LOADLINES & LOADLINE CONVENTION

Notes compiled by Vishnu B Sharma

Historical Perspective
It was not until the 19th century that attempts were made to force ships to carry safety loading marks; the
lead being taken by Lloyd‟s Register of Shipping in 1835.
However, the load line regulations that we know of today started with a man called Samuel Plimsoll

Samuel Plimsoll, the M.P. for Derby, was particularly concerned with the negligence of some ship owners
and the indifference of the government to the issue of marine safety.
In 1876 he managed to persuade Parliament to amend the UK Merchant Shipping Act to provide for the
marking of a line on a ship's sides which would disappear below the water if the ship was overloaded and
therefore un-seaworthy.

International Convention on Load Lines – Evolution and Overview

(Adoption: 5 April 1966; Entry into force: 21 July 1968)

As historically recognized, limitations on the draught to which a ship may be loaded make a significant
contribution to her safety.

These limits are given in the form of freeboards, which constitute, besides external weather-tight and
watertight integrity, the main objective of the LL Convention.

The first International Convention on Load Lines, adopted in 1930, was based on the principle of reserve
buoyancy, although it was recognized then that the freeboard should also ensure adequate stability and
avoid excessive stress on the ship's hull as a result of overloading.

Features of ILL Convention 1966:

 In the 1966 Load Lines convention, adopted by IMO, provisions are made for determining the
freeboard of ships by subdivision and damage stability calculations.
 The regulations take into account the potential hazards present in different zones and different
seasons.
 The technical annex contains several additional safety measures concerning doors, freeing ports,
hatchways and other items.
 The main purpose of these measures is to ensure the watertight integrity of ships' hulls below the
freeboard deck.
 All assigned load lines must be marked amidships on each side of the ship, together with the deck
line.
 Ships intended for the carriage of timber deck cargo are assigned a smaller freeboard as the deck
cargo provides protection against the impact of waves
 The Convention includes three annexes.
 Annex I is divided into four Chapters:
 Chapter I - General;
 Chapter II - Conditions of assignment of freeboard;
 Chapter III - Freeboards;
 Chapter IV - Special requirements for ships assigned timber freeboards.
 Annex II covers Zones, areas and seasonal periods.
 Annex III contains certificates, including the International Load Line Certificate.
Various amendments were adopted in 1971, 1975, 1979, and 1983 but they required positive acceptance
by two-thirds of Parties and never came into force.
The 1988 Protocol, adopted in November 1988, entered into force on 3 February 2000 besides revising
certain regulations in the technical Annexes to ILL Convention, also introduced the tacit amendment
procedure, so that amendments adopted will enter into force six months after the deemed date of acceptance
unless they are rejected by one-third of Parties. Usually, the date from adoption to deemed acceptance is two
years.

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Definitions:
 Bulkhead deck is the uppermost deck up to which the transverse watertight bulkheads are carried.
 Margin line is a line drawn at least 76 mm below the upper surface of the bulkhead deck at side.
i) For a ship which has a continuous bulkhead deck, the margin line is to be taken as a line
drawn not less than 76 mm below the upper surface of the bulkhead deck at side.

ii) In the case of Ro-Ro ferries where the vehicle deck slopes downward forward of the collision
bulkhead the margin line abaft the collision bulkhead may be carried forward as
an assumed line above the rammed portion of the vehicle deck.

iii) If the bulkhead deck is not continuous, a margin line should be assumed which is at no point
less than 76 mm below the upper surface of the deck at side to which the bulkheads
concerned and the shell plating are carried watertight.

For compartments A, B, C and G the margin line derived from Deck 2 may be used. For the
remaining compartments the margin line derived from Deck 1 is to be used. The combined
lengths C and D, F and G, and G and H are each not to exceed the permissible length
determined by reference to the Deck 1 margin line.

WHY IS MARGIN LINE 76 CM BELOW DECK LINE

Margin Line defines the highest permissible location on the ship side of any damage water-plane in the final
condition of sinkage, trim and heel.
To maintain the vessel's remaining W/T integrity and condition of stability after flooding and for the safety of
passenger it is necessary that no part of the bulkhead deck be submerged after flooding. The bulkhead deck
is the uppermost continuous deck to which the Transverse watertight bulkheads are carried. If the bulkhead
deck submerges, openings on the top of the bulkhead deck which are not watertight may submerge and lead
to progressive flooding.
To achieve this aim and for a margin of safety a margin line is drawn at least 76 mm below the bulkhead
deck. In any conditions of flooding this margin line is not to be submerged.

