3.4 Standard conditions of loading to be examined

 The standard loading conditions referred to in the text of the present Code are as follows.

  3.4.1.1 For a passenger ship:

• .1 ship in the fully loaded departure condition with cargo, full stores and fuel and with the full number of passengers with their luggage;

• .2 ship in the fully loaded arrival condition, with cargo, the full number of passengers and their luggage but with only 10% stores and fuel remaining;

• .3 ship without cargo, but with full stores and fuel and the full number of passengers and their luggage; and

• .4 ship in the same condition as at 0 above with only 10% stores and fuel remaining.

  3.4.1.2 For a cargo ship:

• .1 ship in the fully loaded departure condition, with cargo homogeneously distributed throughout all cargo spaces and with full stores and fuel;

• .2 ship in the fully loaded arrival condition with cargo homogeneously distributed throughout all cargo spaces and with 10% stores and fuel remaining;

• .3 ship in ballast in the departure condition, without cargo but with full stores and fuel; and

• .4 ship in ballast in the arrival condition, without cargo and with 10% stores and fuel remaining.

  3.4.1.3 For a cargo ship intended to carry deck cargoes:

• .1 ship in the fully loaded departure condition with cargo homogeneously distributed in the holds and with cargo specified in extension and mass on deck, with full stores and fuel; and

• .2 ship in the fully loaded arrival condition with cargo homogeneously distributed in holds and with a cargo specified in extension and mass on deck, with 10% stores and fuel.

  3.4.1.4 For a ship intended to carry timber deck cargoes:

 The loading conditions which should be considered for ships carrying timber deck cargoes are specified in 3.4.1.3. The stowage of timber deck cargoes should comply with the provisions of chapter 3 of the Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 1991 (resolution A.715(17)).^footnote

  3.4.1.5 For an offshore supply vessel the standard loading conditions should be as follows:

• .1 vessel in fully loaded departure condition with cargo distributed below deck and with cargo specified by position and weight on deck, with full stores and fuel, corresponding to the worst service condition in which all the relevant stability criteria are met;

• .2 vessel in fully loaded arrival condition with cargo as specified in 3.4.1.5.1, but with 10% stores and fuel;

• .3 vessel in ballast departure condition, without cargo but with full stores and fuel;

• .4 vessel in ballast arrival condition, without cargo and with 10% stores and fuel remaining; and

• .5 vessel in the worst anticipated operating condition.

  3.4.1.6 For fishing vessels the standard loading conditions referred to in 2.1.1 are as follows^footnote:

• .1 departure conditions for the fishing grounds with full fuel, stores, ice, fishing gear, etc.;

• .2 departure from the fishing grounds with full catch and a percentage of stores, fuel, etc., as agreed by the Administration;

• .3 arrival at home port with 10% stores, fuel, etc. remaining and full catch; and

• .4 arrival at home port with 10% stores, fuel, etc. and a minimum catch, which should normally be 20% of full catch but may be up to 40% provided the Administration is satisfied that operating patterns justify such a value.

 3.4.1.7 For a ship engaged in an anchor handling operation, the standard loading conditions should be as follows, in addition to the standard loading conditions for a cargo ship in paragraph 3.4.1.2:

• .1 service loading condition at the maximum draught at which anchor handling operations may occur with the heeling levers as defined in paragraph 2.7.2 for the line tension the ship is capable of with a minimum of 67% stores and fuel, in which all the relevant stability criteria as defined in paragraph 2.7.4 are met;

• .2 service loading condition at the minimum draught at which anchor handling operations may occur with the heeling levers as defined in paragraph 2.7.2 for the line tension the ship is capable of with 10% stores and fuel, in which all the relevant stability criteria as defined in paragraph 2.7.4 are met.

 3.4.1.8 For a ship engaged in a harbour, coastal or ocean going towing operation and/or escort operation, the following loading conditions should be included in addition to the standard loading conditions for a cargo ship in paragraph 3.4.1.2:

• .1 maximum operational draught at which towing or escorting operations are carried out, considering full stores and fuel;

• .2 minimum operational draught at which towing or escorting operations are carried out, considering 10% stores and fuel; and

• .3 intermediate condition with 50% stores and fuel.

 3.4.1.9 For ships engaged in lifting, loading conditions reflecting the operational limitations of the ship, while engaged in lifting shall be included in the stability booklet. Use of counter ballast, if applicable, shall be clearly documented, and the adequacy of the ships stability in the event of the sudden loss of the hook load shall be demonstrated.

