interpretation

• • 1 (1) In this Schedule,

    amidships

    amidships means the middle of the length of the summer load waterline as defined in subsection (2); (milieu du navire)

    Assigning Authority

    Assigning Authority means the Chairman or a classification society authorized pursuant to section 421 of the Act; (autorité habilitée)

    flush deck ship

    flush deck ship means a ship with no superstructure on the freeboard deck; (navire au pont ras)

    freeboard deck

    freeboard deck means the uppermost complete deck having permanent means of closing all openings in weather portions of the deck in accordance with sections 3 to 10, and in flush deck ships and ships with detached superstructures means the upper deck; in ships having discontinuous freeboard decks within superstructures that are not intact, or that are not fitted with Class 1 closing appliances as defined in subsection (12), the lowest line of the deck below the superstructure deck shall be deemed to be the freeboard deck; (pont de franc-bord)

    superstructure

    superstructure means a decked structure on the freeboard deck extending from side to side of the ship, and includes a raised quarter deck and a bridge of set in construction complying with the provisions of subsection (32); (superstructure)

    superstructure deck

    superstructure deck means the deck forming the top of the superstructure; (pont de superstructure)

    surveyor

    surveyor means an inspector or a person authorized by an Assigning Authority to conduct surveys. (expert maritime)

  • (2) The length (L) for the purposes of this Schedule is the length in metres on the summer load waterline from the foreside of the stem to the afterside of the rudder post; where there is no rudder post, the length is measured from the foreside of the stem to the axis of the rudder stock; for ships with cruiser sterns, the length shall be taken as 96 per cent of the total length on the designed summer load waterline or as the length from the foreside of the stem to the axis of the rudder stock if that be the greater.

  • (3) The breadth (B) for the purposes of this Schedule is the maximum breadth in metres amidships to the moulded line of the frame in iron or steel ships, and to the outside of the planking in wood or composite ships.

  • (4) The moulded depth is the vertical distance in metres measured amidships, 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 depth is measured from the point where the line of the flat of the bottom continued inwards cuts the side of the keel.

  • (5) The depth (D) for the purposes of this Schedule is

    • (a) the moulded depth plus the thickness of stringer plate, or plus

      T (L-S) / L

      if that be greater, where

      T

      is the mean thickness of the exposed deck clear of deck openings, and

      S

      is the total length of superstructures as defined in subsection (9);

    • (b) where the topsides are of unusual form, the depth of a midship section having vertical topsides, standard round of beam and area of topside section equal to that in the actual midship section and, where there is a step or break in the topsides (e.g., as in the turret deck ship) 70 per cent of the area above the step or break is included in the area used to determine the equivalent; and

    • (c) in a ship without an enclosed superstructure covering at least 0.6L amidships, without a complete trunk or without a combination of intact partial superstructures and trunk extending all fore and aft, where D is less than

      L / 15

      the depth used with the table set out in section 58 of this Schedule shall not be taken as less than L / 15.

  • (6) The coefficient of fineness (c) for the purposes of this Schedule is obtained by the formula:

    c = 0.976 Δ / L.B.d₁

    where

    Δ

    is the ship’s moulded displacement (excluding bossing) in salt water in tonnes at a mean moulded draught d₁, which is 85 per cent of the moulded depth, and where the coefficient (c) is not taken as less than 0.68.

  • (7) The height of a superstructure is the least vertical height measured from the top of the superstructure deck to the top of the freeboard deck beams minus the difference between the moulded depth and D as defined in subsections (4) and (5).

  • (8) The standard height of a raised quarter deck is 0.91 m for ships up to and including 30.5 m in length, 1.22 m for ships 76.2 m in length and 1.83 m for ships 121.9 m in length and above; the standard height of any other superstructure or of a trunk is 1.83 m for ships up to and including 76.2 m in length and 2.29 m for ships 121.9 m in length and above; the standard height at intermediate lengths is obtained by interpolation.

  • (9) The length of a superstructure (S) is the mean covered length of the parts of the superstructure that extend to the sides of the ship and lie within lines drawn perpendicular to the extremities of the summer load waterline, as defined in subsection (2).

  • (10) A detached superstructure is regarded as enclosed only where

    • (a) the enclosing bulkheads are of efficient construction as required by subsection (11);

    • (b) the access openings in these bulkheads are fitted with Class 1 or Class 2 closing appliances (as defined in subsections (12) and (13));

    • (c) all other openings in sides or ends of the superstructure are fitted with efficient weathertight means of closing; and

    • (d) independent means of access to crew, machinery, bunker and other working spaces within bridges and poops are at all times available when the bulkhead openings are closed.

  • (11) Bulkheads at exposed ends of poops, bridges and forecastles are deemed to be of efficient construction where the Assigning Authority is satisfied that, in the circumstances, they are equivalent to the following standard for ships with minimum freeboards: the stiffeners and plating are of the scantlings given in the table to this section, the stiffeners are spaced 760 mm apart, the stiffeners on poop and bridge front bulkheads have efficient end connections, and those on after bulkheads of bridges and forecastles extend for the whole distance between the margin angles of the bulkheads.

    TABLE
    EXPOSED BULKHEADS OF SUPERSTRUCTURES OF STANDARD HEIGHT
    Bridge Front Bulkheads Unprotected bulkheads of poops 0.4L or more in length				Bulkheads of Poops partially protected or less in length than 0.4L				After Bulkheads of Bridges and Forecastles
    —				—				—
    Cloisons-fronteaux des châteaux Cloisons non protégées des dunettes dont la longueur est supérieure ou égale à 0,4L				Cloisons des dunettes partiellement protégées ou de longueur inférieure à 0,4L				Cloisons arrière des châteaux ou des gaillards
    Length of ship		Bulb angle stiffeners		Length of ship		Plain angle stiffeners		Length of ship		Plain angle stiffeners
    —		—		—		—		—		—
    Longueur du navire		Renforts en cornières à boudin		Longueur du navire		Renforts en cornières ordinaires		Longueur du navire		Renforts en cornières ordinaires
    —
    metres mètres		millimetres millimètres		metres mètres		millimetres millimètres		metres mètres		millimetres millimètres
    under	48,8	140 × 75 × 7,5		under	45,7	75 × 65 × 7,5		under	45,7	65 × 65 × 6,5
    inférieure à	48,8	150 × 75 × 8		inférieure à	45,7	90 × 65 × 8		inférieure à	45,7	75 × 65 × 7
    	61	165 × 75 × 8,5			61,0	100 × 75 × 8,5			76,2	90 × 75 × 7,5
    	73,2	180 × 75 × 9			76,2	115 × 75 × 9			106,7	100 × 75 × 8
    	85,3	190 × 75 × 9,5			91,4	130 × 75 × 9,5
    	97,5	205 × 75 × 10			106,7	140 × 75 × 10,5
    	109,7	215 × 75 × 10,5			121,9	150 × 75 × 11
    	121,9	230 × 75 × 11			137,2	165 × 90 × 11,5
    	134,1	240 × 90 × 11,5			152,4	180 × 90 × 12
    	146,3	255 × 90 × 12			167,6	180 × 90 × 12,5
    	158,5	265 × 90 × 12,5
    	170,7	280 × 90 × 13
    Length of ship		Bulkhead plating		Length of ship		Bulkhead plating		Length of ship		Bulkhead plating
    —		—		—		—		—		—
    Longueur du navire		Tôles de cloisons		Longueur du navire		Tôles de cloisons		Longueur du navire		Tôles de cloisons
    metres mètres		millimetres millimètres		metres mètres		millimetres millimètres		metres mètres		millimetres millimètres
    61 and under ou moins		7,5		48,8 and under ou moins		6		48,8 and under ou moins		5
    115,8 and above ou plus		11		121,9 and above ou plus		9,5		121,9 and above ou plus		7,5
    For ships intermediate in length the thicknesses of bulkhead plating are obtained by interpolation.
    Pour les navires de longueur intermédiaire, les épaisseurs des tôles de cloisons s’obtiennent par interpolation.

  • (12) The following conditions apply to Class 1 closing appliances: they shall be constructed of iron or steel, they shall in all cases be permanently and strongly attached to the bulkhead, they shall be framed, stiffened and fitted so that the whole structure is of equivalent strength to the unpierced bulkhead, and they shall be weathertight when closed; the means for securing these appliances shall be permanently attached to the bulkhead or to the appliances and the latter shall be so arranged that they can be closed and secured from both sides of the bulkhead or from the deck above; the sills of the access openings shall be at least 380 mm above the deck.

  • (13) The following closing appliances shall be Class 2 closing appliances:

    • (a) strongly framed hardwood hinged doors that are not more than 760 mm wide or less than 50 mm thick;

    • (b) shifting boards fitted for the full height of the opening in channels riveted to the bulkheads, the shifting boards being at least 50 mm thick where the width of opening is 760 mm or less, and increased in thickness at the rate of 25 mm for each additional 380 mm of width; or

    • (c) portable plates of equal efficiency with the appliances specified in paragraph (a) or (b).

  • (14) Temporary closing appliances for middle line openings in the deck of an enclosed superstructure shall be regarded as efficient if they consist of

    • (a) a steel coaming not less than 230 mm in height efficiently riveted to the deck;

    • (b) hatchway covers as required by section 5 and secured by hemp lashings; and

    • (c) hatchway supports as required by sections 6 and 7.

  • (15) For the purpose of determining the effective length of detached superstructures subsections (16) to (32) shall apply.

  • (16) Where exposed bulkheads at the ends of poops, bridges and forecastles are not of efficient construction (see subsection (11)), they shall be treated as non-existent.

  • (17) Where in the side plating of a superstructure there is an opening not provided with permanent means of closing, the part of the superstructure in way of the opening shall be regarded as having no effective length.

  • (18) Where the height of a superstructure is less than the standard, its length shall be reduced in the ratio of the actual to the standard height; where the height exceeds the standard, no increase shall be made in the length of the superstructure.

  • (19) Where, at the end of a poop, there is an efficient bulkhead and the access openings are fitted with Class 1 closing appliances, the length of the poop to the bulkhead shall be the effective length.

  • (20) Where the access openings in an efficient bulkhead are fitted with Class 2 closing appliances and the length of the poop to the bulkhead is 0.5L or less, 100 per cent of that length shall be the effective length; where the length is 0.7L, or more, 90 per cent of that length shall be the effective length; where the length is between 0.5L and 0.7L, an intermediate percentage of that length shall be the effective length; but where in any of these cases an allowance is given for an efficient adjacent trunk (see subsection (29)), only 90 per cent of the length to the bulkhead shall be the effective length.

  • (21) Fifty per cent of the length of an open poop or of an open extension of a poop beyond an efficient bulkhead shall be the effective length of the open poop or of the extension, as the case may be.

  • (22) Where, at the end of a raised quarter deck, there is an efficient intact bulkhead, the length of the raised quarter deck to the bulkhead shall be the effective length; where the bulkhead is not intact, the superstructure shall be regarded as a poop of less than standard height.

  • (23) Where there is an efficient bulkhead at each end of a bridge and the access openings in the bulkheads are fitted with Class 1 closing appliances, the length between the bulkheads shall be the effective length.

  • (24) Where the access openings in the forward bulkhead of a bridge are fitted with Class 1 closing appliances and the access openings in the after bulkhead are fitted with Class 2 closing appliances, the length between the bulkheads shall be the effective length; but where an allowance is given for an efficient trunk adjacent to the after bulkhead (see subsection (29)), 90 per cent of the length shall be the effective length; where the access openings in both bulkheads are fitted with Class 2 closing appliances, 90 per cent of the length between the bulkheads shall be the effective length; where the access openings in the forward bulkhead are fitted with Class 1 or Class 2 closing appliances and the access openings in the after bulkhead have no closing appliances, 75 per cent of the length between the bulkheads shall be the effective length; where the access openings in both bulkheads have no closing appliances, 50 per cent of the length shall be the effective length.

  • (25) Seventy-five per cent of the length of an open extension beyond the after bulkhead of a bridge, and 50 per cent of that beyond the forward bulkhead, shall be the effective length.

  • (26) Where, at the end of a forecastle, there is an efficient bulkhead and the access openings are fitted with Class 1 or Class 2 closing appliances, the length of the forecastle to the bulkhead shall be the effective length.

  • (27) Where the closing appliances referred to in subsection (26) are not fitted at the end of a forecastle, the effective length shall be

    • (a) if the sheer forward of amidships is not less than the standard sheer, 100 per cent of the length of the forecastle forward of 0.1L from the forward perpendicular;

    • (b) if the sheer forward of amidships is half the standard sheer or less, 50 per cent of the length the forecastle forward of 0.1L from the forward perpendicular; and

    • (c) if the sheer forward of amidships is between the standard and half the standard sheer, the percentage of the length of the forecastle forward of 0.1L from the forward perpendicular, that is the same percentage as the actual sheer forward of amidships is to the standard sheer.