 Length (L) is taken as 96% of the total length on a waterline at 85% of the least moulded depth, or,
as the length from the fore side of the stem to the axis of the rudder stock on that waterline, if
greater.
 Perpendiculars (FP, AP) - The forward and after perpendiculars are taken as being 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 (L) is measured.
 Amidships is at the middle of the length (L).

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 Breadth (B) - 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.
 Moulded depth is the vertical distance measured from the top of the keel to the top of the freeboard
deck beam at side.
In ships having rounded gunwales, the moulded depth shall be measured at the point of intersection
of the moulded lines of the deck and side shell plating, the lines extending as though the gunwale
were of angular design.
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.
 Depth for freeboard (D) is the moulded depth amidships, plus the thickness of the freeboard deck
stringer plate, where fitted, plus T×(L – S)÷ 𝐿 if the exposed freeboard deck is sheathed, where: T is
the mean thickness of the exposed sheathing clear of deck openings, and S is the total length of
superstructures.
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.
 Block Coefficient (Cb) is given by:
Cb = Volume of displacement at draught 85% of moulded depth
Length×Breadth×draught (at 85% of least moulded depth)
(in no case shall the block coefficient (C b) be taken to be less than 0.68)
 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.
 Freeboard Deck is normally the uppermost continuous 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. In a ship having a
discontinuous freeboard deck, 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.

 Sub-divisional Load Lines mean the load lines indicating the depth to which a ship can be loaded
having regard to the extent to which she is sub-divided and to the space for the time being allotted to
passengers Subdivision load line is a waterline used in determining the subdivision of the ship.
Subdivision load line marks - Passenger ships having spaces which are adapted for the
accommodation of passengers and the carriage of cargo alternatively may have one or more
additional load line marks corresponding to the subdivision drafts approved for the alternative
conditions. These marks show C1 for the principal passenger condition, and C2, C3, etc., for the
alternative conditions, however in no case shall any subdivision load line mark be placed above the
deepest load line in salt water.
Subdivision Load Line Marks

Passenger vessel with Passenger vessel with Passenger vessel with

no allowed Subdivision one allowed two allowed Subdivision
Load line Subdivision Load line Load lines

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 Minimum Bow Height – Minimum Bow height is 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 shell.
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.
The minimum bow height (HB) in millimetres measured at the forward perpendicular at the summer
waterline is given by the following formulae:

HB = 56L (1 - L ) 1.36 if freeboard length (L) < 250 m or

500 CB + 0.68

HB = 7000  1.36 if freeboard length (L)  250 m

CB + 0.68

(Cb shall not be less than 0.68)

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.

 Factor of Sub-division – is an arbitrary factor used in computing allowable floodable length of ships
after damage, set up by regulations and international convention.
Factor of subdivision is the ratio of a permissible length to the floodable length. It denotes the
number of water compartments that may be flooded without loss of the ship. e.g. if F is 0.5, the ship
will still float at a W.L. under the margin line when any two adjacent compartments of the ship are
flooded. If F is 1.0, the ship will still float at a W.L. under the margin line when any one compartment
of the ship is flooded.

The maximum permissible length of a compartment having its centre at any point in the ship‟s length
is obtained from the floodable length by multiplying the latter by an appropriate factor called the
factor of subdivision.

The factor of subdivision shall depend on the length of the ship, and for a given length shall vary
according to the nature of the service for which the ship is intended. It shall decrease in a regular and
continuous manner,
 as the length of the ship increases, and
 from a factor A, applicable to ships primarily engaged in the carriage of cargo, to a factor B,
applicable to ships primarily engaged in the carriage of passengers.

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 Garboard & Sheer Strakes - Strake is a strip of planking in a wooden vessel or of plating in a metal one,
running longitudinally along the vessel's side, bottom or the turn of the bilge, usually from one end of the
vessel to the other. On a long boat, one strake will typically be made up of numerous planks/plates
running end to end.

The strake immediately adjacent to the keel is known as the garboard strake. There are two, one on
each side of the keel.

The uppermost continuous strake along the topsides is called the sheer strake

 Multiple Load Lines - Depending upon business circumstances, some vessels might need different load
line assignments for service on the same route. An example would be an ocean service tank barge that
makes both manned and unmanned voyages (unmanned freeboards may be reduced by 25 percent from
manned freeboards, a significant increase in cargo capacity for that voyage).

