Basic Load Line PP PDF

RINA GROUP
BASIC COURSE FOR

MARINE SURVEYORS ON
LOAD LINE
2007
FREEBOARD
The purpose of the freeboard is to provide a ship with adequate:

• RESERVE OF BUOYANCY;
• RESERVE OF STABILITY;
• PROTECTION FOR THE CREW.
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RESERVE OF BUOYANCY
RESERVE OF BUOYANCY is the the volume of the watertight hull above the
load waterline. It corresponds to the difference between the weight of
the water that the ship would displace with its weather (freeboard)
deck just above the waterline, and the full load (summer draft)
displacement.
This reserve is needed to balance weights or water shipped accidentally
(damages, leaks, seas sweeping across the deck etc).
The greater is the freeboard, the greater is the capability of the ship to
react to the action of external forces which might submerge it (A ship
has a greater reverse of buoyancy of B ship).
A ship B ship

RESERVE OF STABILITY
The freeboard enables the ship to withstand various

angles of list and to react to forces which might
otherwise capsize it (A ship can withstand a list up to
40°, while B ship can withstand a list only up to 20°).
A ship B ship

RESERVE OF STABILITY
The height of the sides and therefore the amount

of freeboard affect the stability diagram.
The diagram is the same until the heel is such as
to submerge the ship’s stringer, thereby
decreasing the form stability.

PROTECTION OF THE CREW
The freeboard ensures that the ship has an adequate PLATFORM HEIGHT
for protection of the crew and equipment from seas sweeping across
the deck, in compliance with the regulations for the safety of life at
sea.

HISTORICAL BACKGROUND LEADING TO THE ADOPTION OF THE LOAD LINES CONVENTION
In the middle ages, the Venetian Republic - which controlled much of the sea
trade in the Mediterranean - had laws requiring vessels to be loaded to a
maximum depth indicated by a fixed line marked on the side of the hull.
Ships from Venice were marked with a cross, while the city of Genoa used three
horizontal bars.
Elsewhere, the Hanseatic League, which controlled much of the trade from the
Rhine to the eastern and northern Baltic up to the seventeenth century, issued a
law in 1288 from the Scandinavian town of Visby, its commercial centre, which
required ships to load to a load line or face penalties.
By the seventeenth century, ships were trading on longer voyages to the Far East,
India and the Americas and each emerging maritime nation drew up its own
maritime regulations. However, specific load line regulations were not passed
until the nineteenth century, which saw a huge increase in seagoing trade in
raw materials and finished goods as the Industrial Revolution got under way.
But as trade grew, so did the number of ships being lost. Moreover, changes in
shipbuilding technology -with sails turning to steam and wood being replaced
by steel - meant experience in ship design could not always keep pace and
sometimes ships were designed with inadequate freeboards.

Lloyd's Rule
The first 19th century loading recommendations were introduced by London-based Lloyd's
Register of British and Foreign Shipping in 1835, a large company that insured ships,
following discussions between shipowners, shippers and underwriters.
Lloyd's Register recommended freeboards as a function of the depth of the hold (three inches
per foot of depth) and these recommendations, used extensively until 1880, became
known as "Lloyd's Rule".
However, the Rule only applied to ships registered with Lloyd's company itself.
Concern in the United Kingdom about the growing number of ship losses led to the
appointment of a Royal committee which in 1836 cited bad design and improper building -
but not overloading - as contributory factors to the un-seaworthiness of ships.
In the 1860s, calls for regulations to limit overloading on ships were growing in the United
Kingdom.
A shipowner from northern England, James Hall, was concerned about the impact on insurance
rates of the high number of shipping casualties - losses had doubled in 30 years. Although
many shipowners were portrayed as irresponsible, Hall could see the benefits - in terms of
lower insurance rates - of getting all shipowners to abide by good practices.
In particular, Hall petitioned the Board of Trade to investigate the large number of ship losses
and the Board of Trade inquiry found overloading was one of the factors to blame.
Meanwhile, a coal dealer and liberal Member of Parliament, Samuel Plimsoll, took
up the load line cause, after attending a meeting on the subject.
Finally the United Kingdom Merchant Shipping Act of 1876 made load lines
compulsory.
The load line mark included in the legislation - though the position of the line was
not fixed by law until 1894 - became known as the "Plimsoll Line": a circle with a
horizontal line through the middle.
Figures on ship casualties probably helped to goad the British parliamentarians into
action: in the year 1873-4, around the coastline of the United Kingdom, 411
ships sank, with the loss of 506 lives.
But this figure only covers the United Kingdom coastline: between 1867 and 1882,
loss of life in British vessels alone (and excluding fishing vessels) totalled 33,427
seafarers and 5,987 passengers.
Ships lost numbered 16,393.
In 1906, laws were passed requiring foreign ships visiting British ports to be marked
with a load line, while a German law of 1903 also issued freeboard regulations,
spreading the regulatory net further.

