Tonnage ENGLISH PDF

Port & Maritime
Organization
Code of the International

Convention on Tonnage
Measurement of ships
Code of The International Convention on Tonnage Measurement of ships
INTRODUCTION
The Role of Administrations, is to implement and enforce of relevant international mandatory IMO
instruments By virtue of geography and circumstance and to resolve and clearly explained in any
ambiguity in their obligations, including those obligations imposed when a right is exercised as
explain in the 2009 Consolidated Version of the Code for the Implementation of Mandatory IMO
Instruments, 2007 adopted by resolution A.1019 (26) which covering the following issues:
PART 1 COMMON AREAS

PART 2 FLAG STATES
PART 3 COASTAL STATES
PART 4 PORT STATES
ANNEX 1: OBLIGATIONS OF CONTRACTING GOVERNMENTS/PARTIES

ANNEX 2: SPECIFIC FLAG STATE OBLIGATIONS
ANNEX 3: SPECIFIC COASTAL STATE OBLIGATIONS
ANNEX 4: SPECIFIC PORT STATE OBLIGATIONS
ANNEX 5: INSTRUMENTS MADE MANDATORY UNDER IMO CONVENTIONS
ANNEX 6: SUMMARY OF AMENDMENTS TO MANDATORY INSTRUMENTS REFLECTED
IN THE CODE
ANNEX 7: AMENDMENTS TO IMO INSTRUMENTS EXPECTED TO BE ACCEPTED AND TO
ENTER INTO FORCE ON 1 JULY 2010 JULY 2010
The national legislation on Tonnage Measurement of ships convention (hereinafter called the
instruction) issued according to requirements of annexes 1& 2 of 2009 Consolidated Version of the
Code for the Implementation of Mandatory IMO Instruments, 2007 adopted by resolution A.1019 (26)
The words regulation and article used in all part of the instruction ,Unless expressly provided
otherwise, means convention regulation and convention article consequently , which Refers to
the international convention on Tonnage Measurement of ships, 1969 .
Definitions and Explanations
IMO
U
International Maritime Organization, The IMO's primary purpose is to develop and maintain a
comprehensive regulatory framework for shipping includes safety, environmental concerns, legal
matters, technical co-operation, maritime security and the efficiency of shipping. (Hereinafter called
the IMO)
PMO
U
PORT AND MARITIME ORGANISATION (administrator), the responsibility and authority for
the enforcement of international maritime law in Iran including Tonnage Measurement of ships
laws. (Hereinafter called the PMO)
International Convention On Tonnage Measurement of ships

U
Refers to the international convention on Tonnage Measurement of ships , 1969. This is the
current international convention, drafted in 1969 for the purpose of replacing the previous
International Tonnage Measurement of ships Convention. The ICTM was ratified and went into
force on July 18, 1982. The requirements of the original Convention are contained in 7 regulations and
22 Article that set forth the technical procedures for calculating NET and GROSS tonnage .
Countries signatory to the Convention agree to apply its regulations to their own vessels and accept
the validity of ICTM certificates of foreign vessels. (Hereinafter called the convention) The list of
other ICTM signatory countries can be found on the IMO website. (www.imo.org)
"Interpretations of the provisions of the international convention on tonnage

measurement of ships, 1969"
U
The Maritime Safety Committee, at its sixty-third session (16 to 25 May 1994), agreed to a
consolidated set of interpretations of the provisions of the International Convention on
Tonnage Measurement of Ships, 1969, as set out in the annex, which supersede
interpretations contained to in circulars TM.5/Circ.1, TM.5/Circ.l/Corr.l and TM.5/Circ.3.
Recognized Organization
U
Means the qualified organization to which the admin delegates Tonnage Measurement of ships
assigning authority. (Hereinafter called the R.O.)
Index
Section I Articles
Page No.
1. OBLIGATION UNDER THE CONVENTION, (Article 1).....6

2.
3.
4.
5.
6.
7.
8.
FORCE MAJEURE, (Article 5) .........8

DETERMINATION OF TONNAGES (Article 6). ...9
ISSUE OF CERTIFICATES, (Article 7).. .......10
ISSUE OF CERTIFICATES BY ANOTHER GOVERNMENT, (Article 8)........11
CANCELLATION OF CERTIFICATE, (Article 10) ............12
ACCEPTANCE OF CERTIFICATES, (Article 11) ...13
COMMUNICATION OF INFORMATION, (Article 15). .........14
Section II Regulations
1. TONNAGE MEASUREMENT OF VESSELS .......16
2. GROSS TONNAGE MEASUREMENT OF SINGLE AND MULTIHULL VESSELES.49
3. RECOMMENDATIONS CONCERNING TONNAGE MEASUREMENT OF
OPEN-TOP CONTAINERSHIPS .......52
4. ISSUE OF CERTIFICATE ... 54
5. IMPLEMENTATION OF EXISTING (GT) AND (NT) PARAMETERS..................55
6. RECOMMENDATION OF APPLICATION OF THE TM ..64
7. PROPOSAL TO REVISE THE INTERNATIONAL CONVENTION OF TM, 1969 ..65
Section I
Articles
1. GENERAL OBLIGATION UNDER THE CONVENTION, (Article 1)

1.1.
The Contracting Governments undertake to give effect to the provisions of the present
Convention and the Annexes hereto, which shall constitute an integral part of the present
Convention. Every reference to the present Convention constitutes at the same time a
reference to the Annexes.
1.2.
The Contracting Governments shall undertake all measures which may be necessary to give
effect to the present Convention by:
1.2.1. Implementation and enforcement of relevant international mandatory instruments;

1.2.2. Adherence to international recommendations, as appropriate;
1.2.3. Continuous review and verification of the effectiveness of the State in respect of meeting
its international obligations; and
1.2.4. The achievement, maintenance and improvement of overall organizational performance
and capability.
1.2.5. Promulgating laws and regulations and for taking all other steps which may be necessary
to give these instruments full and complete effect.
1.2.6. Take action to identify and eliminate the cause of any non-conformity in order to prevent
recurrence, including:
1.2.6.1. Review and analysis of non-conformities;
1.2.6.2. Implementation of necessary corrective action; and
1.2.6.3. Review of the corrective action taken.
1.2.7. Continually improve the adequacy of the measures which are taken to give effect
Improvement should be made through rigorous and effective application and enforcement of
national legislation, as appropriate, and monitoring of compliance.
1.2.8. Assign responsibilities within their Administration to update and revise any relevant
policies adopted, as necessary.
1.2.9. A contracting government should consider developing and implementing a control and
monitoring program, as appropriate.
1.2.10. Co-operate with flag States and/or contracting governments, as appropriate, in
investigations of maritime casualties.
1.3.
The Contracting Governments shall undertake all measures take all necessary measures to
secure observance of international rules and standards so as to ensure compliance with their
international obligations. Such measures should, inter alia, include:
1.3.1. The periodic inspection of ships entitled to fly their flag to verify that the actual condition
of the ship and its crew is in conformity with the certificates it carries;
1.3.2. The surveyor ensuring, during the periodic inspection referred to in subparagraph .2, that
seafarers assigned to the ships are familiar with:
1.3.2.1. Their specific duties; and
1.3.2.2. ship arrangements, installations, equipments and procedures;
1.3.3. ensuring that the ships complement, as a whole, can effectively co-ordinate their activities
in an emergency situation and in performing functions vital to safety or to the prevention or
mitigation of pollution;
1.3.4. Instituting proceedings after an against ships entitled to fly their flag investigation has
been conducted which have violated international rules and standards, irrespective of where
the violation has occurred;
1.3.5. Instituting proceedings after an investigation has been conducted against individuals
holding certificates or endorsements who have violated international rules and standards,
irrespective of where the violation has occurred.
1.3.6. As between the Parties to the present Protocol, the provisions of the International
Convention on Tonnage Measurement of ships, 1969 (hereinafter referred to as "the
Convention"),shall apply subject to the modifications and additions set out in the present
Protocol.
1.3.7. With respect to ships entitled to fly the flag of a State which is not a Party to the
Convention, the Parties to the present Convention shall apply the requirements of the
Convention as may be necessary to ensure that no more favorable treatment is given to such
ships.
1.3.8. The vessel shall be in accordance with the requirements of the recognized organization.
That authority must satisfy itself that the general requirements of the vessel is sufficient for the
net and gross tonnage assigned .The appointment of a classification society for a specific
vessel will be considered by the admin. Upon written request from the vessel's owner or
agent.
2.
FORCE MAJEURE, (Article 7)

2.1.
A ship which is not subject to the provisions of the present Convention at the time of its
departure on any voyage shall not become subject to such provisions on account of any
deviation from its intended voyage due to stress of weather or any other cause of force
majeure.
2.2.
In applying the provisions of the present Convention, the Contracting Governments shall give
due consideration to any deviation or delay caused to any ship owing to stress of weather or
any other cause of force majeure.
2.3.
All possible efforts should be made to avoid a ship being unduly deviation or delayed. In the
opinion of the PMO, and safe alternative arrangements have been made and due account has
been given to the Convention requirements to the appointed surveyor or the recognized
organization for issuing the relevant certificate.
2.4.
If deficiencies cannot be remedied at the port of inspection, the PMO may allow the ship to
proceed to another port, subject to any appropriate conditions. In such circumstances, the PMO
should ensure that the competent authority of the next port of call is notified.
2.5.
An exemption is granted only in cases where the normal Tonnage Measurement of ships
requirement is unworkable or inappropriate for the vessel.
3.
3.1.
DETERMINATION OF TONNAGES (Article 6)

The determination of gross and net tonnages shall be carried out by the Administration which
may, however, entrust such determination either to persons or organizations recognized by it.
In every case the Administration concerned shall accept full responsibility for the
determination of gross and net tonnages.
3.2.
Tonnage measurement of a vessel that is 24 metres in length (L) or more shall be carried out in
accordance with the provisions of annex1 part 2 of this code.
3.3.
PMO are authorized to specify that, Tonnage measurement of a vessel less than 24 metres in
length (L) and/or ships solely navigating in the Caspian Sea carried out in accordance with the
provisions of annex2 part 2 or part 3 of this code as appropriate.
3.4.
PMO are authorized to specify and used , any of interpretations , provisions or proposal
which circulated by IMO ,To determination calculation or meaning word in of convention.
10
4. ISSUE OF CERTIFICATES, (Article 7)

4.1.
4.2.
Certificates shall be issued by the Administration or by any person or organization duly

authorized by it. In every case, the Administration assumes full responsibility for the
certificate.
The performance of necessary surveys relating to the condition of the vessel and
correctness of markings, assignment of Tonnage Measurement of ships s, and the
issuance of Tonnage Measurement of ships Certificates are functions performed by the
Tonnage Measurement of ships assigning authority. The assigning authority shall issue a
Tonnage Measurement of ships certificate signed by the authorized surveyor and deliver
it to the vessel owner or master.
4.3.
Although the assigning authority can issue Tonnage Measurement of ships certificates, it
does not have the authority to cancel or revoke them. Tonnage Measurement of ships
certificates can only be cancelled by the admin. Owners may voluntarily request cancel
Tonnage Measurement of ships assignment.
4.4.
The certificates referred to in this regulation shall be issued or endorsed either by the
Administration or by any person or organization authorized by it. In every case, that
Administration assumes full responsibility for the certificates.
4.5.
The administration shall issue certificates under, and in accordance with, the provisions of
the international convention on Tonnage Measurement of ships , 1969
4.5.1. The certificate is an International Tonnage Measurement of ships Certificate it shall
be in the form prescribed by Annex II international convention on Tonnage
Measurement of ships , 1969 or form approved by PMO.
4.5.2. In the case of a ship that has transferred from the registry of the Government of another
country to the Iranian registry, the Assigning Authority, subject to such survey
requirements it considers to be necessary may, issue an International Tonnage
Measurement of ships Certificate for a period to be determined by the Assigning
Authority.
11
5. ISSUE OF CERTIFICATES BY ANOTHER GOVERNMENT, (Article 8)