The Procedure for Assignment of Multiple Load Lines for Indian Ships is detailed in the M. S. Notice No.
21 of 3013. Salient features of the procedure are:
i) Assignment of multiple Load Lines is considered at the specific request of the owner.
ii) Assignment of multiple load lines shall be applicable only for vessels issued with a load line
certificate under International Convention on Load Lines, 1966 and not applicable for restricted
load line certificates.
iii) The Load Line marks corresponding to the deepest draft of the vessel, as well as other assigned
drafts, are permanently marked on the side shell.
iv) The vessel is issued with a "Multiple Load Line Assignment Booklet" by the Assigning authority in
order to keep the records of the use of multiple load lines.
v) Only one load Line certificate is in use at any given time. Other Load Line certificate(s) is/are
kept in a sealed envelope and kept under the safe custody of the master.
vi) Only one set of marks associated with the Load Line certificate in use, (i.e., is actually “painted
in” and visible at any given time). Other Load Line marks are obliterated or painted out with the
same colour as its background.
vii) The new summer freeboard on each side shall be physically measured each time, and recorded
in the “Multiple Load Line Assignment Booklet” along with other relevant details, duly endorsed
by the Master.
viii) The company is informed to update the office copy of “Multiple Load Line Assignment Booklet”,
in accordance with the procedure contained in the safety management system (SMS).
ix) An official entry is made in the ship‟s log book about the change in Load Line marking.

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 Type A Ship – is one which is designed to carry only liquid cargoes in bulk, and in which cargo tanks
have only small access openings closed by water-tight gasketed covers of steel or equivalent material.
Such a ship necessarily has following inherent features:
a) High integrity of exposed deck, and
b) High degree of safety against flooding, resulting from the low permeability of loaded cargo spaces
and degree of sub-division usually provided.

 Type B Ships - ship is any ship other than a type „A‟ ship.

THE DISTINCTION BETWEEN TYPE ‘A’ SHIPS AND TYPE ‘B’ SHIPS
When assigning freeboards to ships the first part of the calculation procedure is to firstly 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.
Consider two ship hulls, one designed to carry oil cargoes (type „A‟) and another designed to carry a bulk
cargo of iron ore say (type „B‟).
Consider what will happen if a loaded amidships compartment becomes bilged in each ship.

In the case of the type „A‟ ship the cargo oil will run out of the damaged compartment, resulting in a reduction
in displacement and an increase in the 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.

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 causing the flooding of two adjacent loaded
compartments.
 Greater subdivision also 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 weather-tight.
Depending on the nature of the cargo, permeability of loaded holds can be high (as with dense cargoes). If a
type „B‟ ship exceeds 100 metres in length, is fitted with steel hatch covers and has sufficient subdivision to
meet certain damage stability criteria they may be allowed a reduction in freeboard (B-60 and B-100
vessels).

 Conditions of assignment of freeboard

1. The construction of the ship must be such that her general structural strength will be sufficient
for the freeboards to be assigned.

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2. The design and construction of the ship must be such that her stability in all probable loading
conditions is sufficient for the freeboards assigned. Stability criteria are given in the
Convention.
3. Superstructure end bulkheads shall be of efficient construction to the satisfaction of the
Administration. The heights of the sills of openings at the ends of enclosed superstructures
should be at least 380 mm above the deck.
4. Hatchways closed by portable covers with tarpaulins and battening devices - The coamings
should be of substantial construction with a height above deck of at least 600 mm on exposed
freeboard and raised quarter deck and on exposed superstructure decks within 25% of the
ship’s length from FP (Position 1) and at least 450 mm on exposed superstructure decks
outside 25% of the ship’s length from FP (Position 2). The width of bearing surface for the
covers, the pontoons, cleats and wedges shall comply with minimum strength requirements as
detailed in the convention.