  • (28) Fifty per cent of the length of an open extension beyond the bulkhead or beyond 0.1L from the forward perpendicular shall be the effective length.

  • (29) A trunk or similar structure that does not extend to the sides of the ship shall be regarded as efficient provided that

    • (a) the trunk is at least as strong as a superstructure;

    • (b) the hatchways are in the trunk deck and comply with the requirements of sections 3 to 10 of this Schedule, and the width of the trunk deck stringer provides a satisfactory gangway and sufficient lateral stiffness;

    • (c) a permanent working platform fore and aft fitted with guard rails is provided by the trunk deck or by detached trunks connected to other superstructures by efficient permanent gangways;

    • (d) ventilators are protected by the trunk, by watertight covers or by equivalent means;

    • (e) open rails are fitted on the weather portions of the freeboard deck in way of the trunk for at least half their length; and

    • (f) the machinery casings are protected by the trunk, by a superstructure of standard height, or by a deck house of the same height and of equivalent strength.

  • (30) Where access openings in poop and bridge bulkheads are fitted with Class 1 closing appliances, 100 per cent of the length of an efficient trunk reduced in the ratio of its mean breadth to B (as defined in subsection (3)), shall be added to the effective length of the superstructures; where the access openings in these bulkheads are not fitted with Class 1 closing appliances, 90 per cent of the length reduced as above shall be added.

  • (31) Where the height of the trunk is less than the standard height, the addition referred to in subsection (30) shall be reduced in the ratio of the actual to the standard height; where the height of hatchway coamings on the trunk deck is less than the height of coamings as required by section 4 of this Schedule, a reduction from the actual height of trunk shall be made corresponding to the difference between the actual height of the coamings and the height required by section 4 of this Schedule.

  • (32) A bridge structure that is ‘set in’ shall be regarded as efficient provided that

    • (a) the transverse amount of ‘set in’ on each side of the ship at any point shall not exceed 305 mm inside the full breadth of the ship at that point;

    • (b) the longitudinal extent of the ‘set in’ shall not exceed the midship 4/10 of the length of the ship as defined in subsection (2);

    • (c) the sides of the modified bridge shall be at least of equivalent strength to the normal bridge side construction and proper provisions shall be made for the maintenance and continuity of the strength of the ship;

    • (d) the end bulkheads and closing appliances shall conform to the requirements of these Rules; and

    • (e) the length of the bridge to be allowed in the assessment of the total length of superstructure shall be the effective length in accordance with subsections (23) to (25) multiplied by the factor b/B where b is the breadth of the modified superstructure at midships and B is the full breadth of the ship as defined in subsection (3).

  • (33) Where there is an enclosed superstructure with one or more middle line openings in the deck not provided with permanent means of closing in accordance with sections 3 to 10 of this Schedule, effective length of superstructure is determined as follows:

    • (a) where efficient temporary closing appliances are not provided for the middle line deck openings in accordance with subsection (14) or the breadth of opening is 80 per cent or more of the breadth (B₁) of the superstructure deck at the middle of the opening, the ship shall be regarded as having an open well in way of each opening, and freeing ports shall be provided in way of this well; the effective length of superstructure between openings shall be ascertained by applying subsections (19) to (21) and (23) to (28);

    • (b) where efficient temporary closing appliances as defined in subsection (14) are provided for middle line deck openings and the breadth of opening is less than 0.8B₁, the effective length of superstructure between openings shall be ascertained by applying subsections (19) to (21) and (23) to (28) except that where access openings in ‘tween deck bulkheads are closed by Class 2 closing appliances, they shall be regarded as being closed by Class 1 closing appliances; the total effective length shall be obtained by adding to the length thus determined the difference between that length and the length of the ship modified in the ratio of

      (B₁ - b) / B₁ where b = breadth of deck opening;

      where (B₁ - b) / B₁ is greater than 0.5 it is taken as 0.5.

PART IConditions of Assignment

general conditions

• 2 The conditions of assignment set out in sections 3 to 26 shall be met by all ships before they are assigned freeboards.

openings in freeboard and superstructure decks

• 3 The construction and fitting of cargo and other hatchways in exposed positions on freeboard and superstructure decks shall be at least equivalent to the standards laid down in sections 4 to 10.

• • 4 (1) The height of hatchway coamings on freeboard decks shall be at least 610 mm above the deck; the height of coamings on superstructure decks shall be at least 610 mm above the deck if situated within a quarter of the ship’s length from the stem, and at least 460 mm if situated elsewhere.

  • (2) Coamings shall be of steel, shall be substantially constructed and, where required to be 610 mm high, shall be fitted with an efficient horizontal stiffener placed not lower than 254 mm below the upper edge, and with efficient brackets or stays from the stiffener to the deck, at intervals of not more than 3.05 m.

• • 5 (1) Covers to exposed hatchways shall be efficient, and where they are made of wood, the finished thickness shall be at least 60 mm in association with a span of not more than 1.52 m, and the ends of the wood covers are to be protected by a galvanized steel band efficiently secured. The width of each bearing surface for these hatchway covers shall be at least 64 mm.

  • (2) The provisions of subsection (1) requiring the ends of the wood covers to be protected by a galvanized steel band efficiently secured do not apply to wood hatch covers in use prior to January 1, 1949, but apply in all cases where such hatch covers are renewed.

• 6 Where wood hatchway covers are fitted, the hatchway beams and fore-and-afters shall be of the scantlings and spacings given in Table I to this section where coamings 610 mm high are required, and as given in Table II to this section where coamings 460 mm high are required; angle bar mountings on the upper edge shall extend continuously for the full length of each beam; wood fore-and-afters shall be steel shod at all bearing surfaces.

  TABLE I
  (COAMINGS, 610 MM IN HEIGHT)
  HATCHWAY BEAMS AND FORE-AND-AFTERS FOR SHIPS 61 M OR MORE IN LENGTH*
  HATCHWAY BEAMS
  						Beams with Fore-and-Afters									Beams without Fore-and-Afters
  						— —									— —
  Breadth of						Barrots mobiles avec galiotes									Barrots mobiles sans galiotes
  Hatchway		Mounting
  —		—				Spacing Centre to Centre									Spacing Centre to Centre
  Largeur de						— —									— —
  l’écoutille		Armature				Écartement d’axe en axe									Écartement d’axe en axe
  metres		millimetres				1.83 m			2.44 m			3.05 m			1.22 m			1.52 m
  mètres		millimètres				millimetres			millimetres			millimetres			millimetres			millimetres
  						millimètres			millimètres			millimètres			millimètres			millimètres
  3.05		75 × 75 × 10AC				280 × 7.5T			305 × 8T			356 × 8.5T			229 × 11.5TB			254 × 12.5TB
  3.66		75 × 75 × 10AC				305 × 8T			356 × 8.5T			432 × 9T			279 × 12.5TB			305 × 12.5TB
  4.27		75 × 75 × 10.5AC				356 × 8.5T			432 × 9T			508 × 9.5T			305 × 12.5TB			305 × 8T
  4.88		90 × 75 × 10.5AC				406 × 9T			483 × 9.5T			559 × 9.5T			305 × 8T			356 × 8.5T
  5.49		100 × 75 × 11AC				457 × 9T			533 × 9.5T			635 × 10T			356 × 8.5T			406 × 9T
  6.10		100 × 75 × 11AC				508 × 9.5T			610 × 10T			711 × 10.5T			381 × 8.5T			457 × 9T
  6.71		115 × 75 × 11.5AC				559 × 9.5T			660 × 10.5T			762 × 11T			406 × 9T			483 × 9T
  7.32		130 × 90 × 11.5AC				584 × 10T			711 × 10.5T			813 × 11T			432 × 9T			508 × 9.5T
  7.92		140 × 90 × 12AC				610 × 10T			736 × 10.5T			864 × 11.5T			457 × 9T			533 × 9.5T
  8.53		150 × 90 × 12.5AC				635 × 10T			787 × 11T			914 × 12T			483 × 9.5T			559 × 9.5T
  9.14		150 × 90 × 13AC				660 × 10.5T			813 × 11T			965 × 12T			508 × 9.5T			584 × 10T
  FORE-AND-AFTERS
  			Bulb Plate-Centre Fore-and-Afters									Bulb Angle-Side Fore-and-Afters
  			—									—
  Length of			Tôles à boudin-galiotes centrales									Cornières à boudin-galiotes latérales
  Fore-and-Afters		Mounting
  			Spacing Centre to Centre									Spacing Centre to Centre
  Longueur		Armature			—							—
  de galiotes			Écartement d’axe en axe									Écartement d’axe en axe
  			0.91 m			1.22 m			1.52 m			0.91 m			1.22 m			1.52 m
  metres	millimetres		millimetres			millimetres			millimetres			millimetres			millimetres			millimetres
  mètres	millimètres		millimètres			millimètres			millimètres			millimètres			millimètres			millimètres
  1.83	65 × 65 × 9		150 × 9			165 × 9.5			180 × 9.5			150 × 75 × 9.5			165 × 90 × 9.5			180 × 90 × 9.5
  2.44	65 × 65 × 9.5		180 × 10.5			200 × 11			225 × 11			180 × 90 × 10.5			200 × 75 × 11			225 × 90 × 11
  3.05	65 × 65 × 10		200 × 12.5			240 × 12.5			280 × 12.5			200 × 90 × 12.5			240 × 90 × 12.5			280 × 90 × 12.5
  		Wood Centre Fore-and-Afters										Wood Side Fore-and-Afters
  		—										—
  		Galiotes centrales en bois										Galiotes latérales en bois
  		Spacing Centre to Centre										Spacing Centre to Centre
  Length of		—										—
  Fore-and-Afters		Écartement d’axe en axe										Écartement d’axe en axe
  Longueur		0.91 m			1.22 m				1.52 m			0.91 m			1.22 m			1.52 m
  de galiotes
  		D	B		D		B		D	B		D	B		D	B		D	B
  		H	L		H		L		H	L		H	L		H	L		H	L
  metres
  mètres		mm	mm		mm		mm		mm	mm		mm	mm		mm	mm		mm	mm
  1.83		140	180		150		180		165	180		140	140		150	150		165	150
  2.44		165	180		190		180		200	180		165	165		190	180		200	180
  3.05		200	180		215		200		225	225		200	180		215	200		225	225
  A=Plain Angle					BP=Bulb Plate					P=Plate					D=Depth			B=Breadth
  C — Cornière ordinaire					TB — Tôle à boudin					T — Tôle					H — Hauteur			L — Largeur

  Depths for hatchway beams are at the middle of the length and are measured from the top mounting to the lower edge. Depths for fore-and-afters are measured from the under side of the hatch-covers to the lower edge. Sizes for intermediate lengths and spacing are obtained by interpolation. Where plates are specified, two angles of the size given for mountings, are to be fitted at the upper and at the lower part of the beam. Where bulb plates are specified, two angles, of the size given for mountings, are to be fitted at the upper part of the beam or fore-and-after. Where bulb angles are specified, one angle, of the size given for mountings, is to be fitted at the upper part of the section. Where the specified flanges of an angle are of different dimensions, the larger flange is to be horizontal.

  La hauteur des barrots mobiles est la hauteur au milieu de leur longueur. Elle est mesurée depuis l’armature supérieure jusqu’au bord inférieur. La hauteur des galiotes est mesurée depuis la face inférieure des panneaux de fermeture jusqu’au bord inférieur. Pour des longueurs et écartements intermédiaires, les dimensions sont obtenues par interpolation. Lorsque l’emploi de tôles est exigé, deux cornières ayant les dimensions spécifiées pour les armatures doivent être placées à la partie haute et à la partie basse du barrot mobile. Lorsque des tôles à boudin sont exigées, deux cornières ayant les dimensions exigées pour les armatures doivent être placées à la partie supérieure du barrot mobile ou de la galiote. Lorsque des cornières à boudin sont exigées, une cornière ayant les dimensions exigées pour les armatures doit être placée à la partie haute. Lorsque les largeurs exigées pour les branches d’une cornière sont différentes, la branche la plus large doit être disposée horizontalement.

  *In ships not exceeding 30.5 m in length, the depths of beams which are formed of plates and angles may be 60 per cent of the depths given above; the depths of beams and steel fore-and-afters formed of bulb angle or bulb plate section may be 80 per cent of the depths given above; the thickness of plates, bulb angles and bulb plates should correspond to the thickness tabulated for the reduced depths with a minimum thickness of 7.5 mm, the depths and breadths of wood fore-and-afters may be 80 per cent of those given in the tables for side fore-and-afters, but the centre fore-and-afters must not be less than 165 mm wide. In ships between 30.5 m and 61 m in length, the sizes of the beams and fore-and-afters are to be determined by linear interpolation.