 3.4.1.10 The criteria stated in paragraphs 2.9.3, 2.9.4, 2.9.5 or 2.9.7, as applicable, shall be satisfied for all loading conditions intended for lifting and with the hook load at the most unfavourable positions. For each loading condition, the weight and centre of gravity of the load being lifted, the lifting appliance, and counter ballast, if any, should be included. The most unfavourable position may be obtained from the load chart and is chosen at the position where the total of the transverse and vertical moment is the greatest. Additional loading conditions corresponding to various boom positions and counter ballast with different filling level (if applicable) may need to be checked.

  3.4.2.1 For the fully loaded conditions mentioned in 3.4.1.2.1, 3.4.1.2.2, 3.4.1.3.1 and 3.4.1.3.2 if a dry cargo ship has tanks for liquid cargo, the effective deadweight in the loading conditions therein described should be distributed according to two assumptions, i.e. with cargo tanks full, and with cargo tanks empty.

  3.4.2.2 In the conditions mentioned in 3.4.1.1.1, 3.4.1.2.1 and 3.4.1.3.1 it should be assumed that the ship is loaded to its subdivision load line or summer load line or if intended to carry a timber deck cargo, to the summer timber load line with water ballast tanks empty.

  3.4.2.3 If in any loading condition water ballast is necessary, additional diagrams should be calculated taking into account the water ballast. Its quantity and disposition should be stated. If a ship operates in zones where ice accretion is likely to occur, allowance for icing should be made in accordance with the provisions of chapter 6 (Icing considerations).

  3.4.2.4 In all cases, the cargo in holds is assumed to be fully homogeneous unless this condition is inconsistent with the practical service of the ship.

  3.4.2.5 In all cases, when deck cargo is carried, a realistic stowage mass should be assumed and stated, including the height of the cargo.

  3.4.2.6 Considering timber deck cargo the following assumptions are to be made for calculating the loading conditions referred to in 3.4.1.4:

• .1 the amount of cargo and ballast should correspond to the worst service condition in which all the relevant stability criteria of part A 2.2 or the optional criteria given in part A 3.3.2, are met. In the arrival condition, it should be assumed that the weight of the deck cargo has increased by 10% owing to water absorption.

  3.4.2.7 For offshore supply vessels, the assumptions for calculating loading conditions should be as follows:

• .1 if a vessel is fitted with cargo tanks, the fully loaded conditions of 3.4.1.5.1 and 3.4.1.5.2 should be modified, assuming first the cargo tanks full and then the cargo tanks empty;

• .2 if in any loading condition water ballast is necessary, additional diagrams should be calculated, taking into account the water ballast, the quantity and disposition of which should be stated in the stability information;

• .3 in all cases when deck cargo is carried a realistic stowage weight should be assumed and stated in the stability information, including the height of the cargo and its centre of gravity;

• .4 where pipes are carried on deck, a quantity of trapped water equal to a certain percentage of the net volume of the pipe deck cargo should be assumed in and around the pipes. The net volume should be taken as the internal volume of the pipes, plus the volume between the pipes. This percentage should be 30 if the freeboard amidships is equal to or less than 0.015 L and 10 if the freeboard amidships is equal to or greater than 0.03 L. For intermediate values of the freeboard amidships the percentage may be obtained by linear interpolation. In assessing the quantity of trapped water, the Administration may take into account positive or negative sheer aft, actual trim and area of operation; or

  3.4.2.8 For fishing vessels the assumptions for calculating loading conditions should be as follows:

• .1 allowance should be made for the weight of the wet fishing nets and tackle, etc., on deck;

• .2 in all cases the cargo should be assumed to be homogeneous unless this is inconsistent with practice;

• .3 in conditions referred to in 3.4.1.6.2 and 3.4.1.6.3 deck cargo should be included if such a practice is anticipated;

• .4 water ballast should normally only be included if carried in tanks which are specially provided for this purpose.

 3.4.2.9 For ships engaged in harbour, coastal or ocean going towing, escort towing, anchor handling or lifting operations, allowance should be made for the anticipated weight of cargo on and below deck, chain in lockers, anticipated type of wire or rope on storage reels and wire on the winches when calculating loading conditions.

 3.4.2.10 For ships engaged in anchor handling operations, the compliance with the relevant stability criteria should be made for each set of towing pins and its associated permissible line tensions, including any physical element or arrangement that can restrict the line movement.

 3.4.2.11 For ships engaged in anchor handling operations, the reference loading conditions in paragraph 3.4.1.8 should meet the stability criteria in paragraph 2.7.4 when applying the design tension F_d, for the tow pin set nearest to centreline, as a minimum for the lowest α equal to 5 degrees.