5. Machinery space openings. These are to be properly framed and efficiently enclosed by
steel casings of ample strength. Where casings are not protected by other structures their
strength is to be specially considered. Steel doors to be fitted for access should have the sills at
least 600 mm above the deck in Position 1, and at least 380 mm above the deck in Position 2.
Funnel, or machinery space ventilator coamings on exposed decks are to be as high
above deck as is reasonable.
6. Other openings in freeboard and superstructure decks. Manholes and flush scuttles in
Positions 1 or 2 or within superstructures other than enclosed superstructures should be
closed by substantial weather-tight covers. Openings other than those considered are to
be protected by an enclosed superstructure or deckhouse, or companionway of equivalent
strength. Doors for access should be of steel, and the sills should have the same heights
as above.
7. Ventilators - Should have steel coamings and where they exceed 900 mm in height they should
be specially supported. In Position 1 ventilator coamings should be of height 900 mm above
deck, and in Position 2 760 mm above deck. Vent openings should be provided with efficient
weathertight closing appliances except in the case of coamings exceeding 4.5 m in height in
Position 1 and 2.3 m in height in Position 2, above deck.
8. Air pipes. Exposed parts of pipe should be of substantial construction. The height from the
deck should be at least 760 mm on the freeboard deck and 450 mm on superstructure decks.
A lower height may be approved if these heights interfere with working arrangements.
Permanently attached means of closing the pipe openings should be provided.
9. Cargo ports and other similar side openings. Below the freeboard deck to be fitted with
watertight doors to ensure the ship‟s structural integrity. Unless permitted by the
Administration the lower edge of such openings should not be below a line drawn parallel to
the freeboard deck at the side, which has at its lowest point the upper edge of the uppermost
load line.
10. Scuppers, inlets, and discharges. Discharges led through the shell either from spaces below
the freeboard deck or from within superstructures and deckhouses on the freeboard deck fitted
with weather-tight doors should be fitted with efficient and accessible means for preventing water
from passing inboard. Normally this should be an automatic non-return valve with means of
closing provided above the freeboard deck. Where the vertical distance from the summer
waterline to the inboard end of the discharge pipe exceeds 0.02L the discharge may have
two automatic non-return valves without positive means of closing, provided the inboard
valve is always accessible. Where the distance exceeds 0.02L a single automatic non-return
valve without positive means of closing may be accepted. In manned machinery spaces, main
and auxiliary sea inlets and discharges in connection with the operation of machinery may
be controlled locally. 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
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summer waterline should be fitted with an automatic non-return valve. Scuppers leading from
superstructures or deckhouses not fitted with weather-tight doors should be led overboard.
11. Side scuttles. Below the freeboard deck or within the enclosed superstructures, side scuttles
should be fitted with efficient hinged, watertight, inside dead- lights. No side scuttle should
be fitted with its sill below a line drawn parallel to the freeboard deck at the side and having its
lowest point 2.5% of the ship‟s breadth above the summer waterline or 500 mm, whichever
is the greater distance.
12. Freeing ports. Where bulwarks on the weather portions of freeboard or superstructure decks
form wells, ample provisions shall be made for rapidly freeing the decks of water and for
draining them. The minimum freeing port area (A) on each side of the ship for each well on the
freeboard deck shall be as calculated by formulae in the Convention.
13. Protection of crew. Efficient guard-rails or bulwarks of minimum height 1 meter are to be fitted on all
exposed parts of freeboard and superstructure decks. A lower rail may be permitted by the
Administration. The maximum vertical spacing between deck and lower rail is 230 mm, and between
other rails is 380 mm.
14. Satisfactory means should be provided for protection of crew in getting to and from their
quarters and other parts used in the working of the ship.

Special conditions of assignment for Type ‘A’ ships

1. Machinery casings - To be protected by an enclosed poop or bridge of standard height, or

deckhouse of equivalent strength and height. The casing may be exposed if there are no
doors fitted giving access from the freeboard deck, or if a weather-tight door is fitted and leads
to a passageway separated from the stairway to the engine room by a second weather-
tight door of equivalent material.
2. Gangway and access. An efficiently constructed fore and aft gangway should be fitted at the
level of the superstructure deck between poop and midship bridge or deckhouse, or
equivalent means such as passages below deck. If houses are all aft, satisfactory
arrangements should be made to allow crew to reach all parts of the ship for working
purposes.
3. Hatchways. All exposed hatchways on freeboard and forecastle decks or on top of
expansion trunks are to be provided with efficient watertight covers of steel or equivalent
material.
4. Freeing arrangements. Should have open rails fitted for at least half the length of the
exposed parts of the weather deck, with the upper edge of the sheer strake being kept as low as
possible. Where superstructures are connected by trunks, open rails should be fitted for the
whole length of the exposed parts of the freeboard deck in way of the trunk.

 Freeboard Computation
A) CALCULATION PROCEDURE FOR THE ASSIGNMENT OF A TYPE ‘A’ FREEBOARD

i) Obtain the tabular freeboard (Regulation 28)

From Table A ascertain the ship‟s tabular freeboard for the ship‟s length (L). The tabular freeboard is
the freeboard that would be assigned to a standard ship built to the highest recognised standard 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 C b
and length of ship).
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It is how each of the above characteristics for the ship in question differs from the standard ship that
will determine whether the corrections to the tabular freeboard are added or subtracted.

ii) Correction for block coefficient (Regulation 30)

The standard ship has a block coefficient of 0.68. If Cb is greater than this the freeboard must be
increased. This is achieved by:
Tabular Freeboard × ( Cb + 0.68)÷1.36

Reasoning for this is as follows:

A larger Cb causes an increase in the underwater volume, 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.