5.1. The administration may at the request of another Contracting Government cause a ship to be
surveyed and, if satisfied that the provisions of the present Convention are complied with, shall
issue or authorize the issue of the International Tonnage Measurement of ships Certificate to
the ship. A copy of the certificate, a copy of the survey report used for computing the net and
gross tonnage , and a copy of the computations shall be transmitted as early as possible to the
requesting Government.
5.2. A certificate so issued must contain a statement to the effect that it has been issued at the
request of the Government of the State whose flag the ship is or will be flying and it shall have
the same force and receive the same recognition as a certificate issued under Article 7.
5.3. No International Tonnage Measurement of ships Certificate shall be issued to a ship which is
flying the flag of a State the Government of which is not a Contracting Government.
6.
12
CANCELLATION OF CERTIFICATE (Article 10)

6.1.
an International Tonnage Certificate (1969) shall cease to be valid and shall be cancelled by
the Administration if :
6.1.1 alterations have taken place in the arrangement, construction, capacity, use of spaces, total
number of passengers the ship is permitted to carry as indicated in the ship's passenger
certificate, assigned load line or permitted draught of the ship, such as would necessitate an
increase in gross tonnage or net tonnage.
6.1.2 certificate issued to a ship by an Administration shall cease to be valid upon transfer of
such a ship to the flag of another State, except Upon transfer of a ship to the flag of another
State the Government of which is a Contracting Government, the International Tonnage
Certificate (1969) shall remain in force for a period not exceeding three months, or until
the Administration issues another International Tonnage Certificate (1969) to replace it,
whichever is the earlier.
6.1.3 The Contracting Government of the State whose flag the ship was flying hitherto shall
transmit to the Administration as soon as possible after the transfer takes place a copy of
the certificate carried by the ship at the time of transfer and a copy of the relevant tonnage
calculations.
7.
13
ACCEPTANCE OF CERTIFICATES, (Article 11)

7.1. The certificates issued under the authority of a Contracting Government in accordance with the
present Convention shall be accepted by the other administration and regarded for all purposes
covered by the present Convention as having the same force as certificates issued by him.
7.2.Every ship in a port may be subject to control by authorized officers of the administration for
the purpose of verifying that certificates carried are valid. Certificates, if valid, will be
accepted unless there are clear grounds for believing that the condition of the ship or its
equipment does not correspond substantially with the particulars on any of the certificates or
that the ship and its equipment do not comply with Tonnage Measurement of ships
requirement
7.3. Where a certificate has expired or ceased to be valid, the authorized officers will informed the
flag States consul, IMO, and surveyors of the organizations issuing the certificates from ship
certificate condition .
7.4.Where the administration is unable to take action, or where it allows a ship to proceed despite
defects or deficiencies, it will notify the authorities at the next port of call when exercising
control.
7.5. All possible efforts will be made to avoid a ship being unduly delayed.
8.
14
COMMUNICATION OF INFORMATION, (Article 15)
8.1.
The administration undertake to communicate to and deposit with the Organization: the
Secretary-General of the International Maritime Organization:
8.1.1. A sufficient number of specimens of their certificates issued under the provisions of the
present Convention for circulation to the Contracting Governments;
8.1.2. The text of the laws, decrees, orders, regulations and other instruments which shall have been
promulgated on the various matters within the scope of the present Convention; and Protocol;
8.1.3. a list of nominated surveyors or recognized organizations which are authorized to act on their
behalf in the administration of Tonnage Measurement of ships matters for circulation to the
Parties for information of their officers, and a notification of the specific responsibilities and
conditions of the authority delegated to those nominated surveyors or recognized
organizations; and
8.1.4 A sufficient number of specimens of their certificates issued under the provisions of the
present Protocol.
8.2
Each Contracting Government agrees to make its strength standards available to any other
Contracting Government, upon request.
Section II
Annex
15
APPENDIX 1:
16
TONNAGE MEASUREMENT OF VESSELS
1 DEFINITIONS
The following definitions apply in this Annex :
1.1 MEASUREMENT OF LENGTH (L)

1.1.1 Length of a vessel (L) is defined:
(a) 96% of the total length measured on a waterline at 85% of the least moulded depth measured from
the top of keel; and
(b) the length from the fore side of the stem to the axis of the rudder stock on the waterline referred to
in subsection (a) above.
1.1.2 The lengths corresponding to those defined in subsections 1.1.1 (a) and (b) are depicted below,
and Figure 1.1.
1.1.3 In a vessel designed with a rake of keel, the waterline on which the length is measured shall be
parallel to the designed waterline.
Figure 1.1.
1.2 WATERTIGHT:
in respect of a means of closure, means that it is capable of preventing the passage of water through
an opening in either direction, under the maximum head of water to which the opening may be
exposed.
1.3 WEATHERTIGHT:
in respect of a means of closure, means capable of preventing the passage of water into a vessel in
any sea condition.
17
2 TONNAGE MEASUREMENT OF VESSELS 24 METERS IN

LENGTH OR MORE
2.1 GENERAL
2.1.1 Tonnage measurement of a vessel that is 24 metres in length (L) or more shall be carried out in
accordance with the provisions of this part.
2.2 DEFINITIONS
The following definitions apply in this Part:
2.2.1 Amidships:
is the midpoint of the length (L) of a vessel where the forward terminal of that length coincides with
the fore side of the stem. Length of a vessel (L) is defined in Section 1.1.
2.2.2 Camber:
is the vertical distance measured on the centre line plane of the vessel, from the underside of the deck
plating to a line athwart ships between the points where the underside of the deck plating meets the
inner side of the vessel's shell plating (see Figure 2.1).
Figure-2.1 Cambers
2.2.3 Moulded Draught (d):

referred to in the Net Tonnage formula in Section 2.5 shall be one of the following draughts:
(a) if the vessel is a Load Lines Convention vessel, the draught corresponding to the summer load
line assigned to the vessel in accordance with that Convention. A timber load line must not be
used to calculate moulded draught;
(b) if the vessel is a Safety Convention passenger vessel, the draught corresponding to the deepest
subdivision load line assigned in accordance with SOLAS;
18
(c) if the vessel is not a Load Lines Convention vessel, but has been assigned a load line in accordance
with the laws of the state whose flag the vessel is entitled to fly, the draught corresponding to
the summer load line so assigned;
(d) if the vessel is a vessel to which no load line has been assigned and in respect to which the draught
is restricted in accordance with the laws of the state whose flag the vessel is entitled to fly, the
maximum permitted draught; and
(e) in the case of any other vessel, 75% of the moulded depth amidships determined in accordance
with the definition for Moulded Depth.
2.2.4 Moulded Line of Hull:

(a) if the vessel has a metal shell, the outer surface of the frame of the hull without the plating
(moulded frame line); and
(b) if the vessel has a shell of a material other than metal, the outer surface of the shell.
2.2.5 Tonnage Length:
means the horizontal distance between the extremes of the upper deck (see Figure 2.2a), or in the case
of a stepped upper deck, the extremes of the projected line of upper deck (see Figure 2.2b).
Figure 2.2a-Tonnage length
Figure 2.2b- tonnage lenght
19
2.3 UNITS OF MEASUREMENT AND DEGREE OF ACCURACY

2.3.1 All measurements are to be taken in meters to the nearest centimeter. All lengths are to be
measured in a fore and aft direction, breadths athwart ships and heights or depths vertically.
This order is to be followed on all tonnage calculations.
2.3.2 The volume in relation to any vessel or space in a vessel is to be in cubic meters.
2.3.3 The following calculations are to be carried out to three decimal places, the third figure to be
increased by one if the fourth is 5 or more:
One-third round of beam;
The common interval between the transverse ordinates;
The common interval between the breadths in each transverse section;
The common interval between the breadths in between deck space and in erections;
One-third of the common interval between the transverse ordinate;
One-third of the common interval between the breadths in each transverse section;
One-third of the common interval between the breadths in the between-deck space and in erections.
2.3.4 The following calculations are to be carried out to two decimal places, the second figure to be
increased by one if the third is 5 or more:
The area of transverse sections;
The mean height of the between-deck space.
2.4 GROSS TONNAGE FORMULA
2.4.1 The gross tonnage (GT) of a vessel is to be calculated using the following formula:
GT = K1V
Where
V = total volume of all enclosed spaces of the vessel in cubic meters; and
K1 = 0.2 + 0.02 log 10V (or as shown in the Table of Coefficients).
2.5 NET TONNAGE FORMULA

2.5.1 The net tonnage (NT) of a vessel is to be calculated using the following formula:
NT = K2 Vc (4d/3D)2 + K3 (N1 + N2/10)
where:
Vc = total volume of cargo spaces in cubic metres;
K2 = 0.2 + 0.02 log 10Vc (or as shown in the Table of Coefficients);
K3 = 1.25 x (GT + 10,000)/10,000;
D = the moulded depth amidships in meters;
d = the moulded draught amidships in meters;
N1 = the number of passengers in cabins containing not more than eight berths;
N2 = the number of other passengers;
N1+N2 = the number of passengers as shown in the vessels passenger certificate;
GT = the gross tonnage of the vessel as determined in accordance with Section 2.4.
20
NOTES:
2.5.1.1
2.5.1.2
2.5.1.3
2.5.1.4
If the sum of N1 and N2 is less than 13, N1 and N2 are to be taken as zero.
The factor (4d/3D)2 is not to be taken as greater than unity.
The term K2Vc (4d/3D)2 is not to be taken as less than 0.25 GT.
NT is not to be taken as less than 0.30 GT.
TABLE 1 COEFFICIENT K1 AND K2 FOR SECTIONS 2.4 AND 2.5

V or Vc = Volume in m3
Note:
Coefficients K1 or K2 at intermediate values of V or Vc shall be obtained by linear interpolation.
2.6 C HANGE OF NET TONNAGE

2.6.1 A vessel, to which Load Lines referred to in paragraphs (a) and (b) of the definition moulded
draught are concurrently assigned, shall be given only one net tonnage as determined in accordance
with Section 2.5, and that tonnage shall be the tonnage applicable to the appropriate assigned Load
Line for the trade in which the vessel is engaged.
21
2.7 CALCULATION OF VOLUMES

2.7.1 General
2.7.1.1 Measurements to calculate the tonnage of a vessel are to be taken from:
(a) the vessel; and
(b) the scrieve boards, comprising the full or reduced size of the vessel; or
(c) the lines plan and scale drawings of the vessel; or
(d) computer graphics of the vessel.
2.7.1.2 All volumes included in the calculation of gross tonnage and net tonnage are to be measured,
irrespective of the fitting of insulation or the like, to the inner side of the shell or structural boundary
plating in vessels constructed of metal, and to the outer surface of the shell and to the inner side of
structural boundary surfaces in vessels constructed of any other material.
2.7.1.3 The volume components of gross tonnage are to consist of the sum of the following:
(a) the volume of the vessel below the upper deck measured in cubic meters; and
(b) the volume of each enclosed space above the upper deck measured in cubic meters.
2.7.2 Tonnage Volumes Below Upper Deck
2.7.2.1 The volumes to be measured include the following:
(a) the main body;
(b) overhangs beyond the upper deck length or breadth;
(c) bulbous or similar bows;
(d) skegs and keels;
(e) shaft bossings;
(f) sponsons added for improved buoyancy or stability; and
(g) all other permanent volumes except those not included.
2.7.3 Volumes Not to be Included in the Tonnage Calculation
2.7.3.1 The following volumes are not to be included in the tonnage calculation:
(a) propellers;
(b) rudders;
(c) mechanical stabilizers;
(d) echo sounders, bilge keels and other non-essential appendages; and
(e) spaces within the boundaries of the main volume that open directly to the sea such
as bow or stern thruster tubes, moonpools, hawsepipes, sea valve recesses, stern
chutes in fishing vessels, dredging wells in dredges, anchor pockets and sea chests
within the boundaries of the main hull volume.
2.7.4 Despite the above, any space with a volume less than 1 cubic metre shall not be taken into
account either for inclusion or deduction.
22
2.7.5 Volumes within the hulls of vessels, such as split-hull barges and dredgers, shall be retained in
V and Vc despite the fact that the space within the hull is temporarily opened to the sea when
discharging cargo (see Figure 2.3).
Figure 2.3 Split Hull barges and dredges
2.8 CALCULATION OF ENCLOSED SPACES BELOW THE UPPER DECK

