8 In approving the design and construction of oil tankers to be built in accordance with the provisions of this regulation, Administrations shall have due regard to the general safety aspects including the need for the maintenance and inspections of wing and double bottom tanks or spaces. * Refer to the Revised Interim Guidelines for the approval of alternative methods of design and construction of oil tankers adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.110(49).
\nRegulation 20 Double hull and double bottom requirements for oil tankers delivered before 6 July 1996 1 Unless expressly provided otherwise this regulation shall: .1 apply to oil tankers of 5,000 tonnes deadweight and above, which are delivered before 6 July 1996, as defined in regulation 1.28.5 of this Annex; and .2 not apply to oil tankers complying with regulation 19 and regulation 28 in respect of paragraph 28.6, which are delivered before 6 July 1996, as defined in regulation 1.28.5 of this Annex; and .3 not apply to oil tankers covered by subparagraph 1 above which comply with regulation 19.3.1 and 19.3.2 or 19.4 or 19.5 of this Annex, except that the requirement for minimum distances between the cargo tank boundaries and the ship side and bottom plating need not be met in all respects. In that event, the side protection distances shall not be less than those specified in the International Bulk Chemical Code for type 2 cargo tank location and the bottom protection distances at centreline shall comply with regulation 18.15.2 of this Annex.
\n2 For the purpose of this regulation: .1 \"Heavy diesel oil\" means diesel oil other than those distillates of which more than 50 per cent by volume distils at a temperature not exceeding 340ºC when tested by the method acceptable to the Organization1. .2 \"Fuel oil\" means heavy distillates or residues from crude oil or blends of such materials intended for use as a fuel for the production of heat or power of a quality equivalent to the specification acceptable to the Organization2.
\n3 For the purpose of this regulation, oil tankers are divided into the following categories: .1 \"Category 1 oil tanker\" means an oil tanker of 20,000 tonnes deadweight and above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo, and of 30,000 tonnes deadweight and above carrying oil other than the above, which does not comply with the requirements for oil tankers delivered after 1 June 1982, as defined in regulation 1.28.4 of this Annex; .2 \"Category 2 oil tanker\" means an oil tanker of 20,000 tonnes deadweight and above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo, and of 30,000 tonnes deadweight and above carrying oil other than the above, which complies with the requirements for oil tankers delivered after 1 June 1982, as defined in regulation 1.28.4 of this Annex; and .3 \"Category 3 oil tanker\" means an oil tanker of 5,000 tonnes deadweight and above but less than that specified in subparagraph 1 or 2 of this paragraph.
\n4 An oil tanker to which this regulation applies shall comply with the requirements of paragraphs 2 to 5, 7 and 8 of regulation 19 and regulation 28 in respect of paragraph 28.6 of this Annex not later than 5 April 2005 or the anniversary of the date of delivery of the ship on the date or in the year specified in the following table:
\nCategory of oil tanker Date or year Category 1 5 April 2005 for ships delivered on 5 April 1982 or earlier 2005 for ships delivered after 5 April 1982 Category 2 and Category 3 5 April 2005 for ships delivered on 5 April 1977 or earlier 2005 for ships delivered after 5 April 1977 but before 1 January 1978 2006 for ships delivered in 1978 and 1979 2007 for ships delivered in 1980 and 1981 2008 for ships delivered in 1982 2009 for ships delivered in 1983 2010 for ships delivered in 1984 or later 5 Notwithstanding the provisions of paragraph 4 of this regulation, in the case of a Category 2 or 3 oil tanker fitted with only double bottoms or double sides not used for the carriage of oil and extending to the entire cargo tank length or double hull spaces which are not used for the carriage of oil and extend to the entire cargo tank length, but which does not fulfil conditions for being exempted from the provisions of paragraph 1.3 of this regulation, the Administration may allow continued operation of such a ship beyond the date specified in paragraph 4 of this regulation, provided that: .1 the ship was in service on 1 July 2001; .2 the Administration is satisfied by verification of the official records that the ship complied with the conditions specified above; .3 the conditions of the ship specified above remain unchanged; and .4 such continued operation does not go beyond the date on which the ship reaches 25 years after the date of its delivery.
\n6 A Category 2 or 3 oil tanker of 15 years and over after the date of its delivery shall comply with the Condition Assessment Scheme adopted by the Marine Environment Protection Committee by resolution MEPC.94(46), as amended, provided that such amendments shall be adopted, brought into force and take effect in accordance with the provisions of article 16 of the present Convention relating to amendment procedures applicable to an appendix to an Annex.