Freeboard is increased when Cb is greater than 0.68 (standard ship) to ensure that the same
percentage of reserve buoyancy is maintained.

The tabular freeboard having been corrected for block coefficient is termed Basic Freeboard.
iii) Correction for depth (Regulation 31)
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, a complete trunk or a combination of
detached enclosed superstructures and trunks which extend all fore and aft.

Reasoning for this is as follows. Consider the

two vessels shown. If the ships in 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.

iv) Correction for position of deck line (Regulation 32)

If the actual depth to the upper edge of the deck line is greater or less than the depth for
freeboard (D), the difference if greater, shall be added to, or if less shall be deducted from, the
freeboard.

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v) Correction for superstructure and trunks (Regulations 33 to 37)

The standard ship has no superstructure. Enclosed superstructures of a significant height are important in
providing reserve buoyancy above the freeboard deck. Freeboard deductions are allowed for effective
enclosed superstructure length as a proportion of the ship‟s freeboard length. The deduction in freeboard
allowed is determined by a number of formulae and tables.
Standard height
Regulation 33 defines the standard height of superstructure (m)
As given in the following table: L Raised All other
(m) quarter-deck superstructures
Standard heights for intermediate lengths are obtained 30 or less 0.90 1.80
by interpolation. 75 1.20 1.80
125 or more 1.80 2.30

Regulation 36 allows the reserve buoyancy of trunks to be taken into consideration also. Although not
precisely defined in the regulations a trunk may be regarded as a structure having equivalent bulkhead
strength as that of a superstructure that opens directly into the space below the freeboard deck and having
an average width of at least 60% of the ship at the position in which they are situated. Hatch coamings that
have heights equivalent to that of the standard height of the superstructure as determined by the above table
may be considered as trunks that provide additional reserve buoyancy for the ship.

Regulation 37 details the deduction of freeboard that will be permitted for effective length of superstructures
and trunks. It is always a deduction in freeboard since the standard ship has no superstructure.

vi) Correction for sheer profile (Regulation 38)

Sheer is defined as being the curvature of the freeboard deck in a fore and aft direction.

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.

The tabular freeboards are based upon

a standard sheer profile (standard
ship), measured at seven equally
spaced stations along the hull. A
process based on Simpson‟s 1331
Rule of area estimation is applied
separately to the sheer measurements
from the aft perpendicular to amidships
and the forward perpendicular to
amidships to produce measures of
effective sheer aft and forward
respectively.

Any deficiency in sheer will result in an increase in freeboard. Excess sheer will result in a deduction in
freeboard. The amount of the deduction or increase in freeboard is determined by formulae in regulation 38.

vii) Correction for bow height (Regulation 39)

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.

The minimum bow height (HB) in millimetres measured at the forward perpendicular at the summer waterline
is given by the following formulae:
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HB = 56L (1 - L ) 1.36 if freeboard length (L) < 250 m or

500 CB + 0.68

HB = 7000  1.36 if freeboard length (L)  250 m

CB + 0.68

(Cb shall not be less than 0.68)

If the freeboard as calculated from considering the previous corrections is less than the bow height minimum,
then the bow height formula minimum will be assigned as the Summer 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.

The freeboard as calculated applies to the ship when in salt water and is assigned to the ship as its Summer
freeboard. The summer freeboard shall not be less than 50 mm; if the ship has hatches in position 1 that are
not made of steel then the summer freeboard shall not be less than 150 mm (ignoring the correction for the
position of the deck line).

The Tropical (T), Winter (W), Winter North Atlantic (WNA) and Fresh water (F) freeboards are then
calculated.

CALCULATION PROCEDURE FOR THE ASSIGNMENT OF A TYPE ‘B’ FREEBOARD

Freeboard is determined as follows:

1. Obtain the tabular freeboard (Regulation 28)

From Table B ascertain the ship‟s tabular freeboard for the ship‟s length (L).

If the ship qualifies for the reduction in tabular freeboard, either 60% or 100% (B-60 or B-100) then this is
applied.

2. Correction to tabular freeboard for type ‘B’ ships having wooden hatch covers (Regulation 27)
If the ship has hatchways in Position 1, the covers of which are not made of steel but are made of wood with
tarpaulin covers then the tabular freeboard obtained from Table B will be increased by an amount dependant
on the length of ship (Regulation 27(6)).