2.8.1 Measurement
2.8.1.1 Measure the tonnage length in a straight line along the upper side of the upper deck from
the moulded line of the hull at the stem to the moulded line of the hull at the stern (see Figure 2.21a).
2.8.1.2 In a vessel having a stepped upper deck, such as a break forward, a break amidships or a
break aft, the lowest line of exposed deck and the continuation of that line parallel to the upper part of
the deck are to be measured as described in the preceding paragraph (see Figure 2.21b).
Note: It is found that the tonnage length taken on the surface or sheer line of the deck, in vessels of
standard sheer, is sufficiently accurate for the practical purpose of tonnage. In all cases of unusual
sheer, such as trawlers, the length for calculation shall be taken by means of a tape or line stretched
tightly from end to end of the deck.
23
2.8.2 Division of Tonnage Length

2.8.2.1 Divide the tonnage length determined in Section 2.8.1 into the number of equal parts
specified in the following table:
Table 2 Division of Tonnage Length
2.8.2.2 Subdivide the two foremost and two aftermost parts into two equal parts.
2.8.2.3 As an example, a vessel with a tonnage length of 50 metres would be divided into 10 equal
parts and the two foremost and aftermost parts would be further divided into two equal parts each
making a total of 14 parts (15 sections) (see Figure 2.23).
2.8.3 Transverse Sections

2.8.3.1 Transverse sections are taken through the points of division determined in Section 2.8.2
and also through the extreme points of the tonnage length at right angles to the centre line, parallel to
the vessels main transverse bulkheads. These transverse sections are numbered from stem to stern,
the terminal point at the fore end of the tonnage length being No. 1 (see Figure 2.23).
24
2.8.4 Depth Correction for Camber

2.8.4.1 The depth of each transverse section shall be corrected for camber as follows:
(a) by one third of the camber when the deck is rounded athwart ships (parabolic curve)
(see Figure 2.5);
Figure 2.5- Parabolic Curved Camber
(b) by one half of the camber when the deck rises in a straight line from the vessels sides to the centre
line (see Figure 2.6); and
Figure 2.6 Straight line camber

(c) if the deck athwartship rises in a straight line from the vessels sides and part of the deck is
horizontal, the correction is to be calculated by the following formula (see Figure 2.7):
Correction =
( )
Where:
x = camber in metres;
B = the uppermost breadth of the transverse section; and
b = breadth of the horizontal part of the deck.
Figure 2.7- Straight Line camber
2.8.5 Depth of Transverse Section (DS)

2.8.5.1 Depth of transverse Section is measured as the vertical distance on the centre line
between the upper and lower termini as described in subsections (a) and (b) below:
(a) upper terminus:
(i) if the upper deck has no break, the moulded line of the upper deck less correction for camber as
determined in Section 2.8.4. (see Figure 2.8);
25
26
Figure 2.8 Depth of Transverse Section
(ii) if there is a break in the upper deck, the molded line of the lowest part of exposed deck and the
continuation of that line parallel to the upper part of the deck less correction for camber as determined
in Section 2.8.4. (see Figure 2.9);
Figure 2.9-Depth of transverse section
27
(iii) if the vessel does not meet the requirements for upper deck as defined in subsection 2.2.10, the
athwart ship line extending between the upper edges of the upper strakes /gunwales (see Figure 2.10).
Figure 2.10-Depth of Transverse Section
(b) lower terminus:

(i) for vessels built of metal, the moulded line of the keel plate or, if a bar keel or duct/box keel is
fitted, the point where the moulded line of the hull intersects the side of the keel (see Figure 2.27);
(ii) for wood or composite vessels, the lower edge of the keel rabbet (see Figure 2.27);
(iii) if the form at the lower part of the hull is of a hollow character as in a vessel built of glass
reinforced plastic or if thick garboards are fitted, the point where the moulded line of the flat of the
bottom continued inwards cuts the side of the keel (see Figure 2.27);
(iv) in situations where a lower terminus cannot be determined using paragraph (i), (ii) or (iii), the
moulded line of the hull at the centre line (see Figure 2.28).
2.8.5.2 For a vessel with decks and tanks below the upper deck, the depth of the transverse
section is taken at each level and the various deck and tank plate thicknesses are added.
28
2.8.6 Division of Depth of Transverse Section

2.8.6.1 The depth of each transverse section is to be divided into:
(a) five equal parts, where the depth at the middle of the tonnage length does not exceed 6 metres; or
(b) seven equal parts where the depth at the middle of the tonnage length exceeds 6 metres.
2.8.6.2
Then the lowest common interval is to be further divided into two equal parts
(see Figure 2.12).
Figure 2.12-Division of Depth of Transverse section
2.8.7 Breadths of Transverse Section

2.8.7.1 Breadths are to be measured through each point of division as determined in Section 2.8.6 and
at the extreme points of the depth. The breadths will be numbered from above, the No. 1 breadth being
taken at the upper point of the depth determined in Section 2.8.5 (see Figure 2.31).
2.8.7.2 In all vessels, the bottom breadth will have a value equal to or greater than zero. It will never
have a negative value.

2.8.8
29
Calculation of Transverse Section
2.8.8.1 If the area of a transverse section of the under deck can be calculated by a direct method,
such as depth and breadth, without loss of accuracy, such a method may be used. Otherwise, the area
is calculated using Simpson's First Rule, as follows:
(a) the uppermost breadth (Breadth No.1) is multiplied by 1;
(b) the three last breadths starting with the bottom breadth are multiplied respectively
by 0.5, 2 and 1.5;
(c) the other even numbered breadths are multiplied by 4, and the odd numbered breadths by 2; and
(d) the sum of these products is then multiplied by one third of the common interval between breadths.
The product obtained is the area of the transverse section.
2.8.9 Calculation of Volume below Upper Deck

2.8.9.1 Once the areas of the transverse sections have been ascertained, the volume below the
upper deck is calculated using Simpsons First Rule, as follows:
(a) The area of the foremost transverse section is multiplied by 0.5 and the following four (counted
towards the stern) are multiplied respectively by 2,1, 2 and 1.5;
(b) The areas of the five aftermost transverse ordinates starting at the aftermost section are multiplied
respectively by 0.5, 2, 1, 2 and 1.5;
(c) The even numbered transverse ordinates are multiplied by 4 and the odd numbered by 2;
(d) The sum of these products is multiplied by one-third of the common interval between the
transverse ordinates, and the product obtained is the volume of the space below the upper deck, after
the included and excluded spaces detailed in Section 2.7.2 and 2.7.3 are taken into account;
2.8.9.2 In a vessel having a stepped upper deck such as breaks situated forward, aft, or amidships,
the under deck volume is the sum of the volume below the upper deck and its line of continuation and
the volume between the line of continuation and the deck above. For the method of calculating a
break, refer to Section 2.9.4 (see Figure 2.13);
Figure 2.13-Calculation of Volume with Stepped Upper deck
30
2.8.9.3 The main volume under the upper deck in vessels with a bulbous bow or similar shape bow is
to be calculated assuming there is no bulbous bow or similar bow volume; i.e. normal vessel shape
bow. Calculate the additional volume that is present due to the bulbous bow or similar shape bow and
add as an appendage (see Figure 2.14 and Section 2.8.10.4 Bulbous or similar bows).
Figure 2.14- Bulbous and Similar Bows
2.8.10 Additional Volumes of Enclosed Spaces below the Upper Deck

2.8.10.1 The volume of any appendage is measured separately from the main volume below the upper
deck as described below.
2.8.10.2 Overhangs beyond the Upper Deck Length. Overhangs are to be measured by
Simpsons First Rule. The length is to be divided into two equal parts (three sections)
and five ordinates are to be taken at each section (see Figure 2.15). An equivalent
method of measurement without loss of accuracy may be used.
Figure 2.15- Overhang Beyond the upper Deck
2.8.10.3 Overhanging Deck.

(a) A closed in space beneath an overhanging deck supported by deck beams, brackets or by other
means is measured by: mean length x mean breadth x mean depth:
(b) If the space beneath the overhanging deck is not enclosed because the bottom is open or the
external side is open, it is to be ignored. If the space beneath the overhanging deck is not enclosed
because the internal side is open, it is to be measured (see Figure 2.16).
31
32
Figure 2.16-Overhang deck
2.8.10.4 Bulbous and Similar Bows.

Such bows are measured by Simpsons First Rule. The length is divided into four equal parts (5
sections) and five ordinates are taken at each section (see Figure 2.14).
2.8.10.5 Skegs and Keels.
Volume displacement type skegs and keels, whether separate from or open to the hull, are measured
using Simpsons First Rule. The length of the space is divided into four equal parts (five sections) and
three ordinates are taken at each section. An equivalent method of measurement, without loss of
accuracy, may be used.
Note: Some of the measurements may have already been included in the measurement of the main
volume below the upper deck (see Figure 2.17).
Figure 2.17-Skegs and Keels
33
2.8.10.6 Shaft Bossings.

Shaft Bossings are measured by Simpson's First Rule. The length is divided into four equal parts (five
sections) and five ordinates are taken at each section (see Figure 2.18).
Figure 2.18- Shaft Bossing
2.8.11 Excluded Volumes of Enclosed Spaces below the Upper Deck

2.8.11.1 Tunnel Thruster Tubes.
The volume shall be determined by use of the formula:
V = 0.7854 x diameter2 x breadth (mean)
or
V = x radius2 x breadth (mean)
An equivalent method of measurement without loss of accuracy may be used.
2.8.11.2 Anchor Pockets, Sea Chests and Similar Spaces
Any accurate method of measurement may be used.
34
2.9 CALCULATIONS OF THE VOLUME OF ENCLOSED SPACES ABOVE

THE UPPER DECK
2.9.1 General
2.9.1.1 In accordance with Section 2.8.9.2, the volume of a break is to be included as part of
the volume below the upper deck. However, for calculation purposes, "breaks" have been grouped in
with enclosed spaces above the upper deck.
2.9.1.2 Spaces located within the boundaries of permanent or movable awnings are to be
treated as excluded spaces.
2.9.1.3 The following are not included in the total volume of enclosed spaces, if they are completely
inaccessible and above the upper deck and separated on all their sides from other enclosed spaces:
(a) masts, kingposts, cranes, crane and container support structures;
(b) air trunks having a cross-sectional area not exceeding 1 square metre;
(c) mobile cranes; and
(d) hatchways with volumes less than 1 cubic metre.
2.9.1.4 The space between the side longitudinal bulkhead of a deckhouse and the bulwark below a
deck extending from side to side supported by stanchions or vertical plates connected to the bulwarks
is treated as an excluded space
.
2.9.1.5 In the case of a ro-ro ship, for example, if the space at the end of an erection is fitted with
means for securing cargo, the space is included in volume (V) in accordance with the first condition
contained in the definition excluded spaces.
2.9.2 Applying Simpsons First Rule to Enclosed Spaces above the Upper Deck
2.9.2.1 Enclosed spaces above the upper deck, including breaks, are measured using Simpsons First
Rule. However due to the shape and location of these spaces, variations in the application of
Simpsons First Rule, as explained in the following paragraphs, must be observed.
2.9.2.2 In applying this rule, the breadths taken are numbered consecutively starting at the foremost
point of the length. All lengths and breadths of enclosed spaces above the upper deck are measured,
irrespective of the fitting of insulation or the like, to the inner side of the structural boundary plating in
vessels constructed of metal and to the inner side of the structural boundary surfaces in vessels
constructed of any other material (see Figure 2.19).
2.9.2.3 All heights for enclosed spaces are to be measured from the top of the deck plate to the
underside of the overhead deck plate.
2.9.2.4 Box-shaped enclosed spaces shall be calculated by multiplying the three main dimensions
together, i.e., mean length x mean breadth x mean height = V of enclosed space.
2.9.2.5 If spaces have an irregular shape and cannot be measured by the foregoing methods, they may
be divided into parts, which may be calculated separately.
35
Figure 2.19- Termination of Measurements
2.9.3 Between Deck Space