\n7 The Administration may allow continued operation of a Category 2 or 3 oil tanker beyond the date specified in paragraph 4 of this regulation, if satisfactory results of the Condition Assessment Scheme warrant that, in the opinion of the Administration, the ship is fit to continue such operation, provided that the operation shall not go beyond the anniversary of the date of delivery of the ship in 2015 or the date on which the ship reaches 25 years after the date of its delivery, whichever is the earlier date.
\n8 .1 The Administration of a Party to the present Convention which allows the application of paragraph 5 of this regulation, or allows, suspends, withdraws or declines the application of paragraph 7 of this regulation, to a ship entitled to fly its flag shall forthwith communicate to the Organization for circulation to the Parties to the present Convention particulars thereof, for their information and appropriate action, if any. .2 A Party to the present Convention shall be entitled to deny entry into the ports or offshore terminals under its jurisdiction of oil tankers operating in accordance with the provisions of: .1 paragraph 5 of this regulation beyond the anniversary of the date of delivery of the ship in 2015; or .2 paragraph 7 of this regulation.
\nIn such cases, that Party shall communicate to the Organization for circulation to the Parties to the present Convention particulars thereof for their information.
\n1 Refer to the American Society for Testing and Material's Standard Test Method (Designation D86).
\n2 Refer to the American Society for Testing and Material's Specification for Number Four Fuel Oil (Designation D396) or heavier.
\nRegulation 21 Prevention of oil pollution from oil tankers carrying heavy grade oil as cargo 1 This regulation shall: .1 apply to oil tankers of 600 tonnes deadweight and above carrying heavy grade oil as cargo regardless of the date of delivery; and .2 not apply to oil tankers covered by subparagraph 1 above which comply with regulations 19.3.1 and 19.3.2 or 19.4 or 19.5 of this Annex, except that the requirement for minimum distances between the cargo tank boundaries and the ship side and bottom plating need not be met in all respects. In that event, the side protection distances shall not be less than those specified in the International Bulk Chemical Code for type 2 cargo tank location and the bottom protection distances at centreline shall comply with regulation 18.15.2 of this Annex.
\n2 For the purpose of this regulation \"heavy grade oil\" means any of the following: .1 crude oils having a density at 15ºC higher than 900 kg/m3; .2 oils, other than crude oils, having either a density at 15ºC higher than 900 kg/m3 or a kinematic viscosity at 50ºC higher than 180 mm2/s; or .3 bitumen, tar and their emulsions.
\n3 An oil tanker to which this regulation applies shall comply with the provisions of paragraphs 4 to 8 of this regulation in addition to complying with the applicable provisions of regulation 20.
\n4 Subject to the provisions of paragraphs 5, 6 and 7 of this regulation, an oil tanker to which this regulation applies shall: .1 if 5,000 tonnes deadweight and above, comply with the requirements of regulation 19 of this Annex not later than 5 April 2005; or .2 if 600 tonnes deadweight and above but less than 5,000 tonnes deadweight, be fitted with both double bottom tanks or spaces complying with the provisions of regulation 19.6.1 of this Annex, and wing tanks or spaces arranged in accordance with regulation 19.3.1 and complying with the requirement for distance w as referred to in regulation 19.6.2, not later than the anniversary of the date of delivery of the ship in the year 2008.
\n5 In the case of an oil tanker of 5,000 tonnes deadweight and above, carrying heavy grade oil as cargo fitted with only double bottoms or double sides not used for the carriage of oil and extending to the entire cargo tank length or double hull spaces which are not used for the carriage of oil and extend to the entire cargo tank length, but which does not fulfil conditions for being exempted from the provisions of paragraph 1.2 of this regulation, the Administration may allow continued operation of such a ship beyond the date specified in paragraph 4 of this regulation, provided that: .1 the ship was in service on 4 December 2003; .2 the Administration is satisfied by verification of the official records that the ship complied with the conditions specified above; .3 the conditions of the ship specified above remain unchanged; and .4 such continued operation does not go beyond the date on which the ship reaches 25 years after the date of its delivery.
\n6 .1 The Administration may allow continued operation of an oil tanker of 5,000 tonnes deadweight and above, carrying crude oil having a density at 15ºC higher than 900 kg/m3 but lower than 945 kg/m3, beyond the date specified in paragraph 4.1 of this regulation, if satisfactory results of the Condition Assessment Scheme referred to in regulation 20.6 warrant that, in the opinion of the Administration, the ship is fit to continue such operation, having regard to the size, age, operational area and structural conditions of the ship and provided that the operation shall not go beyond the date on which the ship reaches 25 years after the date of its delivery. .2 The Administration may allow continued operation of an oil tanker of 600 tonnes deadweight and above but less than 5,000 tonnes deadweight, carrying heavy grade oil as cargo, beyond the date specified in paragraph 4.2 of this regulation, if, in the opinion of the Administration, the ship is fit to continue such operation, having regard to the size, age, operational area and structural conditions of the ship, provided that the operation shall not go beyond the date on which the ship reaches 25 years after the date of its delivery.