  *Dans les navires dont la longueur ne dépasse pas 30,5 m, la hauteur des barrots mobiles constitués par des tôles et des cornières peut être égale à 60 pour cent de la hauteur donnée à la table; la hauteur des barrots mobiles et des galiotes en acier constitués par une cornière à boudin ou par une tôle à boudin peut être égale à 80 pour cent de la hauteur donnée à la table; l’épaisseur des tôles, cornières à boudin et tôles à boudin doit être celle qui correspond, dans la table, à la hauteur réduite, sans toutefois que cette épaisseur puisse être inférieure à 7,5 mm; les hauteurs et les largeurs des galiotes en bois peuvent être égales à 80 pour cent des dimensions données à la table pour les galiotes latérales, mais les galiotes centrales ne doivent pas avoir une largeur inférieure à 165 mm. Dans les navires dont la longueur est comprise entre 30,5 et 61 m les dimensions des barrots et des galiotes doivent être déterminées par interpolation linéaire.

  TABLE II
  (COAMINGS, 457 MM IN HEIGHT)
  HATCHWAY BEAMS AND FORE-AND-AFTERS FOR SHIPS 61 M OR MORE IN LENGTH*
  HATCHWAY
  						Beams with Fore-and-Afters									Beams without Fore-and-Afters
  						— —									— —
  Breadth of						Barrots mobiles avec galiotes									Barrots mobiles sans galiotes
  Hatchway		Mounting
  —		—				Spacing Centre to Centre									Spacing Centre to Centre
  Largeur de						— —									— —
  l’écoutille		Armature				Écartement d’axe en axe									Écartement d’axe en axe
  metres		millimetres				1.83 m			2.44 m			3.05 m			1.22 m			1.52 m
  mètres		millimètres				millimetres			millimetres			millimetres			millimetres			millimetres
  						millimètres			millimètres			millimètres			millimètres			millimètres
  3.05		75 × 75 × 10AC				240 × 11,5TB			267 × 12,5TB			292 × 13TB			200 × 10TB			225 × 11TB
  3.66		75 × 75 × 10AC				280 × 12,5TB			280 × 7,5TB			330 × 8,5T			225 × 11TB			225 × 12.5TB
  4.27		75 × 75 × 10.5AC				280 × 7,5T			330 × 8T			381 × 8,5T			254 × 12,5TB			292 × 12,5T
  4.88		90 × 75 × 10.5AC				305 × 8T			381 × 8,5T			432 × 9T			280 × 7,5TB			280 × 7,5T
  5.49		100 × 75 × 11AC				356 × 8,5T			432 × 9T			483 × 9,5T			280 × 7,5TB			305 × 8T
  6.10		100 × 75 × 11AC				406 × 9T			483 × 9,5T			533 × 9,5T			305 × 8T			330 × 8,5T
  6.71		115 × 75 × 11.5AC				432 × 9T			508 × 9,5T			584 × 10T			318 × 8T			356 × 8,5T
  7.32		130 × 90 × 11.5AC				457 × 9T			533 × 9,5T			635 × 10T			330 × 8,5T			368 × 8,5T
  7.92		140 × 90 × 12AC				483 × 9,5T			559 × 9,5T			660 × 10,5T			344 × 8,5T			381 × 8,5T
  8.53		150 × 90 × 12.5AC				508 × 9,5T			584 × 10T			686 × 10,5T			356 × 8,5T			406 × 9T
  9.14		150 × 90 × 13AC				533 × 9.5T			610 × 10T			711 × 10,5T			381 × 8,5T			432 × 9T
  FORE-AND-AFTERS
  			Bulb Plate-Centre Fore-and-Afters									Bulb Angle-Side Fore-and-Afters
  			—									—
  Length of			Tôles à boudin-galiotes centrales									Cornières à boudin-galiotes latérales
  Fore-and-Afters		Mounting
  			Spacing Centre to Centre									Spacing Centre to Centre
  Longueur		Armature			—							—
  de galiotes			Écartement d’axe en axe									Écartement d’axe en axe
  			0.91 m			1.22 m			1.52 m			0.91 m			1.22 m			1.52 m
  metres	millimetres		millimetres			millimetres			millimetres			millimetres			millimetres			millimetres
  mètres	millimètres		millimètres			millimètres			millimètres			millimètres			millimètres			millimètres
  1.83	65 × 65 × 9		130 × 8.5			140 × 8.5			150 × 9			130 × 75 × 8.5			140 × 75 × 8.5			150 × 75 × 9
  2.44	65 × 65 × 9.5		150 × 9.5			180 × 10			190 × 10.5			150 × 75 × 9.5			180 × 75 × 10			190 × 90 × 10.5
  3.05	65 × 65 × 10		180 × 11			200 × 11.5			225 × 12.5			180 × 75 × 11			200 × 90 × 11.5			225 × 90 × 12.5
  		Wood Centre Fore-and-Afters										Wood Side Fore-and-Afters
  		—										—
  		Galiotes centrales en bois										Galiotes latérales en bois
  		Spacing Centre to Centre										Spacing Centre to Centre
  Length of		—										—
  Fore-and-Afters		Écartement d’axe en axe										Écartement d’axe en axe
  Longueur		0.91 m			1.22 m				1.52 m			0.91 m			1.22 m			1.52 m
  de galiotes
  		D	B		D		B		D	B		D	B		D	B		D	B
  		H	L		H		L		H	L		H	L		H	L		H	L
  metres
  mètres		mm	mm		mm		mm		mm	mm		mm	mm		mm	mm		mm	mm
  1.83		130	180		140		180		150	180		130	130		140	130		150	130
  2.44		150	180		165		180		180	180		150	130		165	150		180	150
  3.05		180	180		190		180		200	180		180	150		190	180		200	180
  A=Plain Angle					BP=Bulb Plate					P=Plate					D=Depth			B=Breadth
  C — Cornière ordinaire					TB — Tôle à boudin					T — Tôle					H — Hauteur			L — Largeur

  Depths for hatchway beams are at the middle of the length and are measured from the top mounting to the lower edge. Depths for fore-and-afters are measured from the under side of the hatch-covers to the lower edge. Sizes for intermediate lengths and spacing are obtained by interpolation. Where plates are specified, two angles, of the size given for mountings, are to be fitted at the upper and at the lower part of the beam. Where bulb plates are specified, two angles, of the size given for mountings, are to be fitted at the upper part of the beam or fore-and-after. Where bulb angles are specified, one angle, of the size given for mountings, is to be fitted at the upper part of the section. Where the specified flanges of an angle are of different dimensions, the larger flange is to be horizontal.

  La hauteur des barrots mobiles est la hauteur au milieu de leur longueur. Elle est mesurée depuis l’armature supérieure jusqu’au bord inférieur. La hauteur des galiotes est mesurée depuis la face inférieure des panneaux de fermeture jusqu’au bord inférieur. Pour des longueurs et écartements intermédiaires, les dimensions sont obtenues par interpolation. Lorsque l’emploi de tôles est exigé, deux cornières ayant les dimensions spécifiées pour les armatures doivent être placées à la partie haute et à la partie basse du barrot mobile. Lorsque des tôles à boudin sont exigées, deux cornières ayant les dimensions exigées pour les armatures doivent être placées à la partie supérieure du barrot mobile ou de la galiote. Lorsque des cornières à boudin sont exigées, une cornière ayant les dimensions exigées pour les armatures doit être placée à la partie haute. Lorsque les largeurs exigées pour les branches d’une cornière sont différentes, la branche la plus large doit être disposée horizontalement.

  *In ships not exceeding 30.5 m in length, the depths of beams which are formed of plates and angles may be 60 per cent of the depths given above; the depths of beams and steel fore-and-afters formed of bulb angle or bulb plate section may be 80 per cent of the depths given above; the thickness of plates, bulb angles and bulb plates should correspond to the thickness tabulated for the reduced depths with a minimum thickness of 7.5 mm; the depths and breadths of wood fore-and-afters may be 80 per cent of those given in the tables for side fore-and-afters, but the centre fore-and-afters must not be less than 165 mm wide. In ships between 30.5 m and 61 m in length, the sizes of the beams and fore-and-afters are to be determined by linear interpolation.

  *Dans les navires dont la longueur ne dépasse pas 30,5 m, la hauteur des barrots mobiles constitués par des tôles et des cornières peut être égale à 60 pour cent de la hauteur donnée à la table; la hauteur des barrots mobiles et des galiotes en acier constitués par une cornière à boudin ou par une tôle à boudin peut être égale à 80 pour cent de la hauteur donnée à la table; l’épaisseur des tôles, cornières à boudin et tôles à boudin doit être celle qui correspond, dans la table, à la hauteur réduite, sans toutefois que cette épaisseur puisse être inférieure à 7,5 mm; les hauteurs et les largeurs des galiotes en bois peuvent être égales à 80 pour cent des dimensions données à la table pour les galiotes latérales, mais les galiotes centrales ne doivent pas avoir une largeur inférieure à 165 mm. Dans les navires dont la longueur est comprise entre 30,5 et 61 m, les dimensions des barrots et des galiotes doivent être déterminées par interpolation linéaire.

• 7 Carriers or sockets for hatchway beams and fore-and-afters shall be of steel at least 13 mm thick, and shall have a width of bearing surface of at least 75 mm.

• 8 Strong cleats at least 64 mm wide shall be fitted at intervals of not more than 610 mm from centre to centre; the end cleats shall be placed not more than 150 mm from each corner of the hatchway; and, in the case of a ship whose keel is laid after January 1, 1949, the cleats shall be of a pattern approved by the Assigning Authority and shall be set to fit the taper of the wedges.

• • 9 (1) Battens and wedges shall be efficient and in good condition.

  • (2) In the case of a ship whose keel is laid after January 1, 1949, wedges shall be made from tough wood cut to a taper of 1 in 6 and shall be not less than 13 mm thick at the toe.

  • (3) At least two tarpaulins in good condition, thoroughly waterproofed and of ample strength, shall be provided for each hatchway in an exposed position on freeboard and superstructure decks; the material of the tarpaulins shall be guaranteed free from jute, and the minimum weight of the material, before treatment, shall be 644 g/m² if to be tarred, 610 g/m² if to be chemically dressed or 542 g/m² for black oil dressing.

• • 10 (1) Where coamings are required to be 610 mm high, steel bars or other equivalent means shall be provided for efficiently and independently securing each section of hatchway covers after the tarpaulins are battened down.

  • (2) At all other hatchways in exposed positions on freeboard and superstructure decks, ring bolts or other fittings for lashings shall be provided.

  • (3) Where hatchway covers extend over intermediate supports, steel bars or their equivalent shall be fitted at each end of each section of the covers.

  • (4) The provisions of subsections (1) and (3) apply to a ship whose keel is laid after January 1, 1949; and such provisions shall also apply to any other ship if, in the opinion of the Assigning Authority, compliance with such provisions is reasonable and practicable, provided that where full compliance is not considered to be reasonable and practicable, efficient means for securing the hatchway covers after the tarpaulins are battened down shall be provided in the form of fittings for special lashings to the satisfaction of the Assigning Authority.

• • 11 (1) Cargo, coaling and other hatchways in the freeboard deck within superstructures that are fitted with closing appliances less efficient than Class 1 but not less efficient than Class 2 shall have coamings at least 230 mm in height and closing arrangements as effective as those required for exposed cargo hatchways whose coamings are 460 mm high.

  • (2) Where the closing appliances are less efficient than Class 2, the hatchways shall have coamings at least 460 mm in height, and shall have fittings and closing arrangements as effective as those required for exposed cargo hatchways.

• • 12 (1) Machinery space openings in exposed positions on freeboard and raised quarter decks shall be properly framed and efficiently enclosed by steel casings of ample strength; doors in such casings shall be of steel, efficiently stiffened, permanently attached, and capable of being closed and secured from both sides; the sills of openings shall be at least 610 mm above the freeboard deck and at least 460 mm above the raised quarter deck.

  • (2) Fiddley, funnel and ventilator coamings shall be as high above the deck as is reasonable and practicable; fiddley openings shall have strong steel covers permanently attached in their proper positions.

• • 13 (1) Machinery space openings in exposed positions on superstructure decks other than raised quarter decks shall be properly framed and efficiently enclosed by strong steel casings; doors in such casings shall be strongly constructed, permanently attached, and capable of being closed and secured from both sides; the sills of the openings shall be at least 380 mm above superstructure decks.

  • (2) Fiddley, funnel and ventilator coamings shall be as high above the deck as is reasonable and practicable; fiddley openings shall have strong steel covers permanently attached in their proper positions.

• 14 Machinery space openings in the freeboard deck within superstructures that are fitted with closing appliances less efficient than Class 1 shall be properly framed and efficiently enclosed by steel casings; doors in such casings shall be strongly constructed, permanently attached and capable of being securely closed; the sills of the openings shall be at least 230 mm above the deck where the superstructures are closed by Class 2 closing appliances, and at least 380 mm above the deck where the closing appliances are less efficient than Class 2.

