190 charges from superstructures or decknouses may also be required to have similar protection. Air Ports. Portholes in superstructures on the freeboard declor inthe hull are required to be fitted with hinged deadlights, Any other openings inthe shell below the freeboard deck such as gangway or eargo ports must have closures designed to ensure watertightness and structural integrity “45 Miscellaneous Conditions of Assignment. Guard rails or bulwarks, gangways, felines, of other means must be provided for the protection of the crew in ts operation ofthe essel and for getting to and from their quarters Deckhouses used forthe accommodation of the crew are to be of adequate strength, Where bulwarks on the weather portions of freeboard or superstrucire decks form well mple provision te matte fOr freeing the decks rapidly of water and for draining the well. The draining area re- Aiirement is based on the length and height ofthe bulwark In shipe with no sheer oF in those fitted with trunks re striting free flow of water across the deck, adjustments are made by increasing the freeing port area requirements toa 4.8 lformation tobe Supplied tothe Master. ‘The master is tobe furnished with sufiient information in an approved SHIP DESIGN AND CONSTRUCTION forta satisfactory to the administeation of registry. This is to enable the master to arrange for the loading and ballasting of his ship in such a way as to avoid the creation of any un- acceptable stresses in the ship’s structure. In some eases, based on the length, design. or class of ship, the adminis. tration may consider this requirement unnecessary. In addition, the master is to be supplied with sufficient information in an approved form to give him guidance as to the stability of the ship under varsing eonditions of ser 4.7 Timber Deck Cargos. Timber deck cargo refers to ‘a cargo of timber carried on an uncovered past ofa freeboard or superstructure deck. Such cargo may be regarded as providing the ship with certain additional buoyancy and greater degree of protection against the sea, For that rea- son, ships carrying a timber deck cargo may be granted « reduction of freeboard calculated basically in accordance with the requirements for ‘Type B ships with additional conditions stipulated relating to construction, stowage of the timber cargo, stability, protection of eres, and access to machinery and other such spaces necessary for the safe op: eration of the ship. ‘The percentage of deduction of superstructures is modi: fied in accordance with Table 9. Section 5 Seasonal, Fresh-Water, and Timber Freeboard Marks 5.1 Freeboard Marks. After the application of all the corrections to the basic Minimum Summer Freeboard are made, the result is the Minimum Summer Freeboard in salt water which will be assigned to the vessel. ‘This freeboard ay in no case be less than 50mm (2in.). For ships having hatchways with covers other than steel or equivalent ma- terial on the freeboard deck or on superstructure decks sit: uated forward of a point located a quarter of the ship's length from the forward perpendicular, the freeboard is not less than 150 mm (6 in.). 5.2 Load Line Format. ‘The freeboard is measured from the top of the deck amidships to the top of the line through the center of the load-line ring. Forward of the ring isa grid ‘composed of lines indicating the maximum loadings in fresh water and for the different seasons, including the summer Tine which willbe at the same level as the center of the rin, Fig. 5. 5.3 Zones and Seasons. “The regulations require a vessel to beso loaded when departing upon a voyage that at no time during any portion of the voyage will the applicable seasanal |. ‘The oceans of the world are divided under the regulations into various zones and seasonal areas, according to the probable severity of the weather. In certain areas and times of the year where during the winter more severe weather may be expected the vessel is required not to load as deeply as is permitted in the summer. These areas are the seasonal winter zones, and the times of the year when the winter mark is applicable are shown on a map at- tached to the regulations. During other times of the year, the summer mark at the center of the ring is applicable Other zones, roughly corresponding to the temperate zone in the northern and southern hemispheres, are permanent summer zones under the regulations where the summer ‘mark is applicable the year around. Another zone, on either side of the equator, isa permanent tropical zone where the anticipated weather is generally less severe than might be expected in the summer in the temperate zone. In these zones vessels are permitted to load somewhat deeper any time during the year. Other areas between the permanent summer and tropical zones are considered one or the other at specified different times of the vear. 5.4 Calculation of Seasonal Marks. ‘The various seasonal and fresh water marks are obtained as follows: a Tropical Freeboard Mark (7). ‘The line to mark the ‘maximum loading in the tropical zane is obtained as a de- duction from the Summer Freeboard of one forty-eighth (us) ofthe summer draft measured from the top of the keel tothe center of the ring. Again, the freeboard must not be Jess than 50 mam (2 n,) of 160 mm (6 in.) Winter Freeboard Mark (W). ‘The line to mark the maximum loading in winter zones is obtained by an addition to the Summer Freeboard of one forty-eighth (Na) of the molded summer draft «. Winter North Atlantic Freeboard (WNA). ‘The minimum frechoard for ships of not more than 100 m (328 ft) inlength which enter any part ofthe