In the United States, American vessels were loaded to a formula

based on "inches per foot of depth of hold" until 1917 when the
U.S. Shipping Board required adherence to British Board of Trade
standards based on a set of calculated freeboard tables.
Load line legislation was introduced in the American congress in

1920 and failed, but a Load Line Act was passed in the United
States in 1929.
By that time, there was a proliferation of different freeboard rules in

use by various marine administrations and classification
societies, which meant there was a lack of global
standardization.

STATUTORY REGULATIONS
INTERNATIONAL CONVENTIONS ON LOAD LINES
• International Convention on Load Lines 1930;
• International Convention on Load Lines 1966;
• Protocol of 1988 relating to the International

Convention on Load Lines 1966;
• Resolution MSC.143(77) adopted on 5 June

2003 “Adoption of amendments to the
Protocol of 1988 relating to the International
Convention On Load Lines 1966”.

1930 LOAD LINE CONVENTION
The 1930 Load Line Convention was the first international agreement for universal application of
load line regulations and applied to seagoing ships in international trade and was based
on the principle of RESERVE OF BUOYANCY, although it was recognized then that the
freeboard should also ensure adequate STABILITY and avoid excessive stress on the ship's
hull as a result of overloading.
The rules covered superstructure evaluations, freeboards and strength standards.
The minimum freeboard was designed to provide a standard of "reserve buoyancy" (the
volume of the watertight hull above the load waterline), while the protection of openings in
the hull and superstructures, such as hatches, ventilators, air pipes, scuppers, overhead
discharges and the access openings in the end bulkhead of superstructures were an
important consideration in the assignment of freeboard.
Another major concern was the PROTECTION FOR THE CREW by consideration of the strength of
gangways, guard rails, lifelines and the height of the working platform itself.
The calculated freeboard was the basic minimum summer freeboard in salt water.
The regulations divided the world into different geographical/seasonal zones, with different
load lines for each - in recognition of the fact that sea and weather conditions vary greatly
in different sea areas and in different seasons of the year.
A ship sailing in winter in the North Atlantic Ocean had to have an increase in freeboard while
for voyages in the tropical zones and in fresh water there was a freeboard deduction.

1930 LOAD LINE CONVENTION
Freeboard was measured from the top of the deck amidships to the top of the line through the
centre of the load line (Plimson) disc.
Forward of the disc was a grid composed of lines indicating the maximum loading, for the
summer at the level with the line in the disc and others further down for winter, for winter in
the north Atlantic and above for the tropical zones and for fresh water.
Ships intended for the carriage of timber deck cargo are assigned a smaller freeboard as the
deck cargo provides protection against the impact of waves.

INTERNATIONAL CONVENTION ON LOAD LINES, 1966
Adoption:
Adoption: 5 April 1966
Entry into force: 21 July 1968
The 1930 load Line Convention was an important step in establishing universally
applicable rules.
However, the decades following the adoption of the 1930 Convention saw
developments in ship design and methods of construction which began to
make the 1930 Convention rules look outdated:
• ships, especially tankers, grew considerably in size;
• specialized ship designs, to meet different trades, were becoming prevalent;
• machinery spaces in dry cargo ships were being located away from the
traditional midships position;
• steel hatchway covers were replacing wooden ones; and welding was
replacing riveting.
There was general agreement that the 1930 Convention needed revision, in
particular in the sections concerning aspects relating to ship design and
construction.
As a result, maritime nations planned a conference to adopt a revised Convention.
In the meantime, the International Maritime Organization (IMO) had come into
being and was clearly the right Organization to host the proposed conference .