\n7 The Administration of a Party to the present Convention may exempt an oil tanker of 600 tonnes deadweight and above carrying heavy grade oil as cargo from the provisions of this regulation if the oil tanker: .1 either is engaged in voyages exclusively within an area under its jurisdiction, or operates as a floating storage unit of heavy grade oil located within an area under its jurisdiction; or .2 either is engaged in voyages exclusively within an area under the jurisdiction of another Party, or operates as a floating storage unit of heavy grade oil located within an area under the jurisdiction of another Party, provided that the Party within whose jurisdiction the oil tanker will be operating agrees to the operation of the oil tanker within an area under its jurisdiction.
\n8 .1 The Administration of a Party to the present Convention which allows, suspends, withdraws or declines the application of paragraph 5, 6 or 7 of this regulation to a ship entitled to fly its flag shall forthwith communicate to the Organization for circulation to the Parties to the present Convention particulars thereof, for their information and appropriate action, if any. .2 Subject to the provisions of international law, a Party to the present Convention shall be entitled to deny entry of oil tankers operating in accordance with the provisions of paragraph 5 or 6 of this regulation into the ports or offshore terminals under its jurisdiction, or deny ship-to-ship transfer of heavy grade oil in areas under its jurisdiction except when this is necessary for the purpose of securing the safety of a ship or saving life at sea. In such cases, that Party shall communicate to the Organization for circulation to the Parties to the present Convention particulars thereof for their information.
\nRegulation 22 Pump-room bottom protection 1 This regulation applies to oil tankers of 5,000 tonnes deadweight and above constructed on or after 1 January 2007.
\n2 The pump-room shall be provided with a double bottom such that at any cross-section the depth of each double bottom tank or space shall be such that the distance h between the bottom of the pump-room and the ship's base line measured at right angles to the ship's base line is not less than specified below: h = B/15(m) or h = 2 m, whichever is the lesser.
\nThe minimum value of h = 1 m.
\n3 In case of pump rooms whose bottom plate is located above the base line by at least the minimum height required in paragraph 2 above (e.g. gondola stern designs), there will be no need for a double bottom construction in way of the pump-room.
\n4 Ballast pumps shall be provided with suitable arrangements to ensure efficient suction from double bottom tanks.
\n5 Notwithstanding the provisions of paragraphs 2 and 3 above, where the flooding of the pump-room would not render the ballast or cargo pumping system inoperative, a double bottom need not be fitted.
\nRegulation 23 Accidental oil outflow performance 1 This regulation shall apply to oil tankers delivered on or after 1 January 2010, as defined in regulation 1.28.8.
\n2 For the purpose of this regulation, the following definitions shall apply: .1 \"Load line draught (dS)\" is the vertical distance, in metres, from the moulded baseline at mid-length to the waterline corresponding to the summer freeboard to be assigned to the ship. Calculations pertaining to this regulation should be based on draught dS, notwithstanding assigned draughts that may exceed dS, such as the tropical loadline. .2 \"Waterline (dB)\" is the vertical distance, in metres, from the moulded baseline at mid-length to the waterline corresponding to 30% of the depth DS. .3 \"Breadth (BS)\" is the greatest moulded breadth of the ship, in metres, at or below the deepest load line dS. .4 \"Breadth (BB)\" is the greatest moulded breadth of the ship, in metres, at or below the waterline dB. .5 \"Depth (DS)\" is the moulded depth, in metres, measured at mid-length to the upper deck at side. .6 \"Length (L)\" and \"deadweight (DW)\" are as defined in regulations 1.19 and 1.23, respectively.
\n3 To provide adequate protection against oil pollution in the event of collision or stranding the following shall be complied with: .1 for oil tankers of 5,000 tonnes deadweight (DWT) and above, the mean oil outflow parameter shall be as follows:
\nOM ≤ 0.015 for C ≤ 200,000 m3 OM ≤ 0.012 + (0.003/200,000) (400,000-C) for 200,000 m3 < C < 400,000 m3 OM ≤ 0.012 for C ≥ 400,000 m3 for combination carriers between 5,000 tonnes deadweight (DWT) and 200,000 m3 capacity, the mean oil outflow parameter may be applied, provided calculations are submitted to the satisfaction of the Administration, demonstrating that after accounting for its increased structural strength, the combination carrier has at least equivalent oil out flow performance to a standard double hull tanker of the same size having a OM < = 0.015.
\nOM ≤ 0.021 for C ≤ 100,000 m3 OM ≤ 0.015 + (0.006/100,000) (200,000-C) for 100,000 m3 < C ≤ 200,000 m3 where:
\nOM = mean oil outflow parameter.