• • 15 (1) Flush bunker scuttles may only be fitted in superstructure decks, except in the case of small ships in special trades when they may be fitted in other positions by permission of the Assigning Authority.

  • (2) Such scuttles shall be of iron or steel, of substantial construction, with screw or bayonet joints; where a scuttle is not secured by hinges, a permanent chain attachment shall be provided.

• 16 Companionways in exposed positions on freeboard decks and on decks of enclosed superstructures shall be of substantial construction; the sills of the doorways shall be of the heights specified for hatchway coamings in sections 4 and 11; the doors shall be strongly constructed and capable of being closed and secured from both sides; where the companionway is situated within a quarter of the ship’s length from the stem, it shall be of steel and riveted to the deck plating.

• • 17 (1) Ventilators in exposed positions on freeboard and superstructure decks to spaces below freeboard decks or decks of superstructures that are intact or fitted with Class 1 closing appliances shall have coamings of steel, substantially constructed, and efficiently connected to the deck by rivets spaced four diameters apart centre to centre, or by equally effective means; the deck plating at the base of the coaming shall be efficiently stiffened between the deck beams; the ventilator openings shall be provided with efficient closing arrangements.

  • (2) Where such ventilators are situated on the freeboard deck, or on the superstructure deck within a quarter of the ship’s length from the stem, and the closing arrangements of the ventilators are of a temporary character, the coamings shall be at least 915 mm in height; in other exposed positions on the superstructure deck they shall be at least 760 mm in height; where the coaming of any ventilator exceeds 915 mm in height, it shall be specially supported and secured.

• 18 Where the air pipes to ballast and other tanks extend above freeboard or superstructure decks, the exposed parts of the pipes shall be of substantial construction; the height from the deck to the opening shall be at least 915 mm in wells on freeboard decks, 760 mm on raised quarter decks, and 460 mm on other superstructure decks; efficient means shall be provided for closing the openings of the air pipes.

openings in the sides of ships

• 19 Openings in the sides of ships such as gangways, cargo ports, coaling ports, rubbish chutes or ash chutes that are below the freeboard deck shall be fitted with watertight doors or covers that, with their securing appliances, shall be of sufficient strength.

• • 20 (1) Scuppers and sanitary discharge pipes led through the ship’s sides from spaces below the freeboard deck shall be fitted with efficient and accessible means for preventing water from passing inboard; each separate discharge shall have either an automatic non-return valve with a positive means of closing it from a position above the freeboard deck, or two automatic non-return valves without positive means of closing, provided that the upper valve is situated so that it is always accessible for examination under service conditions; the positive action valve shall be readily accessible and shall be provided with means for showing whether the valve is open or closed; cast iron shall not be accepted for such valves when attached to the sides of the ship.

  • (2) The provisions of subsection (1) apply to discharges from spaces within enclosed superstructures if and to the extent that the Assigning Authority considers necessary, having regard to the type and location of the inboard ends of such openings.

  • (3) Where scuppers are fitted in superstructures not fitted with Class 1 closing appliances, they shall have efficient means for preventing the accidental admission of water below the freeboard deck.

  • (4) In the case of a ship whose keel is laid after January 1, 1949, cast iron shall not be used for valves and discharges led through the ship’s sides below the freeboard deck or through the sides of enclosed superstructures.

• • 21 (1) Side scuttles to spaces below the freeboard deck, or to spaces below the superstructure deck of superstructures closed by Class 1 or Class 2 closing appliances, shall be fitted with efficient inside deadlights permanently attached in their proper positions so that they can be effectively closed and secured watertight.

  • (2) Where, however, such spaces in superstructures are appropriated to passengers, other than steerage passengers, or to crew, the side scuttles may have portable deadlights stowed adjacent to the side scuttles, provided that they are readily accessible at all times on service.

  • (3) The side scuttles and deadlights shall be of substantial construction and of types approved by the Board.

miscellaneous provisions

• 22 Efficient guard rails and bulwarks shall be fitted on all exposed portions of freeboard and superstructure decks.

• • 23 (1) 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; the minimum freeing port area on each side of the ship for each “well” on freeboard decks and on raised quarter decks shall be that given by the following scale; the minimum area for each well on any superstructure deck other than a raised quarter deck shall be one-half the area given by that scale; where the length of the well exceeds seven-tenths of the length of the ship, the Assigning Authority may modify that scale; in ships with less than the standard sheer, the freeing port area shall be increased as required by the Assigning Authority.

    Length			Freeing port area
    of bulwarks in “well”			on each side in
    in metres			square metres
    	5		0.750
    	6.5		0.795
    	8		0.840
    	9.5		0.885
    	11		0.930
    	12.5		0.975
    	14		1.020
    	15.5		1.065
    	17		1.110
    	18.5		1.155
    	20		1.200
    Above	20		0.090 m2 for each additional 1.5 m length of bulwark.

  • (2) The lower edges of the freeing ports shall be as near the deck as practicable and as a general rule shall not be higher than the upper edge of the gunwale bar; two-thirds of the freeing port area required shall be provided in the midship half of the well.

  • (3) All such openings in the bulwarks shall be protected by rails or bars spaced about 230 mm apart; where shutters are fitted to freeing ports, ample clearance shall be provided to prevent jamming; hinges shall have brass pins.

• • 24 (1) Gangways, lifelines or other satisfactory means shall be provided for the protection of the crew in getting to and from their quarters.

  • (2) The strength of houses for the accommodation of crew on flush deck steamships shall be equivalent to that required for superstructure bulkheads.

• 25 Notwithstanding anything in this Part, the Assigning Authority may, in any exceptional case, allow departures from the provisions thereof on condition that the freeboards computed for the ship are increased to such extent as will, in the opinion of the Board, secure that the protection afforded to the ship and crew is not less effective than it would be if the ship fully complied with the said provisions and there had been no increase of freeboards.

• • 26 (1) The Assigning Authority shall be satisfied with the structural strength of any ship before assigning to it a freeboard.

  • (2) Ships that comply with the highest standard of the rules of a classification society authorized pursuant to section 421 of the Act shall be regarded as having sufficient strength for the minimum freeboards allowed under these Rules.

  • (3) Ships that do not comply with the highest standard of the rules of a classification society authorized as aforesaid shall be assigned such increased freeboards as shall be determined by the Assigning Authority, having regard to the extent to which the ship complies with the following strength moduli:

    • (a) Material — The strength moduli are based on the assumption that the structure is built of mild steel, manufactured by the open hearth process (acid or basic), and having a tensile strength of 401 to 494 MPa, and an elongation of at least 16 per cent on a length of 203 mm.

      Strength Deck — The strength deck is the uppermost deck which is incorporated into and forms an integral part of the longitudinal girder within the half-length amidships.

      Depth to Strength Deck (D_s) — The depth to strength deck is the vertical distance in metres amidships from the top of the keel to the top of the strength deck beam at side.

      Draught (d) — The draught is the vertical distance in metres amidships from the top of the keel to the centre of the disc.

    • (b) Longitudinal Modulus — The longitudinal modulus I/y is the moment of inertia I of the midship section about the neutral axis divided by the distance y measured from the neutral axis to the top of the strength deck beam at side, calculated in way of openings but without deductions for rivet holes. Areas are measured in square centimetres and distances in metres.

      Below the strength deck, all continuous longitudinal members other than such parts of the under deck girders as are required entirely for supporting purposes are included. Above the strength deck, the gunwale angle bar and the extension of the sheerstrake are the only members included.

      The required longitudinal modulus for effective material is expressed by the formula f.d.B., where f is the factor obtained from the following table:

      L	f	L	f
      30.50	38.10	109.73	198.96
      36.58	42.33	115.82	218.01
      42.67	49.74	121.92	237.05
      48.77	57.15	128.02	257.17
      54.86	66.67	134.11	277.28
      60.96	76.20	140.21	299.51
      67.06	88.90	146.30	320.67
      73.15	101.60	152.40	343.96
      79.25	115.35	158.50	367.25
      85.34	131.23	164.59	390.53
      91.44	147.10	170.69	414.87
      97.54	162.98	176.78	440.27
      106.63	180.97	182.90	465.67

    This formula applies where L does not exceed 182.9 m, B is between L/10 + 1.52 and L/10 + 6.10, both inclusive and L/D_s is between 10 and 13.5, both inclusive.

    • (c) Frame — For the purpose of the frame modulus, the frame is regarded as composed of a frame angle and a reverse angle each of the same size and thickness.

      •  Frame Modulus — The Modulus I/y of the midship

      frame below the lowest tier of beams is the moment of inertia I of the frame section about the neutral axis divided by the distance y measured from the neutral axis to the extremity of the frame section, calculated without deduction for rivet and bolt holes. The modulus is measured in centimetre units.

      The required frame modulus is expressed by the formula:

      [s(d - t) (f₁ + f₂)] / 1 000

      where

      s

      is the frame spacing in metres;

      t

      is the vertical distance in metres measured at amidships from the top of the keel to a point midway between the top of the inner bottom at side and the top of the heel bracket (see Figure 4); where there is no double bottom, t is measured to a point midway between the top of the floor at centre and the top of the floor at side;

      f₁

      is a coefficient depending on H, which, in ships fitted with double bottoms, is the vertical distance in metres from the middle of the beam bracket of the lowest tier of beams at side to a point midway between the top of the inner bottom at side and the top of the heel bracket (see Figure 4). Where there is no double bottom, H is measured to a point midway between the top of the floor at centre and the top of the floor at side. Where the frame obtains additional strength from the form of the ship, due allowance is made in the value of f₁;

      f₂

      is a coefficient depending on K, which is the vertical distance in metres from the top of the lowest tier of beams at side to a point 2.29 m above the freeboard deck at side, or, if there is a superstructure, to a point 3.81 m above the freeboard deck at side (see Figure 4). The values of f₁ and f₂ are obtained from the following table:

      H in metres	0	2.133	2.743	3.353	3.962	4.572	5.182	5.791	6.401	7.010	7.620
      en mètres
      f1	19 053	23 287	26 464	31 758	40 227	50 810	62 455	76 219	91 035	107 970	124 900
      K in metres			0	1.524	3.048	4.572	6.096	7.620	9.144	10.668	12.192
      en mètres
      f2			0	1 058.5	2 117	4 234	6 351	9 527	13 761	19 053	25 407

      Intermediate values are obtained by interpolation.

      This formula applies where D is between 4.57 m and 18.29 m, both inclusive, B is between L/10 + 1.52 and L/10 + 6.10, both inclusive, L/D_s is between 10 and 13.5, both inclusive; and the horizontal distance from the outside of the frame to the centre of the first row of pillars does not exceed 6.1 m.

      In single deck ships of ordinary form, where H does not exceed 5.5 m the frame modulus determined by the preceding method is multiplied by the factor f₃ where f₃

      f₃ = 0.50 + 0.164 (H-2.44).

      Where the horizontal distance from the outside of the frame to the centre of the first row of pillars exceeds 6.1 m, sufficient additional strength shall be provided to the satisfaction of the Assigning Authority.

    FIGURE 4

    GRAPHIC IS NOT DISPLAYED, SEE C.R.C., C. 1425, P. 11985

conditions for ships to be assigned timber freeboards

• 27 The conditions of assignment set out in sections 28 to 34 shall be met by all steamships before they are assigned timber freeboards.

• 28 The structure of a steamship shall be of sufficient strength for the deeper draught allowed and for the weight of the deck cargo.

• 29 The steamship shall have a forecastle of a least standard height and at least seven per cent of the length of the ship and, in addition, a poop or a raised quarter deck with a strong steel hood or deck house fitted aft; provided that a steamship, the keel of which was laid before July 1, 1932, need comply with these provisions only so far as, in the opinion of the Assigning Authority, is reasonable and practicable.

• 30 Machinery casings on the freeboard deck of the steamship shall be protected by a superstructure of at least standard height, unless the machinery casings are of sufficient strength and height to permit of the the carriage of timber alongside.

• 31 Double bottom tanks where fitted within the midship half length of the steamship shall have adequate longitudinal subdivision.

• 32 The steamship shall be fitted either with permanent bulwarks at least 1 m high, specially stiffened on the upper edge and supported by strong bulwark stays attached to the deck in way of the beams and provided with necessary freeing ports, or with efficient rails at least 1 m high and of especially strong construction.

• 33 Steering arrangements for the steamship shall be effectively protected from damage by cargo and, as far as practicable, shall be accessible; efficient provision shall be made for steering in the event of a breakdown in the main steering arrangements.