2.9.3.1 Measure the mean length of the space at the middle of its height and divide this length
into the same number of parts determined for the tonnage length of the space below the upper deck.
2.9.3.2 Breadths taken at half the height of the space are measured through each point of division and
also through the extreme points of the length.
2.9.3.3 The area is calculated using Simpsons First Rule, as follows:
(a) The breadth taken at the foremost point of the length is multiplied by 0.5. The following four
breadths are multiplied respectively by 2, 1, 2 and 1.5. The breadths taken at the five aftermost points
of division starting at the aftermost point of the length are multiplied respectively by 0.5, 2, 1, 2 and
1.5;
(b) The breadths taken at the even numbered points of division are multiplied by 4 and at the odd
numbered points of division by 2;
2.9.3.4 The sum of the products determined above is multiplied by one-third the common interval
between breadths, and the result obtained is multiplied by the mean height of the space to determine
the volume of this space.
2.9.4 Break, Forecastle, Poop, Deck House, Side House, Trunk, Hatchway
2.9.4.1 Measure the mean length of the space at the middle of its height and divide the length
into the following number of equal parts:
(a) length less than 15 metres 4 equal parts;
(b) length 15 metres and above 6 equal parts;
(c) in spaces such as a Break Forward and a Forecastle, the two foremost parts determined in
accordance with (a) or (b) are each divided into two equal parts (see Figure 2.20);
36
Figure 2.20- Breaks Forward focsles
(d) in spaces such as a Break Aft and a Poop, the two aftermost parts determined in accordance with
(a) or (b) are each divided into two equal parts (see Figure 2.21).
Figure 2.21-Breaks Aft and Poops
Note: Division of parts determined in accordance with (a) or (b) does not apply to spaces such as
Break Amidships, Deckhouse, Side House, Trunk and Hatch.
2.9.4.2 Breadths taken at half the height of the space are measured through each point of division and
also through the extreme points of the length. The breadths are numbered consecutively starting with
breadth No. 1 at the foremost point of the length.
37
2.9.4.3 The area is calculated using Simpsons First Rule, as follows:

(a) In spaces such as a Break Forward and a Forecastle:
(i) the breadth taken at the foremost point of the length is multiplied by 0.5 and the following four
breadths are multiplied respectively by 2, 1, 2 and 1.5;
(ii) the breadth taken at the aftermost point of the length is multiplied by 1;
(iii) the even numbered breadths are multiplied by 4 and the odd numbered breadths by 2.
(b) In spaces such as a Break Aft and a Poop,
(i) the breadth taken at the foremost point of the length is multiplied by 1;
(ii) the breadths taken at the five aftermost points of division starting at the After most point of the
length are multiplied respectively by 0.5, 2, 1, 2 and 1.5;
(iii) the even numbered breadths are multiplied by 4 and the odd numbered breadths by 2.
(c) In the case of a Break Amidships, a Deckhouse, a Side house, a Trunk and a Hatch,
(i) the breadths at the foremost and aftermost points of the length are multiplied by 1;
(ii) the even numbered breadths are multiplied by 4 and the odd numbered breadths by 2.
2.9.4.4 The sum of the products determined in subparagraph 2.9.4.3 (a), (b) or (c) must be multiplied
by one-third of the common interval between breadths and the result obtained is multiplied by the
mean height of the space to determine its volume.
2.10 CALCULATION OF THE VOLUME OF CARGO SPACES

2.10.1 General
2.10.1.1 If any cargo space is of a shape that the volume may be calculated by a direct method
without loss of accuracy, such a method may be used. Otherwise, it must be measured using
Simpsons First Rule. Lengths, breadths, depths, and heights are to be measured irrespective of the
fitting of insulation or the like, to the inner side of the boundary of the space.
2.10.1.2 For the purposes of measurement, cargo space can be taken as a longitudinal series of
cargo holds or tanks, if they are not separated by machinery or accommodation spaces and do not have
discontinuities.
2.10.2 Division of Length of Cargo Spaces Below the Upper Deck
2.10.2.1 The length of each cargo space [l ] taken in a straight line at the uppermost point of the depth
of the space is divided into the following number of equal parts:
(a) length of cargo space less than 20 metres 4 parts;
(b) length of cargo space 20 metres or more but not more than 40 metres 6 parts;
(c) length of cargo space more than 40 metres 10 parts.
2.10.3 Volume of Cargo Space Below Upper Deck (4 Parts)
2.10.3.1 A total of four (4) equally spaced parts [l /4] using five (5) transverse ordinates is taken
through the points of division specified in Section 2.10.2 which includes the two extreme enclosing
38
bulkheads of the cargo space, in a similar manner as explained in Section 2.8.3. The transverse
ordinates are numbered forward to aft with the terminal point at the forward bulkhead position being
No. 1, and the aftermost bulkhead being No. 5. In addition, the foremost and aftermost parts are
further divided into two equal parts making a total of seven (7) ordinates (see Figure 2.23 for an
example of 10 parts, 15 ordinates).
2.10.3.2 The depth of each transverse section is divided as indicated in Section 2.8.6.
2.10.3.3 The breadths are measured as indicated in Section 2.8.7.
2.10.3.4 The area of the transverse sections is calculated in accordance with Section 2.8.8.
2.10.3.5 Once the areas of the transverse ordinates have been ascertained, the volume below the upper
deck is calculated using Simpsons First Rule, as follows: the area of the foremost transverse section
is multiplied by 0.5 and the following six sections (counted towards the stern) are multiplied
respectively by 2, 1.5, 4, 1.5, 2 and 0.5.
2.10.3.6 The sum of the products determined in 2.10.3.5 is multiplied by one-third of the common
interval (i.e. 1/3 x l /4) between the transverse ordinates, and the product obtained is the volume of the
cargo space below the upper deck.
2.10.4 Volume of Cargo Space Below Upper Deck (6 or 10 parts)
2.10.4.1 A total of six or ten equally spaced parts (l /6 or l /10) using seven or eleven transverse
ordinates is taken through the points of division specified in Section 2.10.2 which includes the two
extreme enclosing bulkheads of the cargo space, in a similar manner as explained in Section 2.8.3.
The transverse ordinates are numbered forward to aft with the terminal point at the forward bulkhead
position being No. 1, and the aftermost bulkhead being No. 7 (or 11). In addition, the two foremost
and two aftermost parts are further divided into two equal parts making a total of 11 ordinates for a
cargo space of 6 parts or 15 ordinates for a cargo space of 10 parts (See Figure 2.23 for an example of
10 parts, 15 ordinates).
2.10.4.2 The depth of each transverse section is divided as indicated in Section 2.8.6.
2.10.4.3 The breadths are measured as indicated in Section 2.8.7.
2.10.4.4 The area of the transverse sections is calculated in accordance with Section 2.8.8.
2.10.4.5 Once the areas of the transverse sections have been ascertained, the volume below the upper
deck is calculated using Simpsons First Rule as follows: the area of the foremost transverse section is
multiplied by 0.5 and the following four sections (counted towards the stern) are multiplied
respectively by 2, 1, 2, 1.5; the areas of the five aftermost transverse sections are multiplied (starting
at the aftermost section) respectively by 0.5, 2, 1, 2 and 1.5; the even numbered transverse sections are
multiplied by 4 and the odd numbered by 2.
2.10.4.6 The sum of the products determined in clause 2.10.4.5 is multiplied by one third of the
common interval [i.e.1/3 x l /6 or l /10] between the transverse ordinates, and the product obtained is
the volume of the cargo space below the upper deck.
2.10.5 Cargo Spaces above the Upper Deck
2.10.5.1 If any cargo space is of such a shape that the volume can be calculated by a direct method
without loss of accuracy, that method may be used. Otherwise the cargo space must be measured
using Simpsons First Rule.
39
2.10.6 Interpretations of Compartment Volumes for Cargo Spaces

2.10.6.1 The volumes of segregated ballast tanks are not to be included in cargo volume (Vc) provided
they are not to be used for cargo.
2.10.6.2 The volumes of clean ballast tanks in oil tankers are included in Vc if the vessel is fitted with
a crude oil washing system which would permit dual purpose cargo/clean ballast tank use of these
tanks.
2.10.6.3 The volumes of dedicated clean ballast tanks are not to be included in Vc provided that:
(a) the tanks are not used for cargo;
(b) the vessel carries a single International Oil Pollution Prevention Certificate which indicates it is
operating with dedicated clean ballast tanks in accordance with, Annex I, MARPOL.
2.10.6.4 Tanks, permanently located on the upper deck, provided with removable pipe connections to
the cargo system or the vent (de-airing) lines of the vessel, are to be included in Vc;
2.10.6.5 The volume of weathertight steel pontoon covers on hatchway coamings are included in the
calculations of the total volume (V) of the vessel. If covers are open on the underside, their volume is
also included in Vc;
2.10.6.6 Multipurpose vessels that have the facility to trade with cargo hatches open or closed are
always measured with the hatch covers considered to be closed;
2.10.6.7 The volumes of slop tanks for cargo residues are included in Vc;
2.10.6.8 In fishing vessels, the volumes of fish processing space for fishmeal, liver oil and canning,
tanks for re-cooling fish, wet fish bunkers, stores for salt, spices, oil and tare are included in Vc.
Fishing gear stores are not included in Vc;
2.10.6.9 The volume of refrigerating machinery used for refrigerating cargoes and situated within
the boundaries of the cargo spaces is included in Vc;
2.10.6.10 The volumes of mail rooms, baggage compartments separate from passenger
accommodation, and bonded stores for passengers are included in Vc. The volume of provision rooms
for crew or passengers and bonded stores for crew are not included in Vc;
2.10.6.11 Dual purpose oil/ballast tanks on combination carriers that have been converted to ballast
tanks are to be excluded from Vc if they are solely allocated to carry ballast, permanently
disconnected from the oil cargo system and connected to an independent ballast system and not used
for the carriage of cargo;
2.10.6.12 When determining the volumes of cargo spaces, no account shall be taken of insulation,
sparring or ceiling that is fitted within the boundaries of the space concerned. For vessels that have
permanent independent cargo tanks constructed within the vessel, e.g. gas tankers,
the volume to be included in Vc is calculated to the structural boundary of such tanks, irrespective of
insulation which may be fitted on the inside or outside of the tank boundary;
2.10.6.13 The volumes of dual-purpose spaces such as those used for both ballast and cargo are
included in Vc;
2.10.6.14 Spaces allocated to passenger automobiles are included in Vc.
40
PART 3
41
TONNAGE MEASUREMENT OF VESSELS LESS THAN 24