Adoption:
The 1966 conference agreed that the revision of the 1930 Load Line convention required re-
examination of a number of issues, including: prevention of the entry of water into the hull;
adequate reserve buoyancy; protection of the crew; adequate structural strength of the
hull; and limitation of water on the deck.
Like the 1930 Convention, the 1966 Load Lines Convention sets out rules for calculation and
assignment of freeboard and takes into account the potential hazards present in different
zones and different seasons. The technical annex contains several additional safety
measures concerning doors, freeing ports, hatchways and other items. The main purpose of
these measures is to ensure the watertight integrity of ships' hulls below the freeboard deck.
The 1966 Convention is made up of:
• Articles - cover matters of contract between governments, survey and certification.

• Annex I - Regulations for determining load lines, divided into four chapters.
– Chapter I - General (for example, strength of hull, types of ships, definitions, markings);
– Chapter II - Conditions of assignment of freeboard. ;
– Chapter III - Freeboards (evaluation of freeboard in terms of geometrical and physical
characteristics of any ship);
– Chapter IV - Special requirements for ships assigned timer freeboards.
• Annex II defines zones, areas and seasonal periods appropriate to the various load line
markings.
• Annex III prescribes the form and scope of certificates, including the International Load
Line Certificate and the International Load Line Exemption Certificate .

Adoption:
The convention applies to:
• new vessels engaged in international voyages, having lenght equal or

greater than 24 m;
• existing vessels engaged in international voyages, having a gross
tonnage equal or greater than 150 GT.
The convention does NOT apply to:
• navy ships;
• fishing vessels;
• pleasure crafts, not engaged in commercial service.

THE 1988 PROTOCOL
Adoption: 11 November 1988
Entry into force: 3 February 2000
The Protocol was primarily adopted in order to harmonize the Load Line
Convention's survey and certification requirement with those
contained in SOLAS and MARPOL 73/78.
All three instruments require the issuing of certificates to show that

requirements have been met and this has to be done by means of a
survey which can involve the ship being out of service for several
days.
The harmonized system alleviates the problems caused by survey dates

and intervals between surveys which do not coincide, so that a ship
should no longer have to go into port or repair yard for a survey
required by one Convention shortly after doing the same thing in
connection with another instrument.
The 1988 Load Lines Protocol revised certain regulations in the technical
Annexes to the Load Lines Convention and introduced the tacit
amendment procedure (which was already applicable to the 1974
SOLAS Convention).

THE 2003 AMENDMENTS
TO ANNEX B TO THE A988 LOAD LINES PROTOCOL
Adoption: June 2003
Entry into force: 1 January 2005
The amendments to Annex B to the 1988 Load Lines Protocol include a number of important
revisions, in particular to regulations concerning, among others:
• strength and intact stability of ships;

• definitions;
• superstructure and bulkheads;
• doors;
• position of hatchways, doorways and ventilators;
• hatchway coamings;
• hatch covers;
• machinery space openings;
• miscellaneous openings in freeboard and superstructure decks;
• cargo ports and other similar openings;
• spurling pipes and cable lockers;
• side scuttles;
• windows and skylights;
• calculation of freeing ports;
• protection of the crew and means of safe passage for crew;
• calculation of freeboard;
• sheer;
• minimum bow height and reserve buoyancy.

THE 2003 AMENDMENTS
TO ANNEX B TO THE A988 LOAD LINES PROTOCOL
Adoption: June 2003
Entry into force: 1 January 2005
The amendments, which amount to a comprehensive revision of the

technical regulations of the original Load Lines Convention, do not
affect the 1966 LL Convention and only apply to approximately those
ships flying the flags of States Party to the 1988 LL Protocol.
They include various new and revised regulations, adding new technical
requirements or expanding the existing requirements to encompass
arrangements not previously addressed by the International
Convention on Load Lines.
The 2003 amendments also incorporate (wholly or partially) more than 35

IACS Unified Interpretation on the International Convention on Load
Lines.