• 34 Eye plates for lashings shall be riveted to the sheerstrake of the steamship at intervals of not more than 3 m, the distance from an end bulkhead of a superstructure to the first eye plate being not more than 2 m; additional eye plates may be fitted on the stringer plate.

conditions for ships to be assigned tanker freeboards

• 35 The conditions of assignment set out in sections 36 to 43 shall be met by all tankers before they are assigned tanker freeboards.

• 36 The structure of the ship shall be of sufficient strength for the increased draught corresponding to the freeboard assigned.

• 37 The ship shall have a forecastle of which the length is not less than seven per cent of the length of the ship and the height is not less than the standard height; provided that a ship, the keel of which was laid before July 1, 1932, need comply with these provisions only so far as, in the opinion of the Assigning Authority, is reasonable and practicable.

• • 38 (1) The openings in machinery casings on the freeboard deck shall be fitted with steel doors; the casings shall be protected by an enclosed poop or bridge of at least standard height, or by a deck house of equal height and of equivalent strength; the bulkheads at the ends of these structures shall be of the scantlings required for bridge front bulkheads.

  • (2) All entrances to the structures from the freeboard deck shall be fitted with effective closing appliances and the sills shall be at least 460 mm above the deck; exposed machinery casings on the superstructure deck shall be of substantial construction, and all openings in then shall be fitted with steel closing appliances permanently attached to the casings and capable of being closed and secured from both sides; the sills of such openings shall be at least 380 mm above the deck.

  • (3) Fiddley openings shall be as high above the superstructure deck as is reasonable and practicable and shall have strong steel covers permanently attached in their proper positions; provided that a ship, the keel of which was laid before July 1, 1932, need comply with the provision of this section only so far as, in the opinion of the Assigning Authority, is reasonable and practicable.

• 39 An efficiently constructed permanent gangway of sufficient strength for its exposed position shall be fitted fore and aft at the level of the superstructure deck between the poop and midship bridge and, when any of the crew are berthed forward, from the bridge to the forecastle, unless other equivalent means of access are provided to carry out the purpose of the gangway, such as passages below deck.

• 40 Safe and satisfactory access from the gangway level to the quarters of the crew, the machinery space and all other parts used in the necessary work of the ship, shall be available at all times; this section does not apply to pump rooms if suitable means of access are provided from the freeboard deck, and the access openings are fitted with Class 1 closing appliances.

• 41 All hatchways on the freeboard deck and on the deck of expansion trunks shall be closed watertight by efficient steel covers.

• 42 Ventilators to spaces below the freeboard deck shall be of ample strength or shall be protected by superstructures or by equally efficient means.

• • 43 (1) Ships with bulwarks shall have open rails fitted for at least half the length of the exposed portion of the weather deck or such other freeing arrangements as are, in the opinion of the Assigning Authority, effective for the purpose of freeing the decks of water; the upper edge of the sheerstrake shall be kept as low as practicable, and as a general rule shall not be higher than the upper edge of the gunwale bar.

  • (2) Where superstructures are connected by trunks, open rails shall be fitted for the whole length of the weather portions of the freeboard deck.

  • (3) Provided that a ship, the keel of which was laid before July 1, 1932, need comply with the provisions of this section only as far as, in the opinion of the Assigning Authority, is reasonable and practicable.

PART IICalculation of Freeboards for Steamships

general

• 44 Subject to Parts III to V, the freeboards for steamships other than sailing ships and tankers shall be calculated in accordance with this Part.

deductions for superstructures

• 45 Where the effective length of superstructures is 1.0L, the deduction from the freeboard shall be 355 mm at 24.4 m length of ship, 865 mm at 85.3 m length, and 1 065 m at 121.9 m length and over; deductions at intermediate lengths shall be obtained by interpolation; where the total effective length of superstructure is less than 1.0L, the deduction shall be a percentage obtained from the following table:

  Superstructures		Total effective length of superstructures (E)
  		Longueur effective totale des superstructures (E)
  		0	0.1L	0.2L	0.3L	0.4L	0.5L	0.6L	0.7L	0.8L	0.9L	1.0L	Line —Ligne
  		%	%	%	%	%	%	%	%	%	%	%
  All types with forecastle and without detached bridge		0	5	10	15	23.5	32	46	63	75.3	87.7	100	A
  Tous types avec gaillard et sans château détaché
  *All types with forecastle and detached bridge		0	6.3	12.7	19	27.5	36	46	63	75.3	87.7	100	B
  *Tous types avec gaillard et avec château détaché
  	*Where the effective length of a detached bridge is less than 0.2L the percentages are obtained by interpolation between lines B and A.
  	Where no forecastle is fitted the above percentages are reduced by 5.
  	Percentages for intermediate lengths of superstructures are obtained by interpolation.
  	*Lorsque la longueur effective d’un château détaché est inférieure à 0.2L, les pourcentages s’obtiennent par interpolation entre les lignes B et  A.
  	Lorsqu’il n’existe pas de gaillard, les pourcentages ci-dessus sont réduits de 5.
  	Les pourcentages des longueurs intermédiaires des superstructures s’obtiennent par interpolation.

sheer

• • 46 (1) The sheer shall be measured from the deck at side to a line of reference drawn parallel to the keel through the sheer line at amidships.

  • (2) In ships designed to trim by the stern in service, the sheer may be measured in relation to the load line, provided an additional mark is placed at 0.25L forward of amidships to indicate the assigned load line. This mark is to be similar to the load line disc amidships.

  • (3) In flush deck ships and in ships with detached superstructures, the sheer shall be measured at the freeboard deck.

  • (4) In ships with topsides of unusual form in which there is a step or break in the topsides, the sheer shall be considered in relation to the equivalent depth amidship.

  • (5) In ships with a superstructure of standard height that extends over the whole length of the freeboard deck, the sheer shall be measured at the superstructure deck; where the height exceeds the standard, the sheer may be considered in relation to the standard height.

  • (6) Where a superstructure is intact or access openings in its enclosing bulkheads are fitted with Class 1 closing appliances, and the superstructure deck has at least the same sheer as the exposed freeboard deck, the sheer of the enclosed portion of the freeboard deck shall not be taken into account.

• 47 The ordinates (in millimetres) of the standard sheer profile are given in the following table, where L is the number of metres in the length of the ship:

  Station		Ordinate		Factor
  	A.P.	8.33	L  + 254	1
  1/6 L from	A.P.	3.70	L  + 113	4
  1/3 L from	A.P.	.925	L  + 28.25	2
  	Amidships		0	4
  1/3 L from	F.P.	1.85	L  + 56.5	2
  1/6 L from	F.P.	7.40	L  + 226	4
  	F.P.	16.67	L  + 508	1
  A.P. After end of summer load waterline.
  F.P. Fore end of summer load waterline.

• • 48 (1) Where the sheer profile differs from the standard, the seven ordinates of each profile shall be multiplied by the appropriate factors given in the table to section 47. The difference between the sums of the respective products, divided by 18, measures the deficiency or excess of sheer.

  • (2) Where the after half of the sheer profile is greater than the standard and the forward half is less than the standard, no credit shall be allowed for the part in excess.

  • (3) Where the forward half of the sheer profile exceeds the standard and the after portion of the sheer profile is not less than 75 per cent of the standard, credit shall be allowed for the part in excess; where the after part is less than 50 per cent of the standard, no credit shall be given for the excess sheer forward; where the after sheer is between 50 per cent and 75 per cent of the standard, an intermediate allowance may be granted for excess sheer forward.

• 49 The correction for variations from the standard sheer shall be the deficiency or excess of sheer determined in accordance with section 48 multiplied by

  0.75 - S/2L,

  where

  S

  is the total length of superstructure, as defined in subsection 1(9).

• 50 Where the sheer is less than the standard, the correction for deficiency in sheer, determined in accordance with section 48 shall be added to the freeboard.

• 51 In flush deck ships and in ships where an enclosed superstructure covers 0.1L before and 0.1L abaft amidships, the correction for excess of sheer, determined in accordance with section 49 shall be deducted from the freeboard; in ships with detached superstructures, where no enclosed superstructure covers amidships, no deduction shall be made from the freeboard; where an enclosed superstructure covers less than 0.1L before and 0.1L abaft amidships, the deduction shall be obtained by interpolation; the maximum deduction for excess sheer shall be 125 mm at 100 m length of ship and shall increase at the rate of 125 mm for each additional 100 m in the length of the ship.

round of beam

• 52 The standard round of beam of the freeboard deck is one-fiftieth of the breadth of the ship.

• 53 Where the round of beam of the freeboard deck is greater or less than the standard, the freeboard shall be decreased or increased respectively by one-fourth of the difference between the actual and the standard round of beam, multiplied by the proportion of the length of the freeboard deck not covered by enclosed superstructures; twice the standard round of beam is the maximum for which allowance may be given.

minimum freeboards

• 54 The minimum freeboard in Summer shall be the freeboard derived from the table set out in section 58, after correction for departures from the standards and after deduction for superstructures in accordance with this Part, so however that if the freeboard, calculated in accordance with this Part but before the correction required by Note (f) appended to the table is made, be less than 50 mm, 50 mm shall be substituted therefor.

• 55 The minimum freeboard in the Tropical Zone shall be the freeboard obtained by a deduction from the Summer freeboard of one forty-eighth of the Summer draught measured from the top of the keel to the centre of the load line disc, so however that if the freeboard, calculated in accordance with this Part but before the correction required by Note (f) appended to the table set out in section 58 is made, be less than 50 mm, 50 mm shall be substituted therefor.

• • 56 (1) The minimum freeboard in Winter shall be the freeboard obtained by an addition to the Summer freeboard of one forty-eighth of the Summer draught, measured from the top of the keel to the centre of the load line disc.

  • (2) The minimum Winter North Atlantic freeboard for steamships not exceeding 100.6 m in length shall be the Winter freeboard plus 50 mm; for steamships over 100.6 m in length the minimum Winter North Atlantic freeboard shall be the Winter freeboard.

• • 57 (1) The amount of the fresh water allowance for a ship in fresh water of unit density is Δ/ 4 T expressed in millimetres

    where Δ = displacement in salt water in tonnes at the Summer load waterline, and

    T = tonnes per centimetre immersion in salt water at the Summer load waterline.

  • (2) Where the displacement at the Summer load waterline cannot be certified, the deduction shall be one forty-eighth of the Summer draught measured from the top of the keel to the centre of the disc.

• 58 The basic minimum Summer freeboards for steamships are as set out in the following table:

  L	Freeboard	L	Freeboard	L	Freeboard	L	Freeboard
  L	Franc-bord	L	Franc-bord	L	Franc-bord	L	Franc-bord
  metres	millimetres	metres	millimetres	metres	millimetres	metres	millimetres
  mètres	millimètres	mètres	millimètres	mètres	millimètres	mètres	millimètres
  24.40	203	76.20	820	128.02	1 976	179.83	3 226
  27.43	229	79.25	874	131.06	2 055	182.88	3 289
  30.48	254	82.30	927	134.11	2 134	185.93	3 353
  33.53	279	85.34	983	137.16	2 212	188.98	3 414
  36.58	305	88.39	1 041	140.21	2 291	192.02	3 475
  39.62	330	91.44	1 102	143.26	2 370	195.07	3 533
  42.67	361	94.49	1 166	146.30	2 446	198.12	3 592
  45.72	394	97.54	1 229	149.35	2 522	201.17	3 650
  48.77	429	100.58	1 295	152.40	2 598	204.22	3 706
  51.82	465	103.63	1 364	155.45	2 672	207.26	3 762
  54.86	503	106.68	1 435	158.50	2 746	210.31	3 815
  57.91	544	109.73	1 509	161.54	2 817	213.36	3 868
  60.96	587	112.78	1 585	164.59	2 888	216.41	3 922
  64.01	630	115.82	1 661	167.64	2 957	219.46	3 973
  67.06	676	118.87	1 737	170.69	3 025	222.50	4 026
  70.10	724	121.92	1 816	173.74	3 094	225.55	4 077
  73.15	770	124.97	1 895	176.78	3 160	228.60	4 127

  • (a) The minimum freeboards for flush deck steamships shall be obtained by an addition to the above table at the rate of 125 mm for every 100 m of length.

  • (b) The freeboards at intermediate lengths shall be obtained by interpolation.

  • (c) The freeboards for steamships longer than 228.6 m shall be determined by the Board.

  • (d) Where c exceeds 0.68, the freeboard shall be multiplied by the factor (c + 0.68) / 1.36

  • (e) Where D exceeds L/15 the freeboard shall be increased by (D - L/15) R millimetres, where R is L/48 at lengths less than 118.9 m. and 250 at 118.9 m length and above.

    In a ship with an enclosed superstructure covering at least 0.6L amidships, or with a complete trunk, or with a combination of intact partial superstructures and trunk that extends all fore and aft, where D is less than L/15 the freeboard shall be reduced at the above rate.