\nC = total volume of cargo oil, in m3, at 98% tank filling .2 for oil tankers of less than 5,000 tonnes deadweight (DWT) :
\nThe length of each cargo tank shall not exceed 10 m or one of the following values, whichever is the greater: .2.1 where no longitudinal bulkhead is provided inside the cargo tanks: .........bi(0.5 --- + 0.1)L but not to exceed 0.2L .........B .2.2 where a centreline longitudinal bulkhead is provided inside the cargo tanks: .........bi(0.25 --- + 0.15)L.........B .2.3 where two or more longitudinal bulkheads are provided inside the cargo tanks: .2.3.1 for wing cargo tanks:
\n0.2L .2.3.2 for centre cargo tanks: ..................bi.2.3.2.1 if --- ≥ 0.2L : 0.2L ..................B bi .2.3.2.2 if --- < 0.2L:
\nB .2.3.2.2.1 - where no centreline longitudinal bulkhead is provided: .........bi(0.5 --- + 0.1)L.........B .2.3.2.2.2- where a centreline longitudinal bulkhead is provided: .........bi(0.25 --- + 0.15)L.........B bi is the minimum distance from the ship's side to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard.
\n4 The following general assumptions shall apply when calculating the mean oil outflow parameter: .1 The cargo block length extends between the forward and aft extremities of all tanks arranged for the carriage of cargo oil, including slop tanks. .2 Where this regulation refers to cargo tanks, it shall be understood to include all cargo tanks, slop tanks and fuel tanks located within the cargo block length. .3 The ship shall be assumed loaded to the load line draught dS without trim or heel. .4 All cargo oil tanks shall be assumed loaded to 98% of their volumetric capacity. The nominal density of the cargo oil ( ρ n) shall be calculated as follows: ρ n = 1000 (DWT)/C (kg/m3) .5 For the purposes of these outflow calculations, the permeability of each space within the cargo block, including cargo tanks, ballast tanks and other non-oil spaces shall be taken as 0.99, unless proven otherwise. .6 Suction wells may be neglected in the determination of tank location provided that such wells are as small as practicable and the distance between the well bottom and bottom shell plating is not less than 0.5h, where h is the height as defined in regulation 19.3.2.
\n5 The following assumptions shall be used when combining the oil outflow parameters: .1 The mean oil outflow shall be calculated independently for side damage and for bottom damage and then combined into the non-dimensional oil outflow parameter OM, as follows:
\nOM = (0.4 OMS + 0.6 OMB ) / C where:
\nOMS = mean outflow for side damage, in m3; and OMB = mean outflow for bottom damage, in m3. .2 For bottom damage, independent calculations for mean outflow shall be done for 0 m and minus 2.5 m tide conditions, and then combined as follows:
\nOMB = 0.7 OMB(0) + 0.3 OMB(2.5) where:
\nOMB(0) = mean outflow for 0 m tide condition; and OMB(2.5) = mean outflow for minus 2.5 m tide condition, in m3.
\n6 The mean outflow for side damage OMS shall be calculated as follows: ..................n OMS = C3 ∑ PS(i)OS(i) (m3) ..................i where: i = represents each cargo tank under consideration; n = total number of cargo tanks;
\nPS(i) = the probability of penetrating cargo tank i from side damage, calculated in accordance with paragraph 8.1 of this regulation;
\nOS(i) = the outflow, in m3, from side damage to cargo tank i, which is assumed equal to the total volume in cargo tank i at 98% filling, unless it is proven through the application of the Guidelines referred to in regulation 19.5 that any significant cargo volume will be retained; and C3 = 0.77 for ships having two longitudinal bulkheads inside the cargo tanks, provided these bulkheads are continuous over the cargo block and Ps(i) is developed in accordance with this regulation. C3 equals 1.0 for all other ships or when Ps(i) is developed in accordance with paragraph 10 of this regulation.