CLASSIFICATION RULES
For classification purposes, RINA Rules for the Classification of Ships

include most of the requirements of the International Convention on
Load Lines 1966, as amended by Resolution MSC.143 (77) adopted on
5 June 2003 “Adoption of amendments to the Protocol of 1988 relating
to the International Convention On Load Lines 1966”, relevant to:
• the conditions of assignment of freeboard (chapter II of the

convention);
• minimum bow height and reserve of buoyancy (chapter III regulation
39 of the convention).
The applicable class requirements are contained in the RINA Rules for the
classification of Ships part B:
• ch. 1 sec. 2 (symbols and definitions);

• ch. 2 sec. 2 (compartment arrangement);
• ch. 9 sec. 7 (hatch covers);
• ch. 9 sec. 9 (arrangement of hull and superstructure opening);
• ch. 10 sec. 2 (bulwark and guard rails).

NATIONAL LOAD LINE REGULATIONS
It is always to be verified if a flag Administration has ratified or not the

latest International Convention on Load Lines and relevant
amendments.
In general, for ships trading in national waters, specific requirements of the

flag Administration (national load line regulations) are to be applied.
For example, for the Italian Administration, the national load lines rules to
be applied correspond substantially to the requirements of the
International Convention on Load Lines 1930 and are applicable to:
– cargo vessels, having gross tonnage equal or greater than 500 tons;
– passenger vessel, having gross tonnage equal or greater than 150 tons;
For passenger ships subjected to the Council Directive 98/18/EC of 17

March 1998 on safety rules and standards for passenger ships, even if
the ships are trading in national waters, the International Convention
on Load Lines 1966 as amended is to be applied as specifically
requested by the above-mentioned Directive.

RECORD OF CONDITIONS OF ASSIGNMENT – TYPES OF SHIPS (REGULATION 27)

REGULATION 27 – TYPES OF SHIPS
Type “A” and “B” ships

Type “A” and “B” ships
Minimum tabular freeboards are calculated on the basis of the ship’s

lenght.
The greater is the ship’s lenght, the greater is the minimum tabular
freeboard.
For the same length, minumum freeboard is greater for a B type vessel
than for an A type one.

Type B reduced (B-
(B-60,B-
60,B-100) ships

Type B reduced (B-
(B-60,B-
60,B-100) ships

RECORD OF CONDITIONS OF ASSIGNMENT – SHIP’S
SHIP’S DATA FOR THE FREEBOARD CALCULATION

FREEBOARD LENGTH – REG.3 (1)

FREEBOARD LENGTH – REG.3 (1)

BREADTH - REG. 3 (4)
MOULDED DEPTH - REG. 3(5)

MOULDED DEPTH – REG. 3 (5)
ROUNDED GUNWALE - THICK GARBOARD

FREEBOARD DEPTH – REG. 3 (6)
BLOCK COEFFICIENT – REG. 3(7)

BLOCK COEFFICIENT – REG. 3(7)
FREEBOARD – REG. 3(8)

FREEBOARD DECK – REG. 3 (9)

SUPERSTRUCTURE – REG. 3 (10)

SUPERSTRUCTURE – REG. 3 (10)

