Appendix II

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Standard Conditions of Loading to Be Examined

1. Loading Conditions

The standard loading conditions referred to in 4.2 of the Recommendation are as follow:

(1) Passenger ship

1. ship in the fully loaded departure condition with full stores and fuel and with the full number of passengers with their luggage;
    
2. ship in the fully loaded arrival condition, with the full number of passengers and their luggage but with only 10 per cent stores and fuel remaining;
    
3. ship without cargo, but with full stores and fuel and the full number of passengers and their luggage;
    
4. ship in the same condition as at (iii) above but with only 10 per cent stores and fuel remaining.

(2) 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 per cent stores and fuel remaining;
    
3. ship in ballast in the departure condition, without cargo but with full stores and fuel;
    
4. ship in ballast in the arrival condition, without cargo and with 10 per cent stores and fuel remaining.

(3) Cargo ships 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 weight on deck, with full stores and fuel;
    
2. ship in the fully loaded arrival condition with cargo homogeneously distributed in holds and with a cargo specified in extension and weight on deck, with 10 per cent stores and fuel.

2. Assumptions for Calculating Loading Conditions

1. For fully loaded conditions mentioned in 1(2)(i),2(ii), 3(i) and 3(ii) of this Appendix 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. (i) cargo tanks full, and (ii) cargo tanks empty.
    
2. In conditions mentioned in 1.(I) and (2)(i)of this Appendix, it should be assumed that the ship is loaded to her 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. 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.
    
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.
    
5. In all cases when deck cargo is carried a realistic stowage wieght should be assumed and stated, including the height of cargo.
    
6. Where timber deck cargoes are carried, the amount of cargo and ballast should correspond to the worst service condition in which all the relevant stability criteria in Section 5 are met. In the arrival conditions it should be assumed that the weight of the deck cargo has increased by 10 per cent due to water absorption.
    
7. When timber deck cargoes are carried and it is anticipated that some formation of ice will take place an allowance should be made in the arrival condition for the additional weight.
    
8. A weight of 75 kg. should be assumed for each passenger except that this value may be reduced to not less than 60 kg. where this can be justified. In addition the weight and distribution of the luggage should be determined by the Administration.
    
9. The height of the centre of gravity for passengers should be assumed equal to:
   
   
   (i) 1.0 metre above deck level for passengers standing upright. Account may be taken, if necessary, of camber and sheer of deck;
   
   
   (ii) 0.30 metre above the seat in respect of seated passengers.
10. Passengers and luggage should be considered to be in the spaces normally at their disposal, when assessing compliance with the criteria at 5.1 (a), (b), (c) and (d) of the Recommendation.
     
11. Passengers without luggage should be considered as distributed to produce the most unfavourable combination of passenger heeling moment and/or initial metacentric height, which may be obtained in practice, when assessing compliance with the criteria at 5,2(a) and (b) of the Recommendation respectively. In this connection it is anticipated that a value higher than 4 persons per square metre will not be necessary.

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