\n7 The mean outflow for bottom damage shall be calculated for each tidal condition as follows: ......................n .1 OMB(0) = ∑ PB(i)OB(i)CDB(i) (m3) ......................i where: i = represents each cargo tank under consideration; n = the total number of cargo tanks;
\nPB(i) = the probability of penetrating cargo tank i from bottom damage, calculated in accordance with, paragraph 9.1 of this regulation;
\nOB(i) = the outflow from cargo tank i, in m3, calculated in accordance with paragraph 7.3 of this regulation; and CDB(i) = factor to account for oil capture as defined in paragraph 7.4 of this regulation .........................n.2 OMB(2.5) = ∑ PB(i)OB(i)CDB(i) (m3) ........................i where: i,n, PB(i) and CDB(i) = as defined in subparagraph .1 above;
\nOB(i) = the outflow from cargo tank i, in m³, after tidal change .3 The oil outflow OB(i) for each cargo oil tank shall be calculated based on pressure balance principles, in accordance with the following assumptions: .3.1 The ship shall be assumed stranded with zero trim and heel, with the stranded draught prior to tidal change equal to the load line draught ds. .3.2 The cargo level after damage shall be calculated as follows: hc = {(ds + tc - Zl) ( ρs) - (1000 p) / g }/ ρn where: hc = the height of the cargo oil above Zl, in metres; tc = the tidal change, in m. Reductions in tide shall be expressed as negative values;
\nZl = the height of the lowest point in the cargo tank above baseline, in m; ρs = density of seawater, to be taken as 1,025 kg/m3; p = if an inert gas system is fitted, the normal overpressure, in kPa, to be taken as not less than 5 kPa; if an inert gas system is not fitted, the overpressure may be taken as 0; g = the acceleration of gravity, to be taken as 9.81 m/s2; and ρn = nominal density of cargo oil, calculated in accordance with paragraph 4.4 of this regulation. .3.3 For cargo tanks bounded by the bottom shell, unless proven otherwise, oil outflow OB(i) shall be taken not less than 1% of the total volume of cargo oil loaded in cargo tank i, to account for initial exchange losses and dynamic effects due to current and waves. .4 In the case of bottom damage, a portion from the outflow from a cargo tank may be captured by non-oil compartments. This effect is approximated by application of the factor CDB(i) for each tank, which shall be taken as follows:
\nCDB(i) = 0.6 for cargo tanks bounded from below by non-oil compartments;
\nCDB(i) = 1.0 for cargo tanks bounded by the bottom shell.
\n8 The probability PS of breaching a compartment from side damage shall be calculated as follows: .1 PS = PSL PSV PST where:
\nPSL =1 - PSf
\nPSV = 1 - PSu - PS1 = probability the damage will extend into the vertical zone bounded by Zl and Zu; and PST = 1 - PSy = probability the damage will extend transversely beyond the boundary defined by y. .2 PSa, PSf, PSl, PSu and PSy shall be determined by linear interpolation from the table of probabilities for side damage provided in paragraph 8.3 of this regulation, where:
\nPSa = the probability the damage will lie entirely aft of location Xa/L;
\nPSf = the probability the damage will lie entirely forward of location Xf/L;
\nPSl = the probability the damage will lie entirely below the tank;
\nPSu = the probability the damage will lie entirely above the tank; and PSy = the probability the damage will lie entirely outboard of the tank.
\nCompartment boundaries Xa, Xf, Zl, Zu and y shall be developed as follows:
\nXa = the longitudinal distance from the aft terminal of L to the aftmost point on the compartment being considered, in metres;
\nXf = the longitudinal distance from the aft terminal of L to the foremost point on the compartment being considered, in metres;
\nZl = the vertical distance from the moulded baseline to the lowest point on the compartment being considered, in metres;
\nZu = the vertical distance from the moulded baseline to the highest point on the compartment being considered, in metres. Zu is not to be taken greater than Ds; and y = the minimum horizontal distance measured at right angles to the centreline between the compartment under consideration and the side shell in metres;* *For symmetrical tank arrangements, damages are considered for one side of the ship only, in which case all \"y\" dimensions are to be measured from that same side. For asymmetrical arrangements refer to the Explanatory Notes on matters related to the accidental oil outflow performance, adopted by the Organization by resolution MEPC.122(52). .3 Table of probabilities for side damage Xa/L PSa Xf/L PSf Zl/DS Psl Zu/Ds PSu 0.00 0.000 0.00 0.967 0.00 0.000 0.00 0.968 0.05 0.023 0.05 0.917 0.05 0.000 0.05 0.952 0.10 0.068 0.10 0.867 0.10 0.001 0.10 0.931 0.15 0.117 0.15 0.817 0.15 0.003 0.15 0.905 0.20 0.167 0.20 0.767 0.20 0.007 0.20 0.873 0.25 0.217 0.25 0.717 0.25 0.013 0.25 0.836 0.30 0.267 0.30 0.667 0.30 0.021 0.30 0.789 0.35 0.317 0.35 0.617 0.35 0.034 0.35 0.733 0.40 0.367 0.40 0.567 0.40 0.055 0.40 0.670 0.45 0.417 0.45 0.517 0.45 0.085 0.45 0.599 0.50 0.467 0.50 0.467 0.50 0.123 0.50 0.525 0.55 0.517 0.55 0.417 0.55 0.172 0.55 0.452 0.60 0.567 0.60 0.367 0.60 0.226 0.60 0.383 0.65 0.617 0.65 0.317 0.65 0.285 0.65 0.317 0.70 0.667 0.70 0.267 0.70 0.347 0.70 0.255 0.75 0.717 0.75 0.217 0.75 0.413 0.75 0.197 0.80 0.767 0.80 0.167 0.80 0.482 0.80 0.143 0.85 0.817 0.85 0.117 0.85 0.553 0.85 0.092 0.90 0.867 0.90 0.068 0.90 0.626 0.90 0.046 0.95 0.917 0.95 0.023 0.95 0.700 0.95 0.013 1.00 0.967 1.00 0.000 1.00 0.775 1.00 0.000 PSy shall be calculated as follows:
\nPSy = (24.96 -199.6 y/BS) (y/BS) for y/BS ≤ 0.05 PSy = 0.749 + {5 -44.4 (y/BS - 0.05)} (y/BS - 0.05) for 0.05 < y/BS < 0.1 PSy = 0.888 + 0.56 (y/BS - 0.1) for y/BS ≥ 0.1 PSy shall not be taken greater than 1.