3. Correction to tabular freeboard for type ‘B’ ships under 100 metres in length (Regulation 29)
If any Type „B‟ ship is not more than 100 m in length and has enclosed superstructures the total effective
length (E) of which does not exceed 35% of the ship‟s length (L) the freeboard will be increased by the
following amount: 7.5(100 – L)(0.35 – E/L ) mm.

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A shorter vessel is likely to pitch more as it makes way through the water and as such the presence of
superstructure forward and aft becomes more important in minimising the amount of water shipped. Longer
ships (over 100 m) tend to pass through the waveform and thus will pitch less.

The tabular freeboard thus so far corrected (type ‘B’ Basic Freeboard) now has the same corrections
as described in section previously for the type ‘A’ ship applied to obtain the assigned summer
freeboard.

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TIMBER FREEBOARDS (Chapter IV)

Ships regularly carrying timber can be assigned reduced „timber freeboards‟ that allow for an increase
in the maximum draught when the vessel is carrying a deck cargo of timber. The regulations consider
a deck cargo of wood to be additional reserve buoyancy, provided that it is well secured and covers
the entire length of the ship‟s cargo deck up to at least standard superstructure height. The timber
deck cargo will also offer a greater degree of protection for the hatches against the sea.

The term ‘timber deck cargo’ means a cargo of timber carried on an uncovered part of a freeboard or
superstructure deck.

The timber (lumber) load lines and the special timber minimum stability criteria only apply to
the vessel when it is loaded with timber on deck that meets the timber conditions of
assignment. The normal load line marks limit the drafts for any other loaded condition of the
ship.

It is the responsibility of the ship-owner to decide whether or not to have the ship built that meets all
the special timber conditions of assignment and many will choose not to, in which case, the ship‟s
draft will be restricted by the normal load lines, even when it is loaded with timber on deck.

Special construction requirements applicable to ships assigned timber freeboards

(Regulation 43)
These are summarised below:

Superstructures: The ship must have a forecastle of at least standard height not less in length than
0.07L. Additionally, if the ship is less than 100 m in length it shall be fitted aft with either:
* a poop of not less than standard height ;or
* a raised quarterdeck having either a deckhouse or a strong steel hood, so that the total
height is not less than the standard height of an enclosed superstructure.

Double bottom tanks: Double bottom tanks within the midship half-length of the ship are to have
satisfactory watertight longitudinal subdivision in order to minimise the loss of stability due to the free
surface effects of slack tanks.

Bulwarks: The ship is to be fitted with permanent bulwarks at least one metre in height, specially
stiffened on the upper edge and supported by strong bulwark stays attached to the deck and provided
with necessary freeing ports, or, efficient guardrails and stanchions of at least one metre in height of
especially strong construction.

Stowage requirements (Regulation 44)

In addition to the requirements stated below the Code of Safe Practice for Ships Carrying Timber
Deck Cargoes (IMO) should also be consulted.

The general requirements are as follows:

Openings in the weather deck over which the timber cargo is stowed should be securely closed and
battened down.

Ventilators and air pipes should be efficiently protected against damage resulting from a shift of the
cargo.

The timber stow should extend over the entire available length of the weather deck in the well or wells
between superstructures. Where there is no limiting superstructure at the after end, the timber should
extend at least to the after end of the aftermost hatchway. This ensures that the reserve buoyancy
afforded by the stow and superstructures is evenly distributed along the ship‟s length and there is no
trimming effect due to the immersion of a partial stow, either near the bow or stern, occurring at the

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furthest extent of a roll.

The timber deck cargo should extend athwartships as close as possible to the ship‟s side, allowance
being given for obstructions such as guard rails, bulwark stays, uprights etc. provided that any gap
thus created at the side of the ship does not exceed 4% of the ship‟s breadth.

The timber should be stowed as solidly as possible to at least the standard height of a superstructure
other than any raised quarter deck.

When within a Winter seasonal zone during the period specified as being a Winter season the timber
will be stowed so that at no point throughout its length does the height of the deck cargo above the
level of the weather deck at side exceed one third of the extreme breadth of the ship.

The deck cargo should not interfere with the ship‟s safe operation and navigation, including access to
ship‟s steering arrangements.

Uprights, when required by the nature of the timber, should be of adequate strength considering the
breadth of the ship; the strength of the uprights should not exceed the strength of the bulwark and the
spacing should be suitable for the length and character of timber carried, but should not exceed 3
metres. Strong angles or metal sockets or equally efficient means should be provided for securing the
uprights.