METRES IN LENGTH
3.1 GENERAL
3.1.1 Tonnage measurement of a vessel that is less than 24 metres in length (L) may be carried out in
accordance with the provisions of this part.
3.2 DEFINITIONS
The following definitions apply in this Part:
3.2.1 Vessel having a Barge Hull Form:
is a vessel the hull of which approximates rectangular box shape.
3.2.2 Break
Is the space bounded longitudinally by a step in the upper deck and another such step or the end of
the vessel, transversely by the sides of the vessel and vertically by the lowest line of the upper deck
and higher part thereof (see figures 3.1(b) and 3.6);
3.2.3 Gross Tonnage Coefficient (GTC)
In case of a vessel designed for sailing GTC = 0.08
In case of a vessel not designed for sailing GTC = 0.16
In case of a vessel having a barge hull form GTC = 0.20
3.2.4 Net Tonnage Coefficient (NTC)
In case of a sailing vessel (including vessels equipped with an auxiliary propulsion engine) NTC = 0.95
In case of a power-driven vessel NTC = 0.75
In case of a non-propelled vessel NTC = 1.00
3.2.5 Step
is the longitudinal discontinuity in the upper deck that extends over the full breadth of the vessel (see
figures 3.1 (b) and 3.2);
Figure 3.1b and 3.2Tonnage measurement dimension TML,TMB,TMDfor a vessel that meets the requirements
for upper deck.
42
3.2.6 Tonnage Measurement Breadth (TMB)

Is the maximum breadth of a vessel measured horizontally at the middle of the Tonnage Measurement
Length (TML) from the outside of outer planking or plating on one side of the hull to the outside of
outer planking or plating on the other side excluding any fenders or rubbing strakes (see figures 3.1 (a)
and (b) and 3.2).
3.2.7 Tonnage Measurement Depth (TMD)

3.2.7.1 Tonnage Measurement Depth (TMD) is the depth of a vessel measured at the middle of the
Tonnage Measurement Length (TML) from the top edge of the upper deck at the side of the vessel to
the bottom of the keel (see figures 3.1 (b); 3.3 and 3.4).
43
44
3.2.7.2 If a vessel has a stepped upper deck, the height of break shall not be included in TMD: TMD
shall be measured from the projected line corresponding to the top edge of the upper deck at the side
of the vessel.
3.2.7.3 If a vessel does not meet the requirements for upper deck as defined in subsection 3.2.9, TMD
of the vessel shall be measured from the line drawn through the top of the upper strake or gunwale
/bulwark (see figure 3.1 (a)).
3.2.8 Tonnage Measurement Length (TML)
is the length of a vessel measured horizontally (parallel to the designed waterline) from the fore side
of the foremost fixed permanent structure to the aft side of the aftermost fixed permanent structure
excluding appendages that do not contribute to the volume of the vessel (see figures 3.1 (a) and (b))
45
3.2.9 Upper Deck

Is the uppermost complete deck exposed to weather and sea, which is situated above the vessels
designed waterline, has permanent means of weathertight closing of all openings in the weather part
thereof, and below which all openings in the sides of the vessel are fitted with permanent means of
watertight closing; in the case of a vessel that has a stepped upper deck, the lowest line of the exposed
deck and the continuation of that line parallel to the upper part of the deck is taken as the upper deck
(see figures 3.1 (b) and 3.6);
46
3.3 UNITS OF MEASUREMENT AND DEGREE OF ACCURACY

3.3.1 All measurements are to be taken in metres to the nearest centimeter. Calculations are to be
carried out to two decimal places, the second figure to be increased by one if the third is 5 or more.
3.4 MEASUREMENT OF VESSELS

3.4.1 Subject to subsection 3.4.2, all vessels are to be measured and their tonnage determined by an
appointed tonnage measurer.
3.4.2 Monohull vessels of 15 m in TML or less having not more than a single tier of deckhouses
and/or superstructures (including breaks that, for this purpose, are also being regarded as spaces
equivalent to one tier of superstructures) whose total combined length does not exceed 70% of TML
(see figure 3.5).
Figure 3.6- Measurement of the total combined length of a single tier of deckhouse/superstructure and a break
3.4.3 All measurements may be taken from plans but sufficient check measurements must always be
taken at the vessel to ensure accuracy.
3.5 GROSS TONNAGE

3.5.1 The Gross Tonnage (GT) of a vessel is the sum of the tonnage of the hull and the tonnage of
spaces situated above the upper deck (if applicable).
3.5.2 Tonnage of Hull
3.5.2.1 The tonnage of the hull shall be determined by the formula:
Tonnage of Hull = TML x TMB x TMD x GTC
Where:
TML Tonnage Measurement Length (as defined in subsection 3.2.8).
TMB Tonnage Measurement Breadth (as defined in subsection 3.2.6).
TMD Tonnage Measurement Depth (as defined in subsection 3.2.7).
GTC Gross Tonnage Coefficient (as defined in subsection 3.2.3).
47
3.5.2.2 In case of a multi-hull vessel tonnage of the hull consists of the tonnages calculated for
each hull in accordance with subsection 3.5.2.1 and also the tonnages of each enclosed bridge
structure connecting the hulls and situated below the upper deck (if any). Tonnage of an enclosed
bridge structure shall be calculated in accordance with subsection 3.5.3.1 except that the
measurements shall be taken to the inner side of structural boundary surfaces.
3.5.3
Tonnage of spaces situated above the upper deck
3.5.3.1 Subject to subsection 3.5.3.2 tonnage of all enclosed spaces situated above the upper deck
shall be determined by the formula:
Tonnage of a space = ML x MB x MH / 2.83
Where:
ML Mean Length of a space;
MB Mean Breadth of a space;
MH Mean Height of a space.
(a) Enclosed spaces are defined in s.1.2.1.
(b) The measurement of all spaces shall be taken to the outside of shell of the hull or to the outside of
structural boundary surfaces.
(c) If a space has a complex shape it shall be divided into parts that are treated as separate spaces.
(d) If upper deck has a side-to-side break the break is regarded as a space situated above the upper
deck (see also definitions for upper deck and break in section 3.2).
3.5.3.2 Subsection 3.5.3.1 is not applicable to monohull vessels of 15 m in TML or less having not
more than a single tier of deckhouses and/or superstructures (including breaks that, for this purpose,
are also being regarded as spaces equivalent to one tier of superstructures) whose total combined
length does not exceed 70% of TML (see figure 3.5).
3.5.3.3 Excluded spaces above the upper deck. PMO may elect to have the following spaces
excluded from the tonnage of spaces situated above the upper deck:
(a) Those excluded spaces as set out in s. 1.2.2.
(b) Propelling Machinery Spaces. Spaces forming part of the propelling machinery space or serving
for the admission of light and air thereto.
(c) Machinery Spaces. Spaces containing machinery such as anchor gear, steering gear, pumps,
refrigerating machinery (not for cargo), etc. However, spaces containing machinery used in the
handling of cargo, dredging operations and the such, shall be included in the tonnage of spaces
situated above the upper deck.
(d) Wheelhouse. Only navigational spaces of wheelhouses may be excluded from the tonnage of
spaces situated above the upper deck. If a wheelhouse is solely comprised of navigational spaces, then
100% of the volume of the wheelhouse may be excluded. If a wheelhouse is comprised of both
navigational spaces and any other spaces then only 50% of the volume of the wheelhouse may be
excluded.
(e) Chain lockers.
48
(f) Companions. Companionways and access hatches which protect stairways and ladderways leading
to compartments situated below, also openings over such stairways and elevator shafts and related
machinery.
(g) Shelter Spaces. Shelter space on small passenger vessels 10 metres in length (LOA) or less
providing weather protection only for use free of charge in ships may be excluded from the tonnage of
spaces situated above the upper deck provided that:
(i) the space is used solely for the shelter of unberthed passengers;
(ii) no form of service of meals or refreshments is provided in the space;
(iii) seating for deck passengers is not in the form of upholstered armchairs or settees;
(iv) tables are not normally permitted. The occasional table may be provided; and
(v) no carpets are to be provided.
3.6 NET TONNAGE

3.6.1 The Net Tonnage (NT) of a vessel shall be determined by the formula:
NT = GT x NTC
Where:
GT Gross Tonnage determined in accordance with section 3.5.
NTC Net Tonnage Coefficient (as defined in subsection 3.2.4).
APPENDIX 2
49
GROSS TONNAGE MEASUREMENT OF SINGLE AND MULTIHULL VESSELES
8. DEFINITIONS
Overall Length (L) is the horizontal distance between the outboard side of the foremost part (bow) of
the hull and the outboard side of the aftermost part (stern) of the hull. It does not include bowsprits,
rudders, outboard motor brackets, swim platforms that do not contain buoyant volume, and other
similar fittings and attachments that are not part of the buoyant hull envelope.
Overall Breadth means the horizontal distance taken at the widest part of the hull, excluding rub
rails, from the outboard side of the skin (outside planking or plating) on one side of the hull to the
outboard side of the skin on the other side of the hull.
Overall Depth means the vertical distance taken at or near amidships from a line drawn horizontally
through the uppermost edges of the skin (outside planking or plating) at the side of the hull (excluding
the cap rail, trunks, cabins and deckhouses, and deck caps) to the outboard face of the bottom skin of
the hull, excluding the keel. For a vessel that is designed for sailing where the interface between
the keel and the bottom skin of the hull is not clearly defined (as is the case with an
integral or faired keel), the keel is included in the overall depth.
Deck Cap
Twin Hull Vessel (e.g., Catamaran) means a vessel having two hulls connected only with structure
that is not part of the vessel's buoyant hull envelope, such as structural tubing or beams. If the
connecting structure is part of the buoyant hull envelope, the vessel as a whole is treated as if it were a
single hull(i.e., monohull) vessel.
Catamaran Monohull Vessel
Tri-Hull Vessel (e.g., Trimaran) means a vessel having three hulls connected only with structure that
is not part of the vessel's buoyant hull envelope, such as structural tubing or beams. If the connecting
structure is part of the buoyant hull envelope, the vessel as a whole is treated as if it were a single hull
(i.e., monohull) vessel.
Trimaran Monohull Vessel
Marine Safety Center Tonnage Guide Rev 0 Simplified Measurement Feb 2004
GROSS TONNAGE FORMULATION (MONOHULL VESSELS)
The basic Simplified tonnage formula for gross register tons of a monohull vessel is:
GRT = (Hull Volume + Deckhouse Volume)/100
Where:
Hull Volume = S x K x L x B x D
Deck Structure Volume = Ls x Bs x Ds
Note: For vessels with small deckhouses and other deck structures, the deck structure volume is
ignored (treated as zero value). Deck structure volume is accounted for only if the volume of the
principal deck structure is equal to or greater than the hull volume.
The overall dimensions of the hull are as follows:
L = Overall Length
B = Overall Breadth
D = Overall Depth
Note: D is normally measured from the deck edge down to where the hull meets the keel, except for
vessels designed for sailing where the interface between the keel and the bottom skin of the hull is
not clearly defined (as is the case with an integral or faired keel), for which the depth is measured
to the bottom of the keel.
50
The shape factor (S) is as follows:

S = 0.5 for hulls designed for sailing (finest hull form)
S = 0.67 for powerboats, ship-shape and circular hulls
S = 0.84 for barges and boxed-shaped hulls (fullest hull form)
The keel factor (K) is as follows:
K = 1.0 for all hull configurations except those designed for sailing wherein the Overall Depth
includes the keel.
K = 0.75 for hulls designed for sailing wherein the Overall Depth includes the keel.
K = 1.0 K = 0.75
The deck structure dimensions are defined as:
Ls = The average length of the principal deck structure
Bs = The average breadth of the principal deck structure
Ds = The average depth of the principal deck structure
GROSS TONNAGE FORMULATION (TWIN HULL VESSELS)
The basic Simplified tonnage formula for gross register tons of a twin hull vessel is:
GRT = (2 x Hull Volume + Deckhouse Volume)/100
Where all parameters are the same as monohulls above, except that:
Hull Volume = S x K x L x B 1 x D
B1 = breadth of the individual hulls
14. GROSS TONNAGE FORMULATION (TRI-HULL VESSELS)
GRT = [(Center Hull Volume + 2 x Outer Hull Volume)]/100
Where all parameters are the same as monohulls above, except that:
Center Hull Volume = S x K x L1 x B1 x D
Outer Hull Volume = S x K x L2 x B2 x D1
L1 = length of the center hull
B1 = breadth of the center hull
L2 = length of the outer hulls
B2 = breadth of the outer hulls
D1 = depth of the outer hulls
NET TONNAGE FORMULATION
The Simplified tonnage formula for net register tons for any vessel is:
NRT = M x GRT
The machinery factor (M) is as follows:
M = 1.0 for non-self-propelled vessels or propulsion machinery outside the hull
M = 0.9 for vessels designed for sailing with propulsion machinery inside the hull
M = 0.8 for vessels not designed for sailing with propulsion machinery inside the hull
M = 1.0 M = 0.9 M = 0.8
51
GUIDANCE ON DIMENSIONS
Use the following guidance in obtaining dimensions and calculating tonnages.
a. Obtaining Principal Dimensions. All lengths and depths must be measured in (or projected to) a
vertical plane on the vessel centerline axis and breadths must be measured in (or projected to) a the
vertical plane at right angles to that axis. Measure the principal dimensions in feet and inches or in
decimal feet to the nearest tenth of a foot. Accuracy to the nearest inch or tenth of a foot is acceptable.
b. Rounding Dimensions. If more accurate measurement than to the nearest inch or tenth of a foot is
used, follow the procedures for rounding dimensions in Appendix A.
English Unit Rounding
1. Fractions of an inch should be rounded to the nearest half inch, and then converted to tenths
of a foot from the conversion table.
Example 1: 2 5 7/16 = 2 5 1/2 = 2.5 ft
Example 2: 2 5 1/2 = 2 6 = 2.5 ft
Example 3: 2 0 = 2 0 = 2.0 ft
2. Decimals given in hundredths and thousandths should be rounded to the nearest tenth as in the
following examples:
Example 1: 10.750 ft = 10.8 ft
Example 2: 10.349 ft = 10.3 ft
3.Engineering standards should be used for rounding decimals, i.e., 0.05 should be rounded up to 0.1.
If dimensions are given in metric units, the factor 0.3048 should be used to convert meters to feet.
METERS= FEET* 0.3048
CENTIMETERS =FEET*30.48
52
APPENDIX 3
RECOMMENDATIONS CONCERNING TONNAGE MEASUREMENT OF
OPEN-TOP CONTAINERSHIPS
1. In order to use a unified base for the application of tonnage measurement of open-top containerships,
the Administrations are recommended to accept the following.
Definition of open-top containership
2 .An open-top containership, for the purpose of application of the 1969 TonnageMeasurement
Convention, means a ship which is designed for the carriage of containers andwhich is constructed like an
open .U., with not less than 66.7% of the total cargo hatchway clearopening area in an .open-top.
configuration, with a double bottom and above this, high-sidederections without hatch covers on the
upperdeck and without a complete deck above themoulded draught (refer to the figure), and needs to be
regarded as a ship of a novel type as referred to in regulation 1(3) of the Convention.(Fig1-2)
Interpretations of the provisions of the 1969 Tonnage Measurement Convention

3 .The provisions of the 1969 Tonnage Measurement Convention for treatment of enclosed spaces should
be applied to open-top containerships subject to the following unified interpretations.
3-1 Upper deck (regulation 2(1))

In a ship which is exempted by the Administration from the requirements to fit weathertight hatch
covers .on the uppermost deck exposed to weather and sea, asin an open-top containership, the upper
deck should be taken as that deck which would have been determined by regulation 2(1) as if such
hatch covers had beenfitted.
3-2 Enclosed spaces (regulation 2(4))
In open-top containerships, an opening in a deck such as the absence of hatchcovers should not
preclude a space from being included in the enclosed space.
53
3-3 Shelter above container stacks

In the case of open-top containerships having movable non-load-bearing covers (shelter) of light
construction resting on the container-guides, the space above the hatch coamings up to the covers does
not qualify as an excluded space according to regulation 2(5). For this particular design, however, an
exception can be made in accordance with regulation l(3). The space can be excluded provided that
this type of ship meets the requirements of an open-top containership without such covers.
4.Reduced gross tonnage of open-top containerships
To reduce the disadvantages caused by the use of a greater gross tonnage in comparison
with a gross tonnage of conventional containerships for assessing fees, a reduced gross tonnage
for open-top containerships, without limitation in size, based on a simplified formula is
recommended as follows:
GTR = 0.9 x GT
where:
GTR = the reduced gross tonnage
GT = the gross tonnage calculated in accordance with the 1969 Tonnage
Measurement Convention
5.Entry into the International Tonnage Certificate (1969)

5.1 In the International Tonnage Certificate (1969), under .Remarks., an entry should be
made for the tonnage of the open-top containership as follows:
In accordance with resolution MSC.234(82), the reduced gross tonnage which should be
used for the calculation of tonnage-based fees is.
54
APPENDIX 4
1. Issue of Certificates
(1) If the owner of a ship to which this Regulation applies makes an application for a
International Tonnage Certificate (1969) in respect of the ship, and the Director or
authorised person to whom application is made is satisfied that a surveyor has measured the
ship and calculated the gross and net tonnages in accordance with the requirements of this
Part, the Director or authorized person to whom application is made shall issue, under
section XX of the Act, an International Tonnage Certificate (1969) in respect of the ship, in
the form shown in Appendix II
(2) Subject to Regulation 12 (3)(b), when there is a decrease in the net tonnage of a ship to
which this Regulation applies due to (a) an alteration in the characteristics of the ship; or
(b) an alteration to the load line because of a change in trade; a new International Tonnage
Certificate (1969) shall not be issued by the Director or authorised person to the ship until
twelve months after the date of issue of the ship's current International Tonnage Certificate
(1969).
(3) The Director or authorised person may issue a new International Tonnage Certificate
(1969) to a ship to which Regulation12(2) applies within 12 months of the date of issue of
the current International Tonnage Certificate
(1969) if (a) the ship is transferred to the IRANIAN flag; or
(b) the ship undergoes alterations or modifications considered by the Director or authorised
person to be major changes.
(4) A IRANIAN Defence Force Ship may be issued with (a) an International Tonnage Certificate (1969) in accordance with Regulation 12(1); or
(b) a statement issued by the Director, of the gross tonnage only, that has been calculated in
accordance with this Part.1
Since warships do not carry cargo or passengers a net tonnage cannot be determined for such ships in
accordance with Regulation 7. Therefore a statement indicating the gross tonnage only of such ships is to
be issued by the Director in lieu of an International Tonnage Certificate
55
Appendix 5
implementation of existing gross tonnage (GT) and net tonnage(NT) parameters
OPTION A ensure integrity and uniform implementation of existing gross tonnage (GT)and ne tonnage parameters
ranking
1
Scores
8 strongly favour
1 favour
3 neutral
Description of option /variant

Expand and strengthen the recommendatory interpretation of the
interpretation of the provisions of the international convention in
tonnage measurement of ship ,1969 (TM.5/CIRC .5). Identify any
associated amendment to the TM CONVENTION ALONG with
implementation approaches.
Option B _promote use of existing net tonnage (NT)parameters.

ranking
2
Scores
1 strongly favor
4 favour
Promote use of the existing NT parameter through issuance of the

a circular or resolution .
5 neutral
2 disfavour
Option C_establish a new tonnage parameter :adjust net tonnage (NT)
Ranking
6
scores
1 favour
1 neutral

Establish a new third tonnage parameter, NT that reflect the
volume of deck cargo.
6 disfavour
4 strongly disfavour
Option D _establish a new tonnage parameter: maritime real state gross tonnage (GT)
ranking
4
scores
1 strongly favour
2 favour
1 netural
Description of option/variant
Establish a new third tonnage parameter GT ,based on the ships
actual martime real sate (product of the length, breath, drought,
and a single gross tonnage convention factor drived from ship of
all type).
Variant D1 _ Establish an alternate tonnage parameter: deadweight net tonnage (NTDWT)
ranking
scores
4 favour
3 disfavour
Description of option/variant
Establish a new third tonnage parameter NT ,based on
deadweight tonnage volume, which could be used when NT
exceed the value of the existing net tonnage parameter (NT).NT is
calculated by substituting the volume corresponding to the
deadweight tonnage for the cargo volume in the existing NT
formula.
Variant D2 _ Establish a new third tonnage parameter: block coefficient maritime real state gross tonnage (GT)
ranking
5
scores
1 strongly favour
1 favour
1 neutral
3 disfavour

Establish a new third tonnage parameter ,GT ,based on the ships
block coefficient maritime real state (product of the length ,breath
,drought ,block coefficient (C)and a gross tonnage convention
factor drived from ships of the same type).
56
Benefits and disadvantages summary of option A
Option A - Ensure integrity and uniform implementation of existing gross tonnage (GT) and net
tonnage(NT) parameters
This option seeks to ensure the integrity and uniform implementation of the existing GT (overall size) and net tonnage
NT (useful capacity) volumetric parameters, by expanding and strengthening the interpretations of Tonnage
Measurement (TM.5/Circ.5). It includes a review of treatment of semi-open spaces which cause the tonnage disparities
between containerships of open and closed designs, as well as treatment of deck cargo. Under this option, possible
amendments to the TM Convention related to the existing GT and NT parameters are identified and further developed,
as necessary, along with appropriate approaches for their implementation (e.g., unanimous acceptance vs. diplomatic
conference).
Benefit
1- Improves ship
design by allowing
greater
flexibility in meeting the tonnage rules through
development of alternative approaches to existing
interpretation (e.g, may reduce or eliminate tonnage
disincentive for open-top containership).
2- improves ship safety by helping to ensure ships are
regulated to the appropriate size-based ship safety
,crew accommodation,security and environmental
protection standard.
3- provides an apportunity for comprehensive review of
the rule of the TM convention, which has not
undertaken since it entered into force in 1969.
4- Establishes a mechanism to systematically identify
gaps for which amendment to the convention maybe
deemed necessary, and to evaluate implementation
approaches.
5- Facilities international commerce through consistent
application of the TM Convention by avoiding
uncertainties in tonnage assignment when
ship
change flag, and provide for more consistent port
state control actions.
Disadvantages
1- Relies
on
voluntary
implementation
of
interpretation by flag state,over which IMO has no
control
2- Does not remove the incentive to minimize the size
of crew accommodation space in order to reduce
GT ,for all ship types.
3- only partially addressed the underlying deck cargo
concerns (e.g , the tonnage disincentive for carrying
cargo in fully enclosed spaces remains, as is
typically the case for ro-ro ships)
57
ISSUES IDENTIFIED FOR OPTION A

Ensure integrity and uniform implementation of existing gross tonnage (GT) and net tonnage (NT)
parameters
Issue 1 - Length definition
There are several areas where neither the TM Convention nor TM.5/Circ.5 provides sufficient
infrormation to permit assignment in a consistent manner of the length dimension, which is a determining
factor for applicability of the TM Convention, and is widely used for applying design standards and, in
some cases, fees. For example, the term "least moulded depth", which is the basis for the length
assignment, is undefined, and various interpretations of the term can lead to length dimensions varying on
the order of 5% or more. Further, with the increasing use of trainable water-jet propulsion units and similar
combination steering/propelling devices. many ships are no longer fitted with rudder stocks, which is a key
input in the length determination. Also, length can vary depending on treatment of bulbous bows, raked
bows, raked transoms, sloping transoms, etc.
Issue 2 - Novel craft provisions
Regulation 1 (3) has been construed as allowing a flag State to calculate gross tonnage based on economic
and safety considerations, "exempting" fully enclosed spaces which would otherwise have been included
in tonnage. The result is the assignment of gross tonnage not reflective of a ship's"overall size" as defined
in Article 2(4). One Contracting. Government reported via TM Circular that it was using this approach in
the measurerneat of four ships under its flag, Applying novel craft provisions in this manner can result in
assigrltnent of gross/net tonnages that have no relationship to a ship's overan size/useful capacity.
Issue 3 - Tonnage grandfathering
Articles 3(2)(b) and (d) grant grandfathering privileges to certain older ships that have not
undergone alterations "deemed by the Administration" to be a "substantial variation in their
existing gross tonnage". This provision allows a qualifying ship's owner to use the pre-existing national
tonnage (GRT) t01 apply older breakpoints in international conventions,including SOLAS and MARPOL.
As described in document SLF 38/10/1 dated 16 December 1993, there appeared to be broad agreement
that "substantial variation" meant a gross tonnage change on the order of 10%, and that a 1 % change was
effectively within the limit of calculation accuracy. Nonetheless, TM.5/Circ.5 established a 1% change as
the breakpoint for loss of grandfathering privileges, creating confusion among ship owners,presenting
difficulties in ensuring compliance, and raising the possibility of legal Challenge
58
Issue 4 - Listing of spaces on the International Tonnage Certificate (ITC)