\n9 The probability PB of breaching a compartment from bottom damage shall be calculated as follows: .1 PB = PBL PBT PBV where:
\nPBL = 1 - PBf - PBa = probability the damage will extend into the longitudinal zone bounded by Xa and Xf;
\nPBT = 1 - PBp - PBs = probability the damage will extend into the transverse zone bounded by Yp and Ys; and PBV = 1 - PBz = probability the damage will extend vertically above the boundary defined by z. .2 PBa, PBf, PBp, PBs, and PBz shall be determined by linear interpolation from the table of probabilities for bottom damage provided in paragraph 9.3 of this regulation, where:
\nPBa = the probability the damage will lie entirely aft of location Xa/L;
\nPBf = the probability the damage will lie entirely forward of location Xf/L;
\nPBp = the probability the damage will lie entirely to port of the tank;
\nPBs = the probability the damage will lie entirely to starboard of the tank; and PBz = the probability the damage will lie entirely below the tank.
\nCompartment boundaries Xa, Xf, Yp, Ys, and z shall be developed as follows:
\nXa and Xf are as defined in paragraph 8.2 of this regulation;
\nYp = the transverse distance from the port-most point on the compartment located at or below the waterline dB, to a vertical plane located BB /2 to starboard of the ship's centreline, in metres;
\nYs = the transverse distance from the starboard-most point on the compartment located at or below the waterline dB, to a vertical plane located BB /2 to starboard of the ship's centreline, in metres; and z = the minimum value of z over the length of the compartment, where, at any given longitudinal location, z is the vertical distance from the lower point of the bottom shell at that longitudinal location to the lower point of the compartment at that longitudinal location, in metres. .3 Table of probabilities for bottom damage Xa /L PBa Xf/L PBf Yp /BB PBp Ys /BB PBs 0.00 0.000 0.00 0.969 0.00 0.844 0.00 0.000 0.05 0.002 0.05 0.953 0.05 0.794 0.05 0.009 0.10 0.008 0.10 0.936 0.10 0.744 0.10 0.032 0.15 0.017 0.15 0.916 0.15 0.694 0.15 0.063 0.20 0.029 0.20 0.894 0.20 0.644 0.20 0.097 0.25 0.042 0.25 0.870 0.25 0.594 0.25 0.133 0.30 0.058 0.30 0.842 0.30 0.544 0.30 0.171 0.35 0.076 0.35 0.810 0.35 0.494 0.35 0.211 0.40 0.096 0.40 0.775 0.40 0.444 0.40 0.253 0.45 0.119 0.45 0.734 0.45 0.394 0.45 0.297 0.50 0.143 0.50 0.687 0.50 0.344 0.50 0.344 0.55 0.171 0.55 0.630 0.55 0.297 0.55 0.394 0.60 0.203 0.60 0.563 0.60 0.253 0.60 0.444 0.65 0.242 0.65 0.489 0.65 0.211 0.65 0.494 0.70 0.289 0.70 0.413 0.70 0.171 0.70 0.544 0.75 0.344 0.75 0.333 0.75 0.133 0.75 0.594 0.80 0.409 0.80 0.252 0.80 0.097 0.80 0.644 0.85 0.482 0.85 0.170 0.85 0.063 0.85 0.694 0.90 0.565 0.90 0.089 0.90 0.032 0.90 0.744 0.95 0.658 0.95 0.026 0.95 0.009 0.95 0.794 1.00 0.761 1.00 0.000 1.00 0.000 1.00 0.844 PBz shall be calculated as follows:
\nPBz = (14.5 - 67 z/DS) (z/DS ) for z/DS ≤ 0.1, PBz = 0.78 + 1.1 (z/DS - 0.1) for z/DS > 0.1.
\nPBz shall not be taken greater than 1.
