 The initial metacentric height GM0 shall not be less than 0.15 m.
Author’s Note
It is noted that 2.2.3 The maximum righting lever shall occur at an angle of heel not less
than 25°; this has changed from the previous SI requirement. Refer to figure 1.
19
Fig. 3.15 (IMO criteria)
______________________________________________________________________________
20
July 2016
Solution
See Mar 2014
_______________________________________________________________________
Oct 2018
Solution
See Mar 2014
______________________________________________________________________________
Nov 2018
Solution
See Dec 2012
______________________________________________________________________________
Mar 2019
Solution
See Mar 2014
_______________________________________________________________________
21
Oct 2020
Solution
(a) A ship will be subject to the following surveys:
• Initial survey before the ship is put into service;
• Renewal survey at intervals not exceeding five years;
• Annual survey within 3 months either way of the anniversary date of the load line
certificate. The surveyor will endorse the load line certificate on satisfactory
completion of the annual survey.
The period of validity of the load line certificate may be extended for a period not exceeding
3 months for the purpose of allowing the ship to complete its voyage to the port in which it
is to be surveyed.
(b) See July 2014

______________________________________________________________________________
22
Oct 2020
Solution
See Dec 2012
______________________________________________________________________________
Dec 2020
Solution
See July 2011
______________________________________________________________________________
March 2021
Solution
See Mar 2012
______________________________________________________________________________
23
July 2021
Solution
(a) See previous
(b) Type ‘B’ ships

A type ‘B’ ship is any ship other than a type ‘A’ ship.
(c) The distinction between type ‘A’ ships and type ‘B’ ships
When assigning freeboards to ships the first part of the calculation procedure is to ascertain
the tabular freeboard from the appropriate table in regulation 28.
Type ‘A’ tabular freeboards are smaller than type ‘B’ tabular freeboards for ships of
equivalent length because of the structural layout and types of cargo carried.
The reasons for this are as follows:
Consider two ship hulls, one designated to carry oil cargoes (type ‘A’) and another
designated to carry bulk cargoes, iron ore say, (type ‘B’). Both ships are in the loaded
condition.
24
Both ships suffer collision damage whereby a Cargo Oil Tank/Hold become bilged.
• In the case of the type ‘A’ ship, cargo oil will run out of the damaged compartment,
resulting in a reduction in displacement and an increase in freeboard.
• In the case of the type ‘B’ ship the seawater will run into the damaged compartment,
resulting in an increase in displacement and a reduction in the freeboard.
25
For the scenario described the general advantages of a type ‘A’ ship can be summarised as
follows:
• High watertight integrity of the exposed freeboard deck as cargo tanks have small
access openings closed by watertight and gasketed covers of steel.
• Loaded cargo tanks have a low permeability.
• Because of the large free surface effects possible with liquid cargoes, type ‘A’ ships
must have a high degree of subdivision, both longitudinally and transversely. This
subdivision limits the volume of lost buoyancy when a compartment becomes bilged,
unlike the relatively large hold of a cargo vessel (type ‘B’ ship).
• The greater degree of subdivision improves the stability characteristics in the

damaged condition, when damage is in way of a transverse bulkhead the flooding of
two adjacent loaded compartments will occur but the subdivision requirements will
compensate for this.
• Greater subdivision reduces the effect of trim when near end compartments become
bilged.
• Cargo pumps provide efficient means of maintaining a level of flood water in a

damaged cargo compartment, especially if the damaged compartment was empty.
In contrast:
type ‘B’ ships have comparatively large hatchways which can only be made weathertight.
depending on the nature of the cargo, permeability of loaded holds can be high (as with
dense cargoes).
Additionally, where type ‘B’ ships are fitted with wooden hatch covers the tabular
freeboards are increased because of the reduced weathertight integrity when compared to
steel hatch covers.
______________________________________________________________________________
26

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032-74

STABILITY AND STRUCTURE

PAST PAPERS QUESTIONS

LOAD LINE ASSIGNMENT AND REGULATIONS

Compiled and updated by

A type ‘A’ ship is one which:

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

(c) has low permeability of loaded cargo compartments.

• a block coefficient of 0.68;

• a length to depth ratio of 15 i.e., L/D = 15;

• a minimum bow height above the load waterline as prescribed by formulae

The corrections to the tabular freeboard are as follows:

(1) Correction for block coefficient

The block coefficient is not to be taken greater than 1.0.

Reasoning for this is as follows:

(2) Correction for depth

Reasoning for this is as follows. Consider the two vessels shown.

Therefore: Ship 1 would have freeboard increased;

Ship 2 may have freeboard reduced provided it had sufficient superstructure.

(3) Correction for position of deck line

(4) Deduction for superstructures and trunks

• The effective length of a forecastle in relation to the length of the ship.

For these reasons a reduction in freeboard may be granted.

(5) Correction for sheer profile

• Reduces water shipped on deck;

Therefore, any deficiency in sheer will result in an increase in freeboard.

The amount of the deduction or increase in freeboard is determined by formulae in the

(6) Correction for bow height

A type ‘A’ ship is one which:

(c) has low permeability of loaded cargo compartments.

The flooding requirements for a type ‘A’ ship are:

The stability requirements (condition of equilibrium) after having sustained the

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

A diagram may be considered appropriate.

Additional conditions of assignment for type ‘B-60’ freeboard

The following additional conditions must be satisfied:

(1) Ship must be over 100 m in length.

The stability requirements (condition of equilibrium) after having sustained the

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

A diagram may be considered appropriate.

Additional conditions of assignment for type ‘B-100’ freeboard

• is designed to carry only liquid cargoes in bulk;

• has low permeability of loaded cargo compartments

A Type B ship has the following characteristics:

• a lesser degree of subdivision all compartments within the hull

• in the fully loaded condition, any damage any damage to a loaded

The additional corrections to be applied are:

• correction for depth (Length to Depth ratio).

• correction for position of the deck line.

• correction for superstructure.

• correction for sheer profile.

The following checks should be conducted prior to survey:

Hose test hatches to verify weathertightness.

(3) Check the efficiency and securing of portable beams.

(5) Inspect all machinery space openings on exposed decks.

2.2 Criteria regarding righting lever curve properties

• Initial survey before the ship is put into service;