The timber deck cargo should be efficiently secured throughout its length by independent overall
lashings. The spacing of the lashings should be determined by the maximum height of the cargo
above the weather deck in the vicinity of the lashing:
* for a height of 4 m and below the spacing should be not more than 3 m;
* for a height of 6 m and above the spacing should be not more than 1.5 m;
* at intermediate heights the spacing is obtained by linear interpolation of the above figures.

When timber is in lengths of less than 3.6 m, the spacing of the lashings should be reduced or other
suitable provisions made to suit the length of timber. The lashings should be capable of withstanding
an ultimate tensile load of not less than 13600 Kg. They should be fitted with sliphooks and
turnbuckles which should be accessible to allow adjustment of the lashings during the passage. Wire
rope lashings should have a short length of long link chain to permit the length of the lashings to be
regulated. Shackles, stretching devices and all other ancillary lashing components incorporated into a
chain or wire rope lashing and its securings should have a minimum ultimate load of 14100 Kg. Each
component should be proof loaded to 5600 Kg.

The timber deck cargo is to be distributed so as to:

* avoid excessive loading with respect to the strength of the deck and supporting structure;
* to ensure that the ship will retain adequate stability with respect to:
- vertical distribution;
- effects of wind heeling;
- losses of weight low down in the ship due to fuel/stores consumption;
- increases of timber weight caused by water absorption and icing.

The crew should have safe access across the deck stow by means of a walkway fitted over the timber
deck cargo. Guard rails or lifelines not more than 330 mm apart vertically should be provided on each
side of the cargo deck to a height of at least 1 metre above the cargo.

Calculation of the Summer timber freeboard (Regulation 45)

The Summer Timber freeboard is calculated as for the ordinary Assigned Summer freeboard but an
alternative percentage of „Superstructure Deduction‟ is applied in the freeboard calculation. The table
in regulation 37 is modified by substituting the percentages for those given in the table in regulation
45. It is this alternative correction that causes the difference between the Assigned Summer freeboard
and the Summer Timber freeboard whereby benefit is given for the timber deck cargo being additional
effective superstructure.

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LOAD LINE CERTIFICATION AND SURVEYS

All ships must be issued with a load line certificate. The form of the certificate will depend upon the
Assigning Authority as follows:
* If the certificate is an International Load Line Certificate it shall be in the form prescribed by
the 1966 Convention.

Surveys
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.

Load line survey preparation

The preparation for a load line survey will involve ensuring that the hull is watertight below the
freeboard deck and weathertight above it (cargo tank lids on tankers must be watertight). Reference
should be made to the Form of record of conditions of assignment of load lines.

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, well 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).
(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 International 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.

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SURVEY GUIDELINES UNDER THE 1966 LOAD LINE CONVENTION, AS MODIFIED BY

THE 1988 PROTOCOL RELATING THERETO

Initial Survey

The initial survey should consist of:

 an examination of the plans, diagrams, specifications, calculations and other technical
documentation to verify that the structure, machinery and equipment comply with the
requirements relevant to the particular certificate;

 an inspection of the structure, machinery and equipment to ensure that the materials,
scantlings, construction and arrangements, as appropriate, are in accordance with the
approved plans, diagrams, specifications, calculations and other technical
documentation and that the workmanship and installation are in all respects satisfactory;
and

 a check that all the certificates, record books, operating manuals and other instructions
and documentation specified in the requirements relevant to the particular certificate
have been placed on board the ship.

 The examination of plans and designs should consist of:

 examining the structural strength at the draft corresponding to the assigned
freeboard.
 examining the intact stability, and, where applicable, the damaged stability
information and the loading and ballasting information that is to be supplied to the
master, and, where not dispensed by the Administration, inclining experimental
data.
 determining the freeboard, including specifying and the consideration of the
conditions of assignment for the freeboard
 The load line the survey during construction and after installation should consist of:
 checking that, as far as its strength is concerned, the ship has been constructed
in accordance with the approved plans
 confirming that the deck line and load line mark are properly positioned
 witnessing the inclining experiment or lightweight survey
 examining the superstructure end bulkheads and the openings therein
 examining the means of securing the weather tightness of cargo hatchways,
other hatchways and other openings on the freeboard and superstructure decks
 examining the ventilators and air pipes, including their coamings and closing
appliances
 examining the watertight integrity of the closures to any openings in the ship's
side below the freeboard deck
 examining the scuppers, inlets and discharges
 examining the garbage chutes
 examining the spurling pipes and cable lockers
 examining the side scuttles and deadlights
 examining the bulwarks including the provision of freeing ports, special attention
being given to any freeing ports fitted with shutters
 examining the guardrails, gangways, walkways and other means provided for the
protection of the crew and means for safe passage of crew
 special requirements for ships permitted to sail with type "A" or type "B-minus"
freeboards
 checking, when applicable, of the fittings and appliances for timber deck cargoes
 Checking that the loading and ballasting information has been supplied to the master