The reverse side of the ITC form provides for the listing of information on included spaces (both cargo and
non-cargo spaces) and excluded spaces. Presumably, this was to permit ready verification that a ship has
not undergone changes since the ITC was issued, and that spaces used for carrying cargo and stores had
been properly accounted for in tonnage. However, with advances in ship designs and resulting complex
hull and superstructure geometries, the practice of listing enclosed spaces by "tiers" is becoming
increasingly difficult to maintain and consistently apply. Also, it is unclear whether smaller individual
spaces (e.g., masts, deck lockers. settees) should be listed separately on the ITC. Additional guidance on
this subject would help ensure consistency among flag States
Issue 5 - Specifying lengths of spaces on ITC
The reverse side of the ITC form provides for specifying the length of all listed spaces, presumably to
assist in verification that a ship has not undergone changes since the tonnages were certified. However, in
many cases it is difficult to establish the length of a deckhouse or other above-deck space, as the ends of
deck structures are frequently stepped, fitted with deck overhangs, have lockers or seating that is built into
or otherwise attached to the structure, etc. This has led to inconsistent application, both within and
between flag States.
Issue 6 - Listing excluded spaces on the ITC
The reverse side of the ITC form provides a space for listing excluded spaces, but lacks sufficient room for
specifying all excluded spaces on larger ships of complex design (e.g., cruise ships). Nor is it clear that the
mere listing of an excluded space providessufficient information to permit meaningful verification without
access to associated tonnage calculations. Finally, space limitations on the form, and confusion regarding
the need to even list excluded spaces, has resulted in different approaches among flag States, ranging from
the attachment of addenda to the ITC, to omitting reference to the spaces altogether.Consideration should
be given to either expanding this information (perhaps through use of a "standardized" addendum), or
deleting the requirement altogether.
Issue 7 - Remeasurement following alterations
There are no universally accepted criteria for remeasuring a ship following alterations/ modifications.
Different administrations apply different criteria: tonnage changes of unity,1%,2%, 5% and 10% have all
been quoted, which can be problematic when a ship changes flag. Even small changes in assigned gross
tonnage can cause ships to exceed critical regulatory breakpoints, affecting the ctesign and operating
standards that apply to the snip- (e.Q':, SOLAS, MARPOL, and STCW tonnage-based requirements).
Further, it is unclear why a decrease in gross or net tonnage does not necessitate the remeasurement of a
ship, if these parameters are to remain reflective of the ship's overall size and useful capacity, respectively.
59
Issue 8 - Acceptance of interpretations of .TM.5/Circ.5

Article 13 precludes the claiming of the privileges of the TM Convention unless the ship holds a "valid"
certificate under the Convention; however, the term "valid" is not defined in this context. The
circumstances under which a port State could consider an ITC invalid, and therefore detain a ship, are
unclear. TM.5/Circ.5 provides related interpretative language referring to Article 10(2), which appears to
make the interpretations of TM.5/Circ.5 binding if a ship is undergoing a flag change. Consideration
should be given to expanding this provision of TM.5/Circ.5 to include all ships, provided the
interpretations are not applied retroactively.
Issue 9 - Requirementfor a deck above- to bound enclosed space

Regulation 2(4) is unclear as to whether a space not within the ship's hull must be bounded by a deck
above, in order t5r that space to be considered enclosed and therefore included inthe total volume of all
enclosed spaces (V). The issue was discussed at SLF 30 (SLF 30IWP.4), and a decision made that, in
effect, a deck above was required to bound an enclosed space, although there was not universal agreement
on this interpretation. In theory,under this interpretation, the space bounded by the high coamings is not
enclosed. Subsequently, IMO has issued interpretations that call for inclusion in V of the volumes
insidecoamings of open-top containerships. IMO has also issued interpretations that address volumes
associated with dock wells on dockship, that are subject to interpretation with
respect to those spaces bounded by coamings.
Issue 10 -Treatment of temporary deck equipment

Increasingly, ships in certain services are being fitted with temporary/semi-permanent tanks or modular
installations such as portable quarters, seismic trailers, and processing facilities, which are sometimes
referred to as "temporary deck equipment". Per Regulation 2(4), spaces bounded by portable partitions are
included in volume measurement for tonnage calculation, yet TM.5/Circ.5 implies that a tank on the upper
deck that is connected to ship systems must be "permanent" in order for it to be included in tonnage. While
at least one flag State treats temporary deck equipment in t~e same manner as any other enclosed structure,
it is not clear how other flag States are treating such spaces, nor is it clear how such spaces are to be
identified on ITC.
Issue 11 - Treatment of deck cargo bounded by enclosing structure

Neither the TM Convention nor TM.5/Circ.5 specifically addresses treatment of deck cargo. The space
associated with deck cargo that is containerized or otherwise bounded by enclosing structure (e.g., portable
liquid cargo tanks) appears to meet the definition of "enclosed space" in the sense that the space is
bounded by "portable partitions or bulkheads". Therefore, it 15 unclear under what authority such enclosed
deck cargo space may be ignored when calculating tonnage, as is typically the case, or why such spaces
are treated differently from portable quarters and other temporary deck equipment spaces.
60
Issue 12 - Treatment of spaces underneath overhangs

Under the enclosed space definition of regulation 2(4), space bounded by a deck above is considered
enclosed space, and can be excluded only if it meets the excluded space requirements of regulation 2(5). It
appears that bridge wings and other overhangs do, in fact, bound enclosed space under this definition, even
though as a matter of pradice, such spaces are generally ignored. Consideration should be given to
developing generalized criteria (possibly under novel craft provisions) that could allow spaces with large
height to breadth/depth aspect ratios, such as those bounded from above by bridge wings, to be considered
as "unenclosed" and ignored from volume calculations.
Issue 13 - Definition of awning
The TM Convention treats.spaces bounded by awnings differently than other spaces, but neither the TM
ConventiorFnor TM.5/Circ.5 defines what an awning is. For example, is an awning only cloth (e.g.,
canvas, tarpaulin), or does the term include other flexible solids such as plastic sheeting, or even materials
such as Kevlar that have strength properties comparable to steel? Altematively, should the term "awning"
be defined on a functional basis (e.g., as a permanent or movable structure to protect the deck from the sun
only)? There have also been differences in interpretations as to whether, by extension, fabric covers and
partitions are considered to bound space that would otherwise be enclosed. Depending on how this is
interpreted, designers can obtain substantial reductions in tonnage through substitution of materials.
Issue 14 - Treatment of space bounded by awnings
While regulation 2(4) indicates that a "permanent or movable awning" is not considered to bound an
enclosed space, TM.5/Circ.5 treats space within the bounds of such awnings as enclosed space, which is
excluded from volume calculations only if it meets certain conditions. It is possible that paragraph 4.2 was
referring to spaces bounded on the sides by fabric-like material. Either way, it appears that TM.5/Circ.5
requires clarification.
Issue 15 - Shelves or other means for securing cargo or stores in excluded spaces
Under regulation 2(5), certain qualifying spaces may be excluded from tonnage calculations provided they
are not "fitted with shelves or other means for securing cargo or stores", regardless of whether or not the
spaces are appropriated for the carriage of cargo or stores. Consistent application of this provision has
proven problematic, as designers have devised ways to effectively secure cargo without the need for the
space to be "fitted" with any means of securing it. In addition, there has been disagreement on what
constitutes "stores", as under the equally authentic French version of the TM Convention, the term
"provisions" is used. "Provisions" includes food and possibly other items of necessity, but not items such
as ropes and lifejackets.
Issue 16 -Impact of end opening obstructions on excluded spaces
While regulation 2(5)(a) addresses obstructions to end openings within a deck structure, neither this
regulation nor TM.5/Circ.5 addresses the situation where there is an obstruction external to the opening.
For example, gantry structures on fishing trawlers, large cable reels on certain towing and industrial
vessels, and excessively high bulwarks extending on either side of the openings may serve to "protect" the
openings, and are taken into consideration by some flag States. Guidance on how to address such
61
situations would be helpful to ensure consistent treatment, and prevent exclusion of spaces that are
effectively protected from the sea and weather.
Issue 17 - Excluding space opposite an end opening as a recess
If an opening in the end of a structure is treated as a "recess" under regulation 2(5)(e) instead of a "space
opposite an end opening" under regulation 2(5)(a), up to twice the amount of space may be excluded.
Various approaches have been used to address this issue, including the establishment of definitions for the
term "boundary bulkhead" that would preclude treatment of a "typical" end opening as a recess.
Clarification would be" helpful to ensure consistency and avoid misuse.
Issue 18 - Characteristics of end and side openings for excluded spaces

Under regulation 2(5), the criteria for excluding space opposite end and side openings are largely
prescriptive in nature, and can result in substantively different tonnage assignment on ships for which the
physical arrangement varies only on the order of centimetres. Examples include: 1) criteria based on deck
beam size under regulation 2(5)(a); 2) requirements for a structure to be "side-to-side" under regulation
2(5)(c); 3) impact of fitting of rails (allowed under regulation 2(5)(b) but not under regulation 2(5)(c)); and
4) prohibition against fitting of fashion plating to stanchions under regulation 2(5)(b). Consideration
should be given to development of functional requirements (possible under novel craft provisions). This
would provide a more accurate indication of spaces that are sufficiently open to qualify for exclusion from
tonnage where prescriptive requirements are inadequate and could adversely affect ship design.
Issue 19 - Deck structure height requirements for excluded space side openings
Increasingly, ships of certain types (e.g., cruise ships, car carriers) have spaces opposite large side
openings that may not qualify for exclusion as recesses under regulation 2(5)(e), but could possibly be
considered for exclusion under regulation 2(5)(c). However, regulation 2(5)(c) requires side openings to be
at least "one third of the height" of the associated deck structure (erection) in order to allow a qualifying
space to be excluded from volume calculations. It is unclear whether this height is taken to the top of the
entire structure (the most "conservative" approach), or to an internal deck within the structure (an approach
which could lead to fitting of "false" decks within the ship to allow smaller openings)
Issue 20 - Restrictions on excluding space below uncovered openings
The text of regulation 2(5)(d) and the accompanying figure leave it unclear as to the extent to which a
space "immediately below" a deck opening may be excluded. A question along these lines was raised by a
flag State in document SLF 29/10, but was not resolved. Clarification would be helpful to ensure
consistency and avoid misuse.
Issue 21 - Remeasurement following net tonnage change
It is unclear how the regulation 5 language relates to the language in article 10 of the Convention, which
also addresses remeasurement. For example, if a change in the characteristics cited in regulation 5 causes
net tonnage to change by an amount of unity (one unit of net tonnage), does the regulation 5 language
require both gross and net tonnage to be recalculated and recertified, even if the gross tonnage change is
not of sufficient magnitude to cause remeasurement?
62
Issue 22 - Treatment of topside spaces of complex shape

Accounting for the volume measurement of miscellaneous topside spaces having complex shape can be
problematic in terms of evaluating whether the space may be ignored under TM.5/Circ.5 guidance as "not
exceeding 1 rrr'", and/or in the excessive amount of time involved in calculating the "enclosed volume".
Examples include shore gangway storage, double skin bulwarks,J outside moulded seating (which mayor
may not be part of a bulwark), Jacuzzls and sun lounges., recessed swimming pools and spaces bounded
from above by complex roof designs. These features are typically seen on yachts of modern
construction,_but may also be encountered in other ship types, including passenger ships.
Issue 23 - Treatment of hull spaces of complex shape