\n10 This regulation uses a simplified probabilistic approach where a summation is carried out over the contributions to the mean outflow from each cargo tank. For certain designs such as those characterized by the occurrence of steps/recesses in bulkheads/decks and for sloping bulkheads and/or a pronounced hull curvature, more rigorous calculations may be appropriate. In such cases one of the following calculation procedures may be applied: .1 The probabilities referred to in 8 and 9 above may be calculated with more precision through application of hypothetical sub-compartments.* .2 The probabilities referred to in 8 and 9 above may be calculated through direct application of the probability density functions contained in the Guidelines referred to in regulation 19.5. .3 The oil outflow performance may be evaluated in accordance with the method described in the Guidelines referred to in regulation 19.5.
\n11 The following provisions regarding piping arrangements shall apply: .1 Lines of piping that run through cargo tanks in a position less than 0.30Bs from the ship's side or less than 0.30Ds from the ship's bottom shall be fitted with valves or similar closing devices at the point at which they open into any cargo tank. These valves shall be kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened only for cargo transfer needed for essential cargo operations. .2 Credit for reducing oil outflow through the use of an emergency rapid cargo transfer system or other system arranged to mitigate oil outflow in the event of an accident may be taken into account only after the effectiveness and safety aspects of the system are approved by the Organization. Submittal for approval shall be made in accordance with the provisions of the Guidelines referred to in regulation 19.5. * Refer to the Explanatory Notes on matters related to the accidental oil outflow performance, adopted by the Organization by resolution MEPC.122(52).
\nRegulation 24 Damage assumptions 1 For the purpose of calculating hypothetical oil outflow from oil tankers in accordance with regulations 25 and 26, three dimensions of the extent of damage of a parallelepiped on the side and bottom of the ship are assumed as follows. In the case of bottom damages two conditions are set forth to be applied individually to the stated portions of the oil tanker. .1 Side damage:
\n1 Longitudinal extent(lc):
\n1/3 L2/3 or 14.5 metres, whichever is less.
\n2 Transverse extent (tc) (inboard from the ship's side at right angles to the centreline at the level corresponding to the assigned summer freeboard):
\nB/5 or 11.5 metres, whichever is less 3 Vertical extent (vc):
\nFrom the base line upwards without limit .2 Bottom damage:
\nFor 0.3L from the forward perpendicular of the ship Any other part of the ship 1 Longitudinal extent (ls):
\nL/10 L/10 or 5 metres, whichever is less 2 Transverse extent (ts):
\nB/6 or 10 metres,whichever is less but not less than 5 metres 5 metres 3 Vertical extent from the base line (vs):
\nB/15 or 6 metres, whichever is less 2 Wherever the symbols given in this regulation appear in this chapter, they have the meaning as defined in this regulation.
\nRegulation 25 Hypothetical outflow of oil 1 The hypothetical outflow of oil in the case of side damage (Oc) and bottom damage (Os) shall be calculated by the following formulae with respect to compartments breached by damage to all conceivable locations along the length of the ship to the extent as defined in regulation 24 of this Annex. .1 For side damages:
\nOc = ΣWi + Σ KiCi (I) .2 For bottom damages:
\nOs = 1/3 (ΣZiWi + ΣZiCi ) (II) where: Wi = volume of a wing tank in cubic metres assumed to be breached by the damage as specified in regulation 24 of this Annex;
\nWi for a segregated ballast tank may be taken equal to zero.
\nCi = volume of a centre tank in cubic metres assumed to be breached by the damage as specified in regulation 24 of this Annex; Ci for a segregated ballast tank may be taken equal to zero.
\nKi = 1- bi/tc when bi is equal to or greater than tc, Ki shall be taken equal to zero.
\nZi = 1- hi/vs, when hi is equal to or greater than vs, Zi shall be taken equal to zero. bi = width of wing tank in metres under consideration measured inboard from the ship's side at right angles to the centreline at the level corresponding to the assigned summer freeboard. hi = minimum depth of the double bottom in metres under consideration; where no double bottom is fitted hi shall be taken equal to zero.
\nWhenever symbols given in this paragraph appear in this chapter, they have the meaning as defined in this regulation.
\n2 If a void space or segregated ballast tank of a length less than lc as defined in regulation 24 of this Annex is located between wing oil tanks, Oc in formula (I) may be calculated on the basis of volume Wi being the actual volume of one such tank (where they are of equal capacity) or the smaller of the two tanks (if they differ in capacity) adjacent to such space, multiplied by Si as defined below and taking for all other wing tanks involved in such collision the value of the actual full volume.
\nSi = 1 - li/lc where li = length in metres of void space or segregated ballast tank under consideration.