    Where the height of superstructures or trunk is less than the standard height, the reduction shall be modified in the ratio that the actual height bears to the standard height.

  • (f) Where the actual depth to the surface of the freeboard deck amidships is greater or less than D, the difference between these two depths (in millimetres) shall be added to or deducted from freeboard as the case may be.

PART IIICalculation of Freeboards for Sailing Ships

• 59 Subject to sections 60 to 66, the freeboards for sailing ships shall be calculated in the same manner as the freeboards for steamships are calculated from the freeboard table for steamships contained in section 58, but modified by substituting the table set out in section 65 for the table set out in section 58.

• • 60 (1) In sailing ships having a greater rise of floor than 125 mm per metre, the vertical distance from the top of keel shall be reduced by half the difference between the total rise of floor at the half-breadth of the ship and the total rise at 125 mm per metre; 208 mm per metre of half-breadth is the maximum rate of rise for which a deduction may be made.

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

  • (3) The depth used with the freeboard table shall be taken as not less than L/12.

• 61 The coefficient of fineness (c) used with the freeboard table contained in section 65 shall be taken as not less than 0.62 and not greater than 0.72.

• 62 In wood ships the Assigning Authority shall be satisfied as to the efficiency of the construction and closing arrangements of superstructures for which deductions are made from the freeboard.

• 63 Where the effective length of superstructure is 1.0L, the deduction from the freeboard shall be 78 mm at 25 m length of ship, and 707 mm at 100 m length and over; deductions at intermediate lengths shall be obtained by interpolation; where the total effective length of superstructures is less than 1.0L, the deduction shall be a percentage obtained from the following table:

  Superstructures		Total effective length of superstructures (E)
  		Longueur effective totale des superstructures (E)
  		0	0.1L	0.2L	0.3L	0.4L	0.5L	0.6L	0.7L	0.8L	0.9L	1.0L	Line —Ligne
  		%	%	%	%	%	%	%	%	%	%	%
  All types without bridge
  Tous types sans château détaché		0	7	13	17	23.5	30	47.5	70	80	90	100	A
  *All types with bridge
  *Tous types avec château détaché		0	7	14.7	22	32	42	56	70	80	90	100	B
  	*Where the effective length of bridge is less than 0.2L, the percentages are obtained by interpolation between lines B and A. Percentages for  intermediate lengths of superstructures are obtained by interpolation.
  	*Lorsque la longueur effective d’un château détaché est inférieure à 0,2L, les pourcentages s’obtiennent par interpolation entre les lignes B et  A.
  	Les pourcentages des longueurs intermédiaires des superstructures s’obtiennent par interpolation.

• • 64 (1) No addition to the freeboard shall be required for Winter freeboard, nor shall a deduction be permitted for Tropical freeboard.

  • (2) An increase in freeboard of 75 mm shall be made for the Winter North Atlantic freeboard.

  • (3) In computing the Fresh Water freeboard for a wood ship, the draught shall be measured from the lower edge of the rabbet of the keel to the centre of the load line disc.

• 65 The minimum Summer, Winter and Tropical freeboards for iron and steel flush deck sailing ships are as follows:

  L	Freeboard	L	Freeboard	L	Freeboard	L	Freeboard
  L	Franc-bord	L	Franc-bord	L	Franc-bord	L	Franc-bord
  metres	millimetres	metres	millimetres	metres	millimetres	metres	millimetres
  mètres	millimètres	mètres	millimètres	mètres	millimètres	mètres	millimètres
  24.38	234	45.72	597	67.06	1 026	88.39	1 501
  27.43	279	48.77	655	70.10	1 090	91.44	1 572
  30.48	328	51.82	716	73.15	1 156	94.49	1 643
  33.53	378	54.86	777	76.20	1 222	97.54	1 717
  36.58	432	57.91	838	79.25	1 290	100.58	1 791
  39.62	485	60.96	899	82.30	1 359
  42.67	541	64.01	963	85.34	1 430

  • (a) The freeboards at intermediate lengths shall be obtained by interpolation.

  • (b) Where c exceeds 0.62, the freeboard shall be multiplied by the factor (C + 0.62) / 1.24

    c) Where D exceeds L/12 the freeboard shall be increased by 8.33 (D - L/12) × (10 + L/7.62) millimetres.

  • (d) Where the actual depth of the surface of the freeboard deck amidships is greater or less than D, the difference between these two depths (in millimetres) shall be added to or deducted from the freeboard, as the case may be.

• 66 The freeboard for a wood sailing ship shall be the minimum freeboard that would be assigned to the ship if it were of iron or steel, with the addition of such amount of freeboard as the Assigning Authority may determine, having regard to the classification, construction, age and condition of the ship.

PART IVCalculation of Timber Freeboards

• • 67 (1) The Summer Timber freeboards for ships carrying timber deck cargo shall be calculated in the same manner as the summer freeboards for steamships are calculated in accordance with Part II, but modified by substituting the following percentages for those in section 45.

    	Total effective length of superstructures (E)
    	Longueur effective totale des superstructures (E)
    	0	0.1L	0.2L	0.3L	0.4L	0.5L	0.6L	0.7L	0.8L	0.9L	1.0L
    	%	%	%	%	%	%	%	%	%	%	%
    All types	20	30.75	41.5	52.25	63	69.25	75.5	81.5	87.5	93.75	100
    Tous types

  • (2) The Winter Timber freeboard shall be obtained by adding to the Summer Timber freeboard one thirty-sixth of the moulded Summer Timber draught.

  • (3) The Winter North Atlantic Timber freeboards shall be identical to the Winter North Atlantic freeboards prescribed in section 56.

  • (4) The Tropical Timber freeboard shall be obtained by deducting from the Summer Timber freeboard one forty-eighth of the moulded Summer Timber draught.

• 68 In the case of a steamship the keel of which was laid before July 1, 1932, which does not fully comply with the requirements of section 29, the Assigning Authority shall make such addition to the freeboard as may be considered reasonable by the Board, having regard to the extent to which the steamship falls short of full compliance with those requirements.

PART VCalculation of Freeboards for Tankers

• 69 Subject to sections 70 to 74, the freeboards for tankers shall be calculated in the same manner as the freeboards for steamships are calculated in accordance with Part II, but modified by substituting the following table for the table set out in section 58; provided, however, that no addition shall be made under Note (a) appended to the table in section 58 in respect of flush deck ships.

  L	Freeboard	L	Freeboard
  L	Franc-bord	L	Franc-bord
  metres	millimetres	metres	millimetres
  mètres	millimètres	mètres	millimètres
  57.91	546	121.92	1 587
  60.96	587	124.97	1 648
  64.01	627	128.02	1 712
  67.06	668	131.06	1 775
  70.10	711	134.11	1 841
  73.15	754	137.16	1 907
  76.20	800	140.21	1 973
  79.25	846	143.26	2 037
  82.30	894	146.30	2 100
  85.34	942	149.35	2 161
  88.39	993	152.40	2 222
  91.44	1 044	155.45	2 281
  94.49	1 095	158.50	2 339
  97.54	1 145	161.54	2 395
  100.58	1 196	164.59	2 451
  103.63	1 250	167.64	2 504
  106.68	1 303	170.69	2 558
  109.73	1 359	173.74	2 609
  112.78	1 415	176.78	2 657
  115.82	1 471	179.83	2 705
  118.87	1 529	182.88	2 753

• 70 When the total effective length of superstructure is less than 1.0L, the deduction shall be the percentage of the deduction for a superstructure of length 1.0L, obtained from the following table:

  	Total effective length of superstructures (E)
  	Longueur effective totale des superstructures (E)
  	0	0.1L	0.2L	0.3L	0.4L	0.5L	0.6L	0.7L	0.8L	0.9L	1.0L
  	%	%	%	%	%	%	%	%	%	%	%
  All types	0	7	14	21	31	41	52	63	75.3	87.7	100
  Tous les types

• 71 Where the sheer is greater than the standard, the correction for excess sheer as determined under section 49 shall be deducted from the freeboard for all tankers; section 51 does not apply except that the maximum deduction for excess sheer shall be 125 mm at 100 m length of ship and shall decrease at the rate of 125 mm for each additional 100 m in the length of the ship.

• 72 The minimum Winter North Atlantic freeboard shall be the winter freeboard plus an addition at the rate of 83 mm per 100 m in length.

• 73 The freeboards for tankers longer than 182.9 m shall be determined by the Board.

• 74 In the case of any ship the keel of which was laid before July 1, 1932, that does not fully comply with the requirements of sections 37, 38 and 43, the Assigning Authority shall make such addition to the freeboard as may be considered reasonable by the Board, having regard to the extent to which the ship falls short of full compliance with those requirements.

PART VILoad Line Marks

• 75 The owner of a ship shall have that ship marked in accordance with the provisions of this Part.

• 76 The disc, lines and letters described in section 77 shall

  • (a) be marked in such manner as in the surveyor’s opinion will make them plainly visible;

  • (b) be painted in white or yellow on a dark ground or in black on a light ground;

  • (c) on iron and steel ships, be carefully cut in or centrepunched on the sides of the ships; and

  • (d) on wood ships, be cut into the planking for at least 3 mm.

• 77 A steamship shall be marked on each side with a deck line and load lines as follows:

  • (a) a deck line, which shall be a horizontal line 300 mm in length and 25 mm in breadth marked amidships with its upper edge passing through the point where the continuation outwards of the upper surface of the freeboard deck intersects the outer surface of the shell, (see Figure 1); where the deck is partly sheathed amidships, the upper edge of the deck line shall pass through the point where the continuation outwards of the upper surface of the actual sheathing at amidships intersects the outer surface of the shell;

  • (b) a load line disc 300 mm in diameter 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 disc; the disc shall be marked amidships below the deck line;

  • (c) horizontal lines 230 mm in length and 25 mm in breadth that extend from, and are at right angles to, a vertical line marked 540 mm forward of the centre of the disc (see Figure 1), and that indicate the maximum depth to which the ship may be loaded in different circumstances and in different seasons; these lines are as follows:

    • (i) the Summer Load Line indicated by the upper edge of the line that passes through the centre of the disc and also by the upper edge of a line marked S,

    • (ii) the Winter Load Line indicated by the upper edge of a line marked W,

    • (iii) the Winter North Atlantic Load Line indicated by the upper edge of a line marked WNA; this line shall not be marked on a steamship over 100.6 m in length not being a tanker or a steamship of special type to which section 10 of these Regulations applies,

    • (iv) the Tropical Load Line indicated by the upper edge of a line marked T,

    • (v) the Fresh Water Load Line in summer indicated by the upper edge of a line marked F, and

    • (vi) the Tropical Fresh Water Load Line indicated by the upper edge of a line marked TF.

  FIGURE 1

  GRAPHIC IS NOT DISPLAYED, SEE C.R.C., C. 1425, P. 11998

• 78 A sailing ship shall be marked on each side with a deck line, a load line disc and a Winter North Atlantic Load Line as provided in section 77 and with a Fresh Water Load Line indicated by the upper edge of a line marked F. (see Figure 2)

  FIGURE 2

  GRAPHIC IS NOT DISPLAYED, SEE C.R.C., C. 1425, P. 11998

• 79 Every steamship to which timber load lines are assigned in accordance with these Rules shall be marked with the following lines in addition to the lines referred to in section 77:

  Horizontal lines 230 mm in length and 25 mm in breadth, that extend from, and are at right angles to, a vertical line marked 540 mm abaft the centre of the disc (see Figure 3) and that indicate the maximum timber load lines in different circumstances and in different seasons; these lines are as follows:

  • (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; the Fresh Water Timber Load Line in the Tropical Zone indicated by the upper edge of a line marked LTF.

  FIGURE 3

  GRAPHIC IS NOT DISPLAYED, SEE C.R.C., C. 1425, P. 11999

• 80 Every tanker to which a tanker freeboard is assigned in accordance with these Rules and every steamship of special type to which a freeboard is assigned in accordance with section 10 of these Rules shall be marked with the lines referred to in section 77; provided that the Winter North Atlantic Load Line shall always be marked whatever the length of the steamship.

• 81 For the purpose of indicating the name of the Assigning Authority by whom the freeboards have been assigned, letters measuring about 115 mm by 75 mm may be marked alongside the disc and above the line through the centre of the disc.

PART VIILimits of Submergence for Non-Canadian Ships Flying Flag of a Country Signatory to the 1930 Convention Only

• 82 Subject to sections 85 to 87, the maximum depth in salt water to which a steamship, other than a sailing ship, that is flying the flag of a country signatory to the 1930 Convention only, may be loaded is described in section 83.

• • 83 (1) Summer Load Line — The maximum depth in salt water to which a steamship to which this rule applies may be loaded while within

    • (a) the Summer Zone as defined in Part I of Schedule III, and

    • (b) any area set out in Column II of Parts II and III of Schedule III during the period set out for that area in Column III of the said Parts of that Schedule shall be the depth indicated by the Summer Load Line.