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Annual Survey

 should consist of a certificate examination, a visual examination of a sufficient extent

of the ship and its equipment, and certain tests to confirm that their condition is being
properly maintained;
 it should also include a visual examination to confirm that no unapproved
modifications have been made to the ship and its equipment;
 the content of each annual survey is given in the respective guidelines. The
thoroughness and stringency of the survey should depend upon the condition of the
ship and its equipment; and
 should any doubt arise as to the maintenance of the condition of the ship or its
equipment, further examination and testing should be conducted as considered
necessary.
 For the load line the examination of current certificates and other records should
consist of:
o checking the validity, as appropriate, of the Cargo Ship Safety Equipment
Certificate, the Cargo Ship Safety Radio Certificate and the Cargo Ship Safety
Construction Certificate or the Cargo Ship Safety Certificate;
o checking the validity of the Safety Management Certificate (SMC) and that a
copy of the Document of Compliance (DOC) is on board;
o checking the validity of the International Ship Security Certificate;
o checking the validity of the International Load Line Certificate or International
Load Line Exemption Certificate;
o checking the validity of the International Oil Pollution Prevention Certificate;
o checking the certificate of class, if the ship is classed with a classification society;
o checking, when appropriate, the validity of the International Certificate of Fitness
for the Carriage of Dangerous Chemicals in Bulk or the Certificate of Fitness for
the Carriage of Dangerous Chemicals in Bulk;
o checking, when appropriate, the validity of the International Certificate of Fitness
for the Carriage of Liquefied Gases in Bulk;
o checking, when appropriate, the validity of the International Pollution Prevention
Certificate for the Carriage of Noxious Liquid Substances in Bulk;
o checking, when appropriate, the validity of the International Sewage Pollution
Prevention Certificate;
o checking, when appropriate, the validity of the International Air Pollution
Prevention Certificate;
o checking that the ship's complement complies with the Minimum Safe Manning
Document
o checking that the master, officers and ratings are certificated as required by the
STCW Convention;
o checking whether any new equipment has been fitted and, if so, confirm that it
has been approved before installation and that any changes are reflected in the
appropriate certificate;
o checking that the stability and, where applicable, the loading and ballasting
information is available
o confirming the availability of the International Anti-Fouling System Certificate
(AFS 2001 Annex 4 reg.2), when applicable.
 For the load line the annual survey should consist of:
o checking, in general, that there has been no deterioration in the strength of the
hull
o checking of the positions of the deck line and load line which, if necessary, are to
be re-marked and re-painted
o checking that no alterations have been made to the hull or superstructures that
would affect the calculations determining the position of the load lines

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o examining the superstructure end bulkheads and the openings therein

o examining the means of securing the weather-tightness of cargo hatchways,
other hatchways and other openings on the freeboard and superstructure decks
o examining the ventilators and air pipes, including their coamings and closing
appliances
o examining the watertight integrity of the closures to any openings in the ship's
side below the freeboard deck
o examining the scuppers, inlets and discharges
o examining the garbage chutes
o examining the means provided to minimize water ingress through the spurling
pipes and chain lockers
o examining the side scuttles and deadlights
o examining the bulwarks including the provision of freeing ports, special attention
being given to any freeing ports fitted with shutters
o examining the guardrails, gangways, walkways and other means provided for the
protection of the crew and means for safe passage of crew
o examining the special requirements for ships permitted to sail with type"A" or type
"B-minus" freeboards
o checking, when applicable, the fittings and appliances for timber deck cargoes

Renewal Survey

 The renewal survey should consist of an inspection, with tests when necessary, of
the structure, machinery and equipment to ensure that the requirements relevant to
the particular certificate are complied with and that they are in a satisfactory condition
and are fit for the service for which the ship is intended.

 The renewal survey should also consist of a check that all the certificates, record
books, operating manuals and other instructions and documentation specified in the
requirements relevant to the particular certificate are on board the ship.

 For the load line the examination of current certificates and other records should
consist of the provisions of Load Line Annual Survey except for the validity of the
International Load Line Certificate or International Load Line Exemption Certificate.

 Examining the hull to ensure that its strength is sufficient for the draft corresponding
to the freeboard assigned.
.

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