\n3.1 Credit shall only be given in respect of double bottom tanks which are either empty or carrying clean water when cargo is carried in the tanks above.
\n3.2 Where the double bottom does not extend for the full length and width of the tank involved, the double bottom is considered non-existent and the volume of the tanks above the area of the bottom damage shall be included in formula (II) even if the tank is not considered breached because of the installation of such a partial double bottom.
\n3.3 Suction wells may be neglected in the determination of the value hi provided such wells are not excessive in area and extend below the tank for a minimum distance and in no case more than half the height of the double bottom. If the depth of such a well exceeds half the height of the double bottom, hi shall be taken equal to the double bottom height minus the well height.
\nPiping serving such wells if installed within the double bottom shall be fitted with valves or other closing arrangements located at the point of connection to the tank served to prevent oil outflow in the event of damage to the piping. Such piping shall be installed as high from the bottom shell as possible. These valves shall be kept closed at sea at any time when the tank contains oil cargo, except that they may be opened only for cargo transfer needed for the purpose of trimming of the ship.
\n4 In these case where bottom damage simultaneously involves four centre tanks, the value of Os may be calculated according to the formula:
\nOs = 1/4 (ΣZiWi + ΣZiCi) (III) 5 An Administration may credit as reducing oil outflow in case of bottom damage, an installed cargo transfer system having an emergency high suction in each cargo oil tank, capable of transferring from a breached tank or tanks to segregated ballast tanks or to available cargo tankage if it can be assured that such tanks will have sufficient ullage.
\nCredit for such a system would be governed by ability to transfer in two hours of operation oil equal to one half of the largest of the breached tanks involved and by availability of equivalent receiving capacity in ballast or cargo tanks. The credit shall be confined to permitting calculation of Os according to formula (III). The pipes for such suctions shall be installed at least at a height not less than the vertical extent of the bottom damage vs. The Administration shall supply the Organization with the information concerning the arrangements accepted by it, for circulation to other Parties to the Convention.
\n6 This regulation does not apply to oil tankers delivered on or after 1 January 2010, as defined in regulation 1.28.8.
\nRegulation 26 Limitations of size and arrangement of cargo tanks 1 Except as provided in paragraph 7 below:
\n2 Cargo tanks of oil tankers shall be of such size and arrangements that the hypothetical outflow Oc or Os calculated in accordance with the provisions of regulation 25 of this Annex anywhere in the length of the ship does not exceed 30,000 cubic metres or 400 3√DW, whichever is the greater, but subject to a maximum of 40,000 cubic metres.
\n3 The volume of any one wing cargo oil tank of an oil tanker shall not exceed 75 per cent of the limits of the hypothetical oil outflow referred to in paragraph 2 of this regulation. The volume of any one centre cargo oil tank shall not exceed 50,000 cubic metres. However, in segregated ballast oil tankers as defined in regulation 18 of this Annex, the permitted volume of a wing cargo oil tank situated between two segregated ballast tanks, each exceeding lc in length, may be increased to the maximum limit of hypothetical oil outflow provided that the width of the wing tanks exceeds tc.
\n4 The length of each cargo tank shall not exceed 10 m or one of the following values, whichever is the greater: .1 where no longitudinal bulkhead is provided inside the cargo tanks: .........bi(0.5 --- +0.1)L but not to exceed 0.2L .........B .2 where a centreline longitudinal bulkhead is provided inside the cargo tanks: .........bi(0.25 --- +0.15)L.........B .3 where two or more longitudinal bulkheads are provided inside the cargo tanks: .3.1 for wing cargo tanks:
\n0.2L .3.2 for centre cargo tanks: ..................bi .3.2.1 if .. --- is equal to or greater than one fifth:
\n0.2L .................. B ..................bi .3.2.2 if --- is less than one fifth: ................B .3.2.2.1 - where no centreline longitudinal bulkhead is provided: .........bi (0.5 --- +0.1)L .........B .3.2.2.2 - where a centreline longitudinal bulkhead is provided: .........bi (0.25 --- +0.15)L .........B bi is the minimum distance from the ship's side to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard.
\n5 In order not to exceed the volume limits established by paragraphs 2, 3 and 4 of this regulation and irrespective of the accepted type of cargo transfer system installed, when such system interconnects two or more cargo tanks, valves or other similar closing devices shall be provided for separating the tanks from each other. These valves or devices shall be closed when the tanker is at sea.
\n6 Lines of piping which run through cargo tanks in a position less than tc from the ship's side or less than vc from the ship's bottom shall be fitted with valves or similar closing devices at the point at which they open into any cargo tank. These valves shall be kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened only for cargo transfer needed for the purpose of trimming of the ship.
\n7 This regulation does not apply to oil tankers delivered on or after 1 January 2010, as defined in regulation 1