  • (2) Winter Load Line — Except as provided in subsection (3), the maximum depth in salt water to which a steamship may be loaded while within any area set out in Column II of Part II of Schedule III during the period set out for that area in Column IV of that Part is the depth indicated by the Winter Load Line.

  • (3) In the case of a steamship required to be marked with a Winter North Atlantic Load Line under Part VI of this Schedule, the maximum depth in salt water to which such steamship may be loaded while on a voyage across the North Atlantic Ocean within the areas numbered 1 and 2 in Column I of Part II of Schedule III during the periods set out for those areas in Column IV of that Part is the depth indicated by the Winter North Atlantic Load Line.

  • (4) Tropical Load Line — The maximum depth in salt water to which a steamship to which this rule applies may be loaded while within

    • (a) the Tropical Zone as defined in Part I of Schedule III, and

    • (b) any area set out in Column II of Part III of Schedule III during the period set out for that area in Column IV of that Part shall be the depth indicated by the Tropical Load Line.

• • 84 (1) Except as provided in subsection (2), the maximum depth in salt water to which a non-Canadian sailing ship that is flying the flag of a country signatory to the 1930 Convention only may be loaded is the depth indicated by the upper edge of the line that passes through the centre of the disc.

  • (2) In the case of a sailing ship engaged on a voyage across the North Atlantic Ocean within the areas numbered 1 and 2 in Column I of Part II of Schedule III, during the period set out for those areas in Column IV of that Part, the maximum depth in salt water to which such sailing ship may be loaded is the depth indicated by the Winter North Atlantic Load Line.

• 85 The maximum depth in salt water to which a non-Canadian steamship, marked with timber load lines, that is flying the flag of a country signatory to the 1930 Convention only and not making a voyage wholly within the limits of the North American Great Lakes Zone and the St. Lawrence River Seasonal Area may be loaded is described in section 86.

• • 86 (1) Summer Timber Load Line — The maximum depth in salt water to which a steamship to which this section applies may be loaded while within

    • (a) the Summer Zone as defined in Part I of Schedule III, and

    • (b) the areas set out in Column II of Parts II and III of that Schedule during the periods set out for those areas in Column III of those Parts shall be the depth indicated by the Summer Timber Load Line.

  • (2) Winter Timber Load Line — Except as provided in subsection (3), the maximum depth in salt water to which a steamship may be loaded while within the areas set out in Column II of Part II of Schedule III during the periods set out for those areas in Column IV of that Part shall be the depth indicated by the Winter Timber Load Line.

  • (3) Winter North Atlantic Timber Load Line — The maximum depth in salt water to which a steamship may be loaded while engaged on a voyage across the North Atlantic Ocean within the areas numbered 1 and 2 in Column I of Part II of Schedule III during the periods set out for those areas in Column IV of that Part, shall be the depth indicated by the Winter North Atlantic Timber Load Line.

  • (4) Tropical Timber Load Line — The maximum depth in salt water to which a steamship to which this rule applies may be loaded while within

    • (a) the Tropical Zone as defined in Part I of Schedule III, and

    • (b) any area set out in Column II of Part III of Schedule III during the period set out for that area in Column IV of that Part, shall be the depth indicated by the Tropical Timber Load Line.

• 87 The maximum depth to which a ship may be loaded while within the North American Great Lakes Zone or the St. Lawrence River Seasonal Area is to the load line marked

  • (a) “TF”, during the period from May 1st to September 15th;

  • (b) “T”, during the period of September 16th to September 30th;

  • (c) “S”, during the periods from April 16th to April 30th and from October 1st to October 31st; and

  • (d) “W”, during the period from November 1st in one year to April 15th in the next year.

• 88 In the application of sections 83 to 87 to a ship at a port that is to be treated under Schedule III as being on the boundary between two zones, two areas or a zone and an area, the ship shall be deemed to be in the zone or area into which it is about to proceed or from which it has arrived, as the case may be.

PART ISummer and Tropical Zones

• 1 The Summer Zone shall consist of the two following areas:

  • (i) the area bounded (a) on the north by a line drawn from the east coast of North America along the parallel of 36° N. to Tarifa in Spain; from the east coast of Korea along the parallel of 35° N. to the west coast of Honshiu, Japan; from the east coast of Honshiu along the parallel of 35° N. to longitude 150° W.; and THENCE, along a rhumb line to the west coast of British Columbia at latitude 55° N., and (b) on the south by a line drawn from  Cape Catoche in the Yucatan to Cape San Antonia in Cuba; along the South Cuban coast to latitude 20° N., and along the parallel of 20° N. to the west coast of Africa; from the port of Hong Kong along a rhumb line to the port of Sual (Luzon Island), and along the west coast of the islands of Luzon, Samar and Leyte to the parallel of 10° N.; THENCE, along the parallel of 10° N. to longitude 145° E.; THENCE, north to latitude 13° N. and THENCE, along the parallel of 13° N. to longitude 160° E.; THENCE, along the meridian of 160° E. to latitude 25° N.; THENCE, along the parallel of 25° N. to longitude 130° W.; THENCE, south along the meridian of 130° W. to latitude 13° N.; THENCE, along the parallel of 13° N. to longitude 105° W.; THENCE, along a rhumb line to the point latitude 30° N. longitude 120° W. and from that point

along the meridian to the California coast;

• (ii) the area bounded (a) on  the north by a line from the east coast of South America along the Tropic of Capricorn to the west coast of Africa; from the east coast of Africa along the parallel of 20° S. to the  west coast of Madagascar; THENCE, along the west and north coast of Madagascar to longitude 50° E.; THENCE, north to latitude 10° S.; THENCE, along the parallel of 10° S. to longitude 110° E.; THENCE, along a rhumb line to  Port Darwin, Australia; THENCE, along the north and northeast coast of Australia to latitude 20° S.; THENCE, along the parallel of 20° S. to longitude 175° E.; THENCE, along the meridian of 175° E. to latitude 11° S.; THENCE, along the  parallel of 11° S. to longitude 150° W.; THENCE, south along the meridian of 150° W. to latitude 20° S.; THENCE, along the parallel of 20° S. to a point where that parallel meets the rhumb line drawn from latitude 11° S.  longitude 150° W. to latitude 26° S. longitude 75° W.; THENCE, along that rhumb line to the latter point and THENCE, along the rhumb line to the west coast of South America at latitude 30° S.; and (b) on the  south by a line drawn from the east coast of South America along the parallel of 40° S. to longitude 56° W.; THENCE, along a rhumb line to the point latitude 34° S. longitude

50° W.; THENCE, along the parallel of 34° S. to the west coast of South Africa; from the east coast of South Africa at latitude 30° S. along a rhumb line to the point latitude 35°30′ S. longitude 118° E., off the south coast of Australia and thence along a rhumb line to Cape Grim, Tasmania; THENCE, along the north coast of Tasmania to Eddystone Point; THENCE, along a rhumb line to the west coast of South Island, New Zealand, at longitude 170° E.; THENCE, along the west, south and east coast of South Island to Cape Saunders; THENCE, along a rhumb line to the point latitude 33° S. longitude 170° W.; and THENCE, along the parallel of 33° S. to the west coast of South America.

• 2 The Tropical Zone shall consist of

  • (i) the area bounded (a) on the north by a line  drawn from the east coast of South America at latitude 10° N.; THENCE, along the parallel of 10° N. to longitude 20° W.; THENCE, north along the meridian to latitude 20° N.; and THENCE, along the parallel of 20° N. to the west coast of Africa; from the east coast of Africa at latitude 8° N. along the parallel to the west coast of the Malay Peninsula, following THENCE, the coast of Malay and Siam to the east coast of  Cochin China at latitude 10° N.; THENCE, along the parallel of 10° N. to longitude 145° E.; THENCE, north along the meridian to latitude 13° N.; and THENCE, along the parallel of 13° N. to the west coast of Central America; and (b) on the south by a line drawn from the east coast of South America along the Tropic of Capricorn to the west coast of Africa; from the east coast of Africa along the parallel of 20° S. to  the west coast of Madagascar; THENCE, along the west and north coasts of Madagascar to longitude 50° E.; THENCE, north to latitude 10° S.; THENCE, along the parallel of 10° S. to longitude 110° E.; THENCE, along a rhumb line to Port Darwin, Australia; THENCE, eastwards along the coast of Australia and Wessel Island to Cape Wessel; THENCE, along the parallel of 11° S. to the west side of

Cape York; from the east side of Cape York at latitude 11° S. along the parallel of 11° S. to longitude 150° W.; THENCE, along a rhumb line to the point latitude 26° S. longitude 75° W.; and THENCE, along a rhumb line to the west coast of South America at latitude 30° S.;

• (ii) the Suez Canal, the Red Sea and the Gulf of Aden to the westward of the meridian of 45° E.; and

• (iii) the Persian Gulf to the westward of the meridian of 59° E.

notes

• (i) The following ports are to be treated as being on the boundary between the summer zone and the tropical zone: Coquimbo, Port Darwin and Rio de Janeiro.

• (ii) The port of Pusan (Korea) is to be treated as being on the boundary between the summer zone and the area numbered 4 in Part II of the schedule.

• (iii) The port of Yokohama is to be treated as being on the boundary between the summer zone and the area numbered 5 in Part II of the schedule.

• (iv) The following ports are to be treated as being on the boundary between the summer zone and the area numbered 6 in Part II of the schedule: Cape Town, Durban, Valparaiso.

• (v) The following ports are to be treated as being on the boundary between the summer zone and the area numbered 11 in Part III of the schedule: Hong Kong and Sual.

• (vi) The following ports are to be treated as being on the boundary between the tropical zone and the area numbered 9 in Part III of the schedule: Aden and Berbera.

• (vii) Saigon is to be treated as being on the boundary between the tropical zone and the area numbered 11 in Part III of the schedule.

• (viii) Mackay is to be treated as being on the boundary between the summer zone and the area numbered 14 in Part III of the schedule.

PART IISeasonal Areas — Summer and Winter

PART IIISeasonal Areas — Summer and Tropical

northern winter seasonal zones and areas

• 1

  • (1) North Atlantic Winter Seasonal Zones I and II

    • (a) The North Atlantic Winter Seasonal Zone I lies within the meridian of longitude 50° W. from the coast of Greenland to latitude 45° N.; THENCE, the parallel of latitude 45° N. to longitude 15° W.; THENCE, the meridian of longitude 15° W. to latitude 60° N.; THENCE, the parallel of latitude 60° N. to the Greenwich Meridian; THENCE, this meridian northwards.

      Seasonal periods:

      WINTER: 16 October to 15 April

      SUMMER: 16 April to 15 October

    • (b) The North Atlantic Winter Seasonal Zone II within the meridian of longitude 68°30′ W. from the coast of the United States to latitude 40° N.; THENCE, the rhumb line to point latitude 36° N., longitude 73° W.; THENCE, the parallel of latitude 36° N. to longitude 25° W.; and THENCE, the rhumb line to Cape Torinana.

    Excluded from this zone are the North Atlantic Winter Seasonal Zone I, the North Atlantic Winter Seasonal Area, the St. Lawrence River Seasonal Area and the Baltic Sea bounded by the parallel of latitude of the Skaw in the Skagerrak.

    The Shetland Islands are to be considered as being on the boundary line between the North Atlantic Winter Seasonal Zones I and II.

    Seasonal periods:

    WINTER: 1 November to 31 March

    SUMMER: 1 April to 31 October

  • (2) North Atlantic Winter Seasonal Area

    The boundary of the North Atlantic Winter Seasonal Area is —

    the meridian of longitude 68°30′ W. from the coast of the United States to latitude 40° N.; THENCE, the rhumb line to the southernmost intersection of the meridian of longitude 61° W. with the coast of Canada; and THENCE, the east coasts of Canada and the United States.

    Chedabucto Bay and the Strait of Canso to the Canso Causeway are to be considered as being on the boundary of the North Atlantic Winter Seasonal Zone II and the North Atlantic Winter Seasonal Area.

    Seasonal periods:

    For ships over 100 m in length:

    WINTER: 16 December to 15 February

    SUMMER: 16 February to 15 December

    For ships 100 m and under in length:

    WINTER: 1 November to 31 March

    SUMMER: 1 April to 31 October

  • (3) St. Lawrence River Seasonal Area

    The St. Lawrence River Seasonal Area consists of that part of the St. Lawrence River bounded by the Victoria Bridge in Montreal, a straight line drawn from Cap des Rosiers to West Point, Anticosti Island, and a line drawn along the meridian of longitude 63° W. from Anticosti Island to the north shore of the St. Lawrence River.