LENGTH OF SUPERSTRUCTURE – REG. 34

RECORD OF CONDITIONS OF ASSIGNMENT - DRAWINGS

RECORD OF CONDITIONS OF ASSIGNMENT – DOORWAYS PROTECTING OPENINGS IN FREEBOARD AND
SUPERSTRUCTURE DECKS

RECORD OF CONDITIONS OF ASSIGNMENT – DOORWAYS PROTECTING OPENINGS IN FREEBOARD AND

POSITION OF OPENINGS (HATCHWAYS, DOORWAYS AND VENTILATORS) - REG. 13
POSITION 1 AND 2

POSITION OF OPENINGS (HATCHWAYS, DOORWAYS AND VENTILATORS) - REG. 13
POSITION 1 AND 2

DOORS – REG. 12

DOORS – REG. 12

DOORS – REG. 12

MACHINERY SPACE OPENINGS – REG. 17

MACHINERY SPACE OPENINGS – REG. 17

RECORD OF CONDITIONS OF ASSIGNMENT
MACHINERY SPACE AND MISCELLANEOUS OPENINGS IN FREEBOARD AND SUPERSTRUCTURE

MISCELLANEOUS OPENINGS – REG. 18



MANHOLES

DOORWAYS : HEIGHT OF SILLS

HATCHWAYS CLOSED BY PORTABLE COVERS AND SECURED WEATHERTIGHT BY TARPAULINS AND BATTENING
DEVICES

HATCHWAYS CLOSED BY WEATHERTIGHT COVERS OF STEEL

HATCHWAYS COAMINGS – REG. 14-
14-1

HATCHWAYS COAMINGS – TARPAULINS

HATCHWAYS CLOSED BY WEATHERTIGHT COVERS OF STEEL – REG. 16




VENTILATORS ON FREEBOARD AND SUPERSTRUCTURE DECKS

VENTILATORS – REG. 19

VENTILATORS ON FREEBOARD AND SUPERSTRUCTURE DECKS

AIR PIPES ON FREEBOARD AND SUPERSTRUCTURE DECKS

AIR PIPES – REG. 20

VESSELS BUILT BEFORE 1-01-2005
For ships assigned timber freeboards the air pipes are to be provided with
automatic closing appliances.
(IMO LL3/Circ. 69 - IACS Interpretation LL10).
Air pipe closing devices are to be automatic if, while the vessel is at its
draught corresponding to the summer load line, the openings of air
pipes to which these closures are fitted submerge at angles up to 40°
(or up to a lesser angle which may be agreed on the basis of stability
requirements).
Pressure-vacuum valves (PV valves) may, however, be accepted on

tankers.
Wooden plugs and trailing canvas hoses will not be accepted in position 1
and position 2.
This interpretation is not applicable to existing ships.

(IMO LL3/Circ.69 - IACS Interpretation LL49)



CARGO PORTS

CARGO PORTS – REG.21

CARGO PORTS

SCUPPERS, INLETS AND DISCHARGES

SCUPPERS, INLETS AND DISCHARGES – REG. 22




SIDE SCUTTLES

SIDE SCUTTLES, WINDOWS AND SKYLIGHTS – REG. 23




FREEING PORTS

FREEING PORTS – REG. 24

FREEING PORTS – REG. 24

RECORD OF CONDITIONS OF ASSIGNEMENT
PROTECTION OF CREW

PROTECTION OF CREW – REG. 25

GUARD RAILS





SPECIAL CONDITIONS OF ASSIGNMENT FOR TYPE “A” SHIPS

RECORD OF CONDITIONS OF ASSIGNEMENT
INFORMATION TO BE SUPPLIED TO THE MASTER

STRENGTH AND INTACT STABILITY OF SHIPS – REG. 1

INFORMATION TO BE SUPPLIED TO THE MASTER – REG. 10

INFORMATION TO BE SUPPLIED TO THE MASTER – REG. 10

DECK LINE – REG. 4

LINES TO BE USED WITH THE LOAD LINE MARKS

LINES TO BE USED WITH THE LOAD LINE MARKS – REG. 6

LINES TO BE USED WITH THE LOAD LINE MARKS – REG. 6 (6)

RECORD OF CONDITIONS OF ASSIGNEMENT - SIGNATURE

LOAD LINES MARKS ASSIGNEMENT
NEW BUILDINGS
For new-buildings, load lines marks are assigned by the Plan Approval
Centres, upon request on the RINA Surveyor in charge of the first
classification survey, on the basis of the principal dimensions and
characteristics for freeboard calculations to be reported by the
Surveyor in the first two pages of form SBLINT7 (ICLL 1996 Record Of
Conditions Of Assignment).
On the basis of the above-mentioned data, the Plan Approval Centre

carries out the necessary load line calculations and assigns the load
lines marks using the form SBLINT5.
At the ship’s delivery, before issuing the short term certificates, the RINA
Surveyor is to verify that the ship’s preliminary stability documentation
duly approved by the Plan Approval Centre is available on board.
Before the issue of the full term certificates by the Classification and
Statutory Certification Services, the load line marks assignment is
always to be confirmed by the Plan Approval Centre upon approval of
the ship’s final stability documentation and the satisfactory review of
the complete Record of Conditions of Assignment (form SBLINT7).
LOAD LINES MARKS ASSIGNEMENT
SHIPS IN SERVICE
For ships in service, at the time of the first classification survey, the
following documentation is to be sent by the RINA surveyor to
the Classification and Statutory Certification Services:
– original Record of Conditions of Assignment (form SBLINT7), filled in
by the previous IACS classification society, including the ship’s
principal dimensions and characteristics necessary for the
freeboard calculations mentioned in the first two pages of form
SBLINT7;
– Initial Load Line Survey Report, confirming that the ship corresponds
to the data reported in the above-mentioned record.
If the original Record is not available on board, the RINA surveyor
is to fill in form SBLINT7.
On the basis of the above-mentioned documentation, the Plan
Approval Centre carries out the freeboard calculations and
confirms the load line marks assigned by the previous IACS
classification society.
In case of non-IACS vessels, classed by RINA after their
construction, a new assignment is to be done by the Plan
Approval Centre before the issue of the short term certificates.
MULTIPLE LOAD LINES – STATUTORY REQUIREMENTS
In order to satisfy either Port Authorities or charterers’ requirements