North Atlantic de-192 fined in the regulations during the winter seasonal period shall be the winter freeboard plus 50 mm (2in.). For other ships, the Winter North Atlantic Freeboard shall be the winter freeboard, d. Fresh-Water (P and TF), ‘The regulations apply to vessels at sea in salt water. An allowance is computed as a guide in compensating for deeper draft when a vessel loads 4s fresh water, The fresh water allowance in cm is deter- mined by dividing the displacement at the summer load waterline by forty times the tons per em immersion at the draft. The fresh-water allowance in inches is determined by dividing the summer load line displacement by forty times the tons per inch immersion at that draft. If the basic information is nat available, the allowance is taken at one forty-eighth (Ys) of the summer draft. ‘The fresh-water allowance applies to all seasonal freeboards, but fresh-water lines are marked on the vessel only for the summer and SHIP DESIGN AND CONSTRUCTION xopical conditions. Where the water is brackish, a pro- porticm of the fresh-water allowance is used, and a mea. surement of the actual density of the water at the place of loading may be required. fe, Steaming Allowance. In addition to the fresh-water allowance, deeper loading is also permitted to allow for consumables used between the point of loading and the open 5.5 Timber Freeboards. If a Timber Freeboard is as. signed itis marked in addition to the ordinary load lines with some slight variation. ‘The Winter Timber Frecboard is obtained by adding to ‘the Summer Timber Freeboard one thirty-sixth (ge) of te molded summer timber deatt. ‘The Winter North Atlantic Timber Ereeboard is not to bbe less than the ordinary Winter North Atlantic Free- board. Section 6 Domestic Load Lines 6.1 General. Domestic load lines in the U.S. are those which are in effect by application ofthe Coasbwise Load Line ‘Act of 1985 (Public Law 74-854, 1935). In this Act, Congress specified that all ships of 150 gross tons or more making voyages from a port or place in the United States to another port or place in the United States were to meet the re- aquizements enacted by the government taking into account the type of voyage and the conditions of operation ‘The Coastwise Load Line Act originally applied prinei- pally to the contiguous states along the Kast, Gulf, and West Coasts and the Great Lakes. Since Alaska and Hawai have become states, voyages to these two states are now in- cluded. ‘The Coastwise Load Line Act does not apply to voyages to the Commonwealth of Puerto Rico, Guam, Samoa, or the Trust Territories of the Pacific Islands. Until 1975, these islands were not covered by either the International Con- vention or the Coastwise Act. However, in 1975 the provi. sions of the ICL, 1966, were extended to these areas by the United States as permitted under Article 32 of the Inter- national Convention. Under the Coastwise Load Line Act, three distinet sets of domestic load line regulations have been developed. ‘These are the Coastwise, Great Lakes, and Special Service Coastwise regulations. ‘There are no load lines required on inland waters. 6.2 Coastwise. Coastwise regulations were developed almost immediately after the enactment of the 1935 law. These regulations recognized that the ships which traded along our coasts were exposed to the same winds and waves as ships on foreign voyages; therefore, the same level of safety was required. Indeed, the identical setof oad line regulations was used for coastwise voyages as for foreiga voyages. The freeboard tables and all the corrections originally used were precisely the same as those used for foreign voyages. With the experience gained in application of the regula- tions for approximately thirty years and with developments in new construction, in 1962 the Coasbwise Load Line Act ‘was ameided to allow domestic shipping on the Bast Coast to sail on summer marks year round. In 1965, a new free~ board table for tankers on U. S. coastwise/intercoastal voyages was adopted which allowed U. S. tankers on non- international voyages to sail at lesser frecboards. ‘The amount varied from a zero difference at 91.4 m (300 ft) toa 61mm (2-4 in.) difference at a length of 304.8 m (1,000 ft). ‘These freeboards were used by tankers operating between the oil ports af the Gulf of Mexico and the East Coast and from Southern California north no farther than Seattle, Washington Also, in 1965, U.S.-flag ships longer than 112.8 m (3704), having watertight steel hatch covers, forecastles, and one: compartment subdivision were allowed a special reduced freeboard for non-international voyages. ‘The deeper draft allowed varied from zero at 112.8 m (370 ft) to 685 mm (27 in.) for a 804.8 m (1,000 ft) ship. ‘When the International Convention on Load Lines, 1966, was incorporated into U. 8. regulations, the domestic coastivise voyage regulations were changed and essentially made identical with the newly-enacted International regu- lations. Additionally, the West Coast summer seasonal zone ‘was moved north to Dall Island, Alaska, by the International Convention; this move was also reflected in U. S, Coastwise Load Line regulations. 63. Great Lakes. Soon after the Coastwise Act of 1935 ‘was passed, regulations applicable to ships operating solely ‘on the Great Lakes were published and subsequently placed into effect in 1936. “Phese regulations differed from the coastwise regulations for several reasons. First, it was recognized that Great Lakes ships were shallow-draft vessels and, as a result, did not have the same geometry as the majority of ecean-going