    Seasonal periods:

    For a ship engaged in a voyage during the course of which it crosses the eastern boundary of the St. Lawrence River Seasonal Area:

    WINTER: 1 November to 31 March

    SUMMER: 1 April to 31 October

    For a ship engaged in a voyage wholly within the limits of the North American Great Lakes Zone and the St. Lawrence River Seasonal Area:

    WINTER: 1 November to 31 March

    SUMMER: 1 April to 30 April, and 1 October to 31 October

    TROPICAL: 1 May to 30 September

  • (4) North Pacific Winter Seasonal Zone

The southern boundary of the North Pacific Winter Seasonal Zone is —

the parallel of latitude 50° N. from the east coast of the USSR to the West coast of Sakhalin; THENCE, the west coast of Sakhalin to the southern extremity of Cape Kril’on; THENCE, the rhumb line to Wakkanai, Hokkaido, Japan; THENCE, the east and south coasts of Hokkaido to longitude 145° E.; THENCE, the meridian of longitude 145° E. to latitude 35° N.; THENCE, the parallel of latitude 35° N. to longitude 150° W.; and THENCE, the rhumb line to the southern extremity of Dall Island, Alaska.

Seasonal periods:

WINTER: 16 October to 15 April

SUMMER: 16 April to 15 October

southern winter seasonal zone

• 2 The northern boundary of the Southern Winter Seasonal Zone is —

  the rhumb line from the east coast of the American continent at Cape Tres Puntas to the point latitude 34° S., longitude 50° W.; THENCE, the parallel of latitude 34° S. to longitude 17° E.; THENCE, the rhumb line to the point latitude 35°10′ S., longitude 20° E.; THENCE, the rhumb line to the point latitude 34° S., longitude 28° E.; THENCE, along the rhumb line to the point latitude 35°30′ S., longitude 118° E.; and THENCE, the rhumb line to Cape Grim on the northwest coast of Tasmania; THENCE, along the north and east coasts of Tasmania to the southernmost point of Bruny Island; THENCE, the rhumb line to Black Rock Point on Stewart Island; THENCE, the rhumb line to the point latitude 47° S., longitude 170° E.; THENCE, along the rhumb line to the point latitude 33° S., longitude 170° W.; and THENCE, the parallel of latitude 33° S. to the west coast of the American continent. Valparaiso is to be considered as being on the boundary line between the Summer and Winter Seasonal Zones.

  Seasonal periods:

  WINTER: 16 April to 15 October

  SUMMER: 16 October to 15 April

tropical zone

• 3

  • (1) Northern Boundary of the Tropical Zone

    The northern boundary of the Tropical Zone is —

    the parallel of latitude 13° N. from the east coast of the American continent to longitude 60° W.; THENCE, the rhumb line to the point latitude 10° N., longitude 58° W.; THENCE, the parallel of latitude 10° N. to longitude 20° W.; THENCE, the meridian of longitude 20° W. to latitude 30° N.; and THENCE, the parallel of latitude 30° N. to the west coast of Africa; from the east coast of Africa the parallel of latitude 8° N. to longitude 70° E.; THENCE, the meridian of longitude 70° E. to latitude 13° N.; THENCE, the parallel of latitude 13° N. to the west coast of India; THENCE, the south coast of India to latitude 10°30′ N. on the east coast of India; THENCE, the rhumb line to the point latitude 9° N., longitude 82° E.; THENCE, the meridian of longitude 82° E. to latitude 8° N.; THENCE, the parallel of latitude 8° N. to the west coast of Malaysia; THENCE, the coast of Southeast Asia to the east coast of Viet-Nam at latitude 10° N.; THENCE, the parallel of latitude 10° N. to longitude 145° E; THENCE, the meridian of longitude 145° E. to latitude 13° N.; THENCE, the parallel of latitude 13° N. to the west coast of the American continent.

    Saigon is to be considered as being on the boundary line between the Tropical Zone and the Seasonal Tropical Area.

  • (2) Southern Boundary of the Tropical Zone

    The southern boundary of the Tropical Zone is —

    the rhumb line from the Port of Santos, Brazil, to the point where the meridian of longitude 40° W. intersects the Tropic of Capricorn; THENCE, the Tropic of Capricorn to the west coast of Africa; from the east coast of Africa the parallel of latitude 20° S. to the west coast of Madagascar; THENCE, the west and north coasts of Madagascar to longitude 50° E.; THENCE, the meridian of longitude 50° E. to latitude 10° S.; THENCE, the parallel of latitude 10° S. to longitude 98° E.; THENCE, the rhumb line to Port Darwin, Australia; THENCE, the coasts of Australia and Wessel Island eastwards to Cape Wessel; THENCE, the parallel of latitude 11° S. to the west side of Cape York; from the east side of Cape York to the parallel of latitude 11° S. to longitude 150° W.; THENCE the rhumb line to the point of latitude 26° S., longitude 75° W.; and THENCE, the rhumb line to the west coast of the American continent at latitude 80° S.

    Coquimbo and Santos are to be considered as being on the boundary line between the Tropical and Summer Zones.

  • (3) Areas to be included in the Tropical Zone

    The following areas are to be treated as included in the Tropical Zone —

    • (a) The Suez Canal, the Red Sea and the Gulf of Aden, from Port Said to the meridian of longitude 45° E.

    Aden and Berbera are to be considered as being on the boundary line between the Tropical Zone and the Seasonal Tropical area.

    • (b) The Persian Gulf to the meridian of longitude 59° E.

    • (c) The area bounded by the parallel of latitude 22° S. from the east coast of Australia to the Great Barrier Reef; THENCE, the Great Barrier Reef to latitude 11° S. The northern boundary of the area is the southern boundary of the Tropical Zone.

seasonal tropical areas

• 4 The following are Seasonal Tropical Areas:

  • (1) In the North Atlantic

    An area bounded —

    on the north by the rhumb line from Cape Catoche, Yucatan, to Cape San Antonio, Cuba, the north coast of Cuba to latitude 20° N.; and THENCE, the parallel of latitude 20° N. to longitude 20° W.;

    on the west by the coast of the American continent;

    on the south and east by the northern boundary of the Tropical Zone.

    Seasonal periods:

    TROPICAL: 1 November to 15 July

    SUMMER: 16 July to 31 October

  • (2) In the Arabian Sea

    An area bounded —

    on the west by the coast of Africa, the meridian of longitude 45° E. in the Gulf of Aden, the coast of South Arabia and the meridian of longitude 59° E. in the Gulf of Oman;

    on the north and east by the coasts of Pakistan and India;

    on the south by the northern boundary of the Tropical Zone.

    Seasonal periods:

    TROPICAL: 1 September to 31 May

    SUMMER: 1 June to 31 August

  • (3) In the Bay of Bengal

    The Bay of Bengal north of the northern boundary of the Tropical Zone.

    Seasonal periods:

    TROPICAL: 1 December to 30 April

    SUMMER: 1 May to 30 November

  • (4) In the South Indian Ocean

    • (a) An area bounded —

    on the north and west by the southern boundary of the Tropical Zone and the east coast of Madagascar;

    n the south by the parallel of latitude 20° S.;

    on the east by the rhumb line from the point latitude 20° S., longitude 50° E., to the point latitude 15° S., longitude 51°30′ E., and THENCE, by the meridian of longitude 51°30′ E. to latitude 10° S.

    Seasonal periods:

    TROPICAL: 1 April to 30 November

    SUMMER: 1 December to 31 March

    • (b) An area bounded —

    on the north by the southern boundary of the Tropical Zone;

    on the east by the coast of Australia;

    on the south by the parallel of latitude 15° S. from longitude 51°30′ E., to longitude 120° E.; and THENCE, the meridian of longitude 120° E. to the coast of Australia; on the west by the meridian of longitude 51°30′ E.

    Seasonal periods:

    TROPICAL: 1 May to 30 November

    SUMMER: 1 December to 30 April

  • (5) In the China Sea

    An area bounded:

    on the west and north by the coasts of Viet-Nam and China from latitude 10° N. to Hong Kong;

    on the east by the rhumb line from Hong Kong to the Port of Sual (Luzon Island) and the west coasts of the Islands of Luzon, Samar and Leyte to latitude 10° N.;

    on the south by the parallel of latitude 10° N.

    Hong Kong and Sual are to be considered as being on the boundary between the Seasonal Tropical Area and Summer Zone.

    Seasonal periods:

    TROPICAL: 21 January to 30 April

    SUMMER: 1 May to 20 January

  • (6) In the North Pacific

    • (a) An area bounded —

    on the north by the parallel of latitude 25° N.;

    on the west by the meridian of longitude 160° E.;

    on the south by the parallel of latitude 13° N.;

    on the east by the meridian of longitude 130° W.

    Seasonal periods:

    TROPICAL: 1 April to 31 October

    SUMMER: 1 November to 31 March

    • (b) An area bounded —

    on the north and east by the west coast of the American continent;

    on the west by the meridian of longitude 123° W. from the coast of the American continent to latitude 33° N. and by the rhumb line from the point latitude 33° N., longitude 123° W., to the point latitude 13° N., longitude 105° W.;

    on the south by the parallel of latitude 13° N.

    Seasonal periods:

    TROPICAL: 1 March to 30 June and 1 November to 30 November

    SUMMER: 1 July to 31 October and 1 December to 28/29 February

  • (7) In the South Pacific

    • (a) The Gulf of Carpentaria south of latitude 11° S.

      Seasonal periods:

      TROPICAL: 1 April to 30 November

      SUMMER: 1 December to 31 March

    • (b) An area bounded:

      on the north and east by the southern boundary of the Tropical Zone;

      on the south by the Tropic of Capricorn from the east coast of Australia to longitude 150° W.; THENCE, by the meridian of longitude 150° W. to latitude 20° S.; and THENCE, by the parallel of latitude 20° S. to the point where it intersects the southern boundary of the Tropical Zone;

      on the west by the boundaries of the area within the Great Barrier Reef included in the Tropical Zone and by the east coast of Australia.

      Seasonal periods:

      TROPICAL: 1 April to 30 November

      SUMMER: 1 December to 31 March

summer zones

• 5 The remaining areas constitute the Summer Zones.

  However, for ships of 100 m and under in length, the area bounded —

  on the north and west by the east coast of the United States; on the east by the meridian of longitude 68°30′ W. from the coast of the United States to latitude 40° N.; and THENCE, by the rhumb line to the point latitude 36° N., longitude 73° W.; on the south by the parallel of latitude 36° N.; is a Winter Seasonal Area.

  Seasonal periods:

  WINTER: 1 November to 31 March

  SUMMER: 1 April to 31 October

enclosed seas

• 6

  • (1) Baltic Sea

    This sea bounded by the parallel of latitude of The Skaw in the Skagerrak is included in the Summer Zones.

    However, for ships of 100 m and under in length, it is a Winter Seasonal Area.

    Seasonal periods:

    WINTER: 1 November to 31 March

    SUMMER: 1 April to 31 October

  • (2) Black Sea

    This sea is included in the Summer Zones.

    However, for ships of 100 m and under in length, the area north of latitude 44°N. is a Winter Seasonal Area.

    Seasonal periods:

    WINTER: 1 December to 28/29 February

    SUMMER: 1 March to 30 November

  • (3) Mediterranean

    This sea is included in the Summer Zones.

    However, for ships of 100 m and under in length, the area bounded —

    on the north and west by the coasts of France and Spain and the meridian of longitude 3° E. from the coast of Spain to latitude 40° N.;

    on the south by the parallel of latitude 40° N. from longitude 3° E. to the west coast of Sardinia;

    on the east by the west and north coasts of Sardinia from latitude 40° N. to longitude 9° E; THENCE, by the meridian of longitude 9° E. to the south coast of Corsica; THENCE, by the west and north coasts of Corsica to longitude 9° E.; and THENCE, by the rhumb line to Cape Sicié, is a Winter Seasonal Area.

    Seasonal periods:

    WINTER: 16 December to 15 March

    SUMMER: 16 March to 15 December

  • (4) Sea of Japan

    This sea south of latitude 50° N. is included in the Summer Zones.

    However, for ships of 100 m and under in length, the area between the parallel of latitude 50° N. and the rhumb line from the east coast of Korea at latitude 38° N. to the west coast of Hokkaido, Japan, at latitude 43°12′N. is a Winter Seasonal Area.

    Seasonal periods:

    WINTER: 1 December to 28/29 February

    SUMMER: 1 March to 30 November

• 7 The North American Great Lakes Zone

  The North American Great Lakes Zone consists of Lake Ontario, Lake Erie, Lake Huron, (including Georgian Bay), Lake Michigan and Lake Superior, the waters connecting those lakes, the St. Lawrence Seaway and the St. Lawrence River west of the Victoria Bridge in Montreal.

  Seasonal periods:

  WINTER: 1 November to 31 March

  SUMMER: 1 April to 30 April, and 1 October to 31 October

  TROPICAL: 1 May to 30 September