Column-stabilized units, such as semi-submersible drilling units, and ships of similar design are often
fitted with cross-bracing, for which volumes can be extremely difficult to calculate. Consideration should
be given to developing guidance on how to treat such volumes in an efficient and consistent manner.
Issue 24 - Evaluating accessibility of mast, kingposts and support structures
TM.5/Circ.5 allows masts, kingposts, cranes, crane and container support structures that are greater than 1
m3 in volume to be ignored when ealculating volume, if they are "completely inaccessible". In practice,
however, the majority of such spaces are accessible in some fashion for survey and maintenance, which
brings the "accessibility" constraint into question. This matter should be reviewed in the interest of
ensuring consistent measurement treatment of such spaces.
Issue 25 - Treatment of spaces inside the hull as open to the sea
Regulation 6(3) allows volumes of spaces open to the sea to be excluded from tonnage. The degree to
which a normally flooded or free-flooding' space inside the hull is considered "open" has required
interpretation, in view of the criteria of regulation 2(5) that requires spaces above the upper deck to be
reasonably "open'" before they may be excluded. Further, designers have sought to reduce tonnage or
principal dimensions through, contrivances to treat otherwise enclosed spaces 3S spaces that are "open
spaces to the sea". Examples include: 1) standpipes in underdeck voids and ballast spaces; 2) holes in
bows and sterns of ships of all types; and 3) holes in cross-deck structures on rnutti-nuu ships.
Consideration should be given to developing guidance on how to treat such volumes in a consistent
manner.
Issue 26 - Treatment of spaces outside the hull as open to the sea
Regulation 6(3) allows volumes of spaces open to the sea to be excluded from tonnage. The
degree to which a space outside the hull is considered open to the sea has required
interpretation in cases where free communication between the space and the sea is in some
way restricted. Examples include: 1) ''wells'' or "pockets" for retractable keels and stabilizers
with fairing plates; 2) semi-weatherproof storage spaces in the stern step areas of yachts that
are protected from the sea by non-watertight closures; 3) bow thrusters tunnels fitted with
doors to reduce underwater resistance; and 4) sea valve recesses ("sea chests") fitted with
fine mesh strainers.
63
Issue 27 - Treatment of moon pool

Moon pools and similar large ''through-hull'' openings that are sometimes fitted with covers orare
otherwise covered from above by enclosing structure within the ship's hull or above the upper deck. In
addition, some moon pool wells are fitted with retractable doors at their lower extremities, or at some
distance from the keel, which in some cases serve as non-watertight fairings and in other cases as
watertight closures. It is unclear as to whether spaces fitted with such covers or doors may be excluded as
open to the sea under regulation 6(3), and if so, to the extent the space above the doors may be treated as
excluded.
Issue 28 - TM.5/Circ.5 fonnat and content

The consolidated interpretations of the annex to TM.5/Circ.5, which is 11 pages long, have grown
considerably since such interpretations were initially issued in 1979 as a three-page document. Further,
interpretations established over the years were often developed to address specific situations, rather than
providing broader guidance applicable to more general situations. In addition, updating of the
Interpretations is necessary to reflect the action of the Recommendations concerning tonnage measurement
of open-top containerships (resolution MSC.234(82)). Consideration should be given to comprehensive
review of the TM Circular, with the view toward replacing it with an updated version that is- easier to use.
This updated version could consolidate interpretations where appropriate, and express them in a more
general way.
Issue 29 - Single Voyage For Vessel Delivery
Under articles 2(3), 3(1), 7(1) and 12(1)(a), a ship flying the flag of a country that is party to the TM
Convention is subject to the Convention and must have an ITC on board the ship when engaged on an
intemational voyage. Consideration should be given to exempting ships from these requirements when
engaged on a single international voyage between the originating country and the ship's flag State for
purposes of ship delivery (e.g., after the ship is initially constructed or otherwise obtained).
64
Appendix 6
Recommendation of application of international on tonnage measurements of ship,1969
in order to minimize the economic impact of the convention and to use a unified method, administrations
are recommended to introducing the fallowing measures:

1- notwithstanding the provisions of resolutions A.494(XII) and A.541(13) which state that gross
tonnage measured under the national tonnage rules shall not be shown on the international tonnage
certificate (1969) , an entry may be made under remarks on the international tonnage certificate
(1969) as fallows :
1-1 for existing ships as defined in article 3(2)(d) of the convention.
the ship is premeasured according to article 3(2)(d) of 1969 tonnage convention .the GROSS
TONNAGE according to the measurement system previously in force to measurement system
of the international convention on tonnage measurements of ships,1969 , is :.RT,
according to the regulations
1-1 for ships covered by resolution A.494(XII) :

the ship is premeasured according to article 3(2)(d) of 1969 tonnage convention .the GROSS
TONNAGE according to the measurement system previously in force to measurement system
of the international convention on tonnage measurements of ships,1969 , is :.RT,
according to the regulations
2- the entry is to be signe by the tonnage authority issuing to international tonnage certificate (1969)
3- if the ship undergoes alteration modification which effect its tonnage on or after 18 Jul 1994 the
old antinational tonnage figure should be deleted from the remarks column.
65
Appendix 7
Proposal to revise the International Convention on Tonnage Measurement of Ships, 1969

Submitted by the Islamic Republic of Iran SUMMARY
This document proposes the revision of the
Executive summary:
technical regulations for calculation of
gross and net tonnages as well as included
areas which affect the mentioned
calculations.
Paragraph 12
Action to be taken:
ITC 1969
Related documents:
Introduction
1. Recognizing that the establishment of a universal system of tonnage measurement for ships engaged on
international voyages should constitute an important contribution to maritime transport, a Conference was
held in London from 27 May to 23 June 1969, upon the invitation of the Inter-Governmental Maritime
Consultative Organization, for the purpose of drawing up an International Convention on Tonnage
Measurement of Ships.
2. The above-mentioned Conference prepared and opened for signature and accession the International
Convention on Tonnage Measurement of Ships, 1969. As a result, majority of member States have
acceded to the ITC 69 so far.
3. The Conference adopted three Recommendations
arising from its deliberations. These
Recommendations were related to:

a. Acceptance of the International Convention on Tonnage Measurement of Ships, 1969.
b. Uses of gross and net tonnages.
c. Uniform interpretation of definitions of terms.
Need or Compelling need
4. The International Tonnage Measurement Convention does not cover all types of ships, for example
open-top container carriers.
5. Gross Tonnage is a basic determining source for many conventions such as SOLAS and STCW and it
directly affects the safety of navigation and safety of ships.
6. Definition and formulation weaknesses of gross tonnage in the International Tonnage Measurement
Convention have caused some problems , i.e some of its regulations permit the shipowners to reduce the
GT below 500 to escape from complying with relevant rules and regulations. 7. Due to different
interpretaions of those regulations in the International Tonnage Measurement Convention by member
States, there are some ships with the same size under different flags having different GT and NT.
Benefits that would accure from proposal
8. In view of Iran, revision of the International Tonnage Measurement Convention will assist to establish a
universal system of tonnage measurement for ships engaged on international voyages.
66
9. Iran is of the opinion that revision of the calculation regulations of the International Tonnage
Measurement Convention will provide member States with the real figures of GT and NT with due regard
to the size of ships.
Priority and target completion date
10. Whereas the International Tonnage Measurement Convention directly affects the safety of ships and
the revision of the calculation regulations in the Convention will improve the safety of ships and safety of
navigation, the assignment of highest priority to the revision of the ITC 69 is requested with the target
completion date of 2007.
Identification of Committee/subsidary body(ies) essential to complete the work
11. The revision of the International Tonnage Measurement Convention falls whithin the scope of the SLF
Sub-Committee..
Action requested of the Committee
12. The Committee is invited to include the new high-priority item titled:"Revision of the International
Convention on Tonnage Measurement of Ships 1969" to the work programme of the Sub-committee on
Stability, Loadlines and on Fishing vessels safety. It is recommended that this item be referred to the next
session of SLF Sub-Committee for further consideration and possible timely revision of the Convention.

Tonnage ENGLISH PDF

Enviado por

Dados do documento

Descrição original:

Título original

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Tonnage ENGLISH PDF

Enviado por

Direitos autorais:

Formatos disponíveis

Port & Maritime

Code of the International

Code of The International Convention on Tonnage Measurement of ships

PART 1 COMMON AREAS

ANNEX 1: OBLIGATIONS OF CONTRACTING GOVERNMENTS/PARTIES

Code of The International Convention on Tonnage Measurement of ships

Definitions and Explanations

International Convention On Tonnage Measurement of ships

"Interpretations of the provisions of the international convention on tonnage

Code of The International Convention on Tonnage Measurement of ships

1. OBLIGATION UNDER THE CONVENTION, (Article 1).....6

FORCE MAJEURE, (Article 5) .........8

Code of The International Convention on Tonnage Measurement of ships

Code of The International Convention on Tonnage Measurement of ships

1. GENERAL OBLIGATION UNDER THE CONVENTION, (Article 1)

1.2.1. Implementation and enforcement of relevant international mandatory instruments;

Code of The International Convention on Tonnage Measurement of ships

Code of The International Convention on Tonnage Measurement of ships

FORCE MAJEURE, (Article 7)

Code of The International Convention on Tonnage Measurement of ships

DETERMINATION OF TONNAGES (Article 6)

Code of The International Convention on Tonnage Measurement of ships

4. ISSUE OF CERTIFICATES, (Article 7)

Certificates shall be issued by the Administration or by any person or organization duly

Code of The International Convention on Tonnage Measurement of ships

5. ISSUE OF CERTIFICATES BY ANOTHER GOVERNMENT, (Article 8)

Code of The International Convention on Tonnage Measurement of ships

CANCELLATION OF CERTIFICATE (Article 10)

Code of The International Convention on Tonnage Measurement of ships

ACCEPTANCE OF CERTIFICATES, (Article 11)

Code of The International Convention on Tonnage Measurement of ships

COMMUNICATION OF INFORMATION, (Article 15)

Code of The International Convention on Tonnage Measurement of ships

Code of The International Convention on Tonnage Measurement of ships

TONNAGE MEASUREMENT OF VESSELS

1.1 MEASUREMENT OF LENGTH (L)

Code of The International Convention on Tonnage Measurement of ships

2 TONNAGE MEASUREMENT OF VESSELS 24 METERS IN

2.2.3 Moulded Draught (d):

Code of The International Convention on Tonnage Measurement of ships

2.2.4 Moulded Line of Hull:

Figure 2.2b- tonnage lenght

Code of The International Convention on Tonnage Measurement of ships

2.3 UNITS OF MEASUREMENT AND DEGREE OF ACCURACY

2.4 GROSS TONNAGE FORMULA

2.5 NET TONNAGE FORMULA

Code of The International Convention on Tonnage Measurement of ships

TABLE 1 COEFFICIENT K1 AND K2 FOR SECTIONS 2.4 AND 2.5

Coefficients K1 or K2 at intermediate values of V or Vc shall be obtained by linear interpolation.

2.6 C HANGE OF NET TONNAGE

Code of The International Convention on Tonnage Measurement of ships

2.7 CALCULATION OF VOLUMES

Code of The International Convention on Tonnage Measurement of ships

2.8 CALCULATION OF ENCLOSED SPACES BELOW THE UPPER DECK

Code of The International Convention on Tonnage Measurement of ships

2.8.2 Division of Tonnage Length

2.8.3 Transverse Sections

Code of The International Convention on Tonnage Measurement of ships

2.8.4 Depth Correction for Camber

Code of The International Convention on Tonnage Measurement of ships

Figure 2.7- Straight Line camber

2.8.5 Depth of Transverse Section (DS)