some vessels, such as tankers or bulk carriers, may have
multiple (dual) load line certificates, with each certificate
corresponding to a different deadweight and draught.
Generally, the load line corresponding to the greatest deadweight
is engraved and painted with the full grid marking. The other
load lines are marked only with the ring and horizontal lines for
seawater and fresh water load lines, if the requirements of ILLC
reg. 6 (6) are complied with.
Classed ships can have more than one load line certificate on
board, but only one is to be considered as actually valid and
the others are to be kept sealed into a suitable envelope.
The certificates kept sealed in the envelope may be become valid
only after an occasional survey for the specific purpose of
changing the load line is carried out.

Specific instructions or requirements of the flag Administration may apply

and are to be taken duly into account; therefore, reference is always
to be made the Instructions to Surveyors.
For example:
– flag Administration’s authorization may be requested before issuance of
multiple load line certificates;
– the loading conditions corresponding to the multiple load
lines/deadweights are to be included in the stability documentation.
For the oil tankers, for each deadweight and corresponding load line
certificate, a set of statutory certificate (cargo ship safety construction
certificate, international oil pollution prevention certificate and cargo
ship safety equipment certificate) is to be issued.
In the ship status, for ships with multiple load lines, a statutory
memorandum is issued showing the details of the assigned summer
freeboard, the corresponding summer draft and deadweight.


MULTIPLE LOAD LINES – LOAD LINE CERTIFICATE

MULTIPLE LOAD LINES – LOAD LINE CERTIFICATE

MULTIPLE LOAD LINES – MEMORANDA IN THE SHIP’S
SHIP’S STATUS

MULTIPLE LOAD LINES – MEMORANDA IN THE SHIP’S
SHIP’S STATUS

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RINA GROUP

BASIC COURSE FOR

The purpose of the freeboard is to provide a ship with adequate:

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

The freeboard enables the ship to withstand various

www.rina.org - Together for Excellence

The height of the sides and therefore the amount

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

In the United States, American vessels were loaded to a formula

Load line legislation was introduced in the American congress in

By that time, there was a proliferation of different freeboard rules in

www.rina.org - Together for Excellence

• International Convention on Load Lines 1930;

• International Convention on Load Lines 1966;

• Protocol of 1988 relating to the International

• Resolution MSC.143(77) adopted on 5 June

www.rina.org - Together for Excellence

The rules covered superstructure evaluations, freeboards and strength standards.

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

As a result, maritime nations planned a conference to adopt a revised Convention.

www.rina.org - Together for Excellence

The 1966 Convention is made up of:

• Articles - cover matters of contract between governments, survey and certification.

www.rina.org - Together for Excellence

The convention applies to:

• new vessels engaged in international voyages, having lenght equal or

The convention does NOT apply to:

www.rina.org - Together for Excellence

All three instruments require the issuing of certificates to show that

The harmonized system alleviates the problems caused by survey dates

www.rina.org - Together for Excellence

• strength and intact stability of ships;

www.rina.org - Together for Excellence

The amendments, which amount to a comprehensive revision of the

The 2003 amendments also incorporate (wholly or partially) more than 35

www.rina.org - Together for Excellence

For classification purposes, RINA Rules for the Classification of Ships

• the conditions of assignment of freeboard (chapter II of the

• ch. 1 sec. 2 (symbols and definitions);

www.rina.org - Together for Excellence

It is always to be verified if a flag Administration has ratified or not the

In general, for ships trading in national waters, specific requirements of the

For passenger ships subjected to the Council Directive 98/18/EC of 17

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

Minimum tabular freeboards are calculated on the basis of the ship’s

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence

www.rina.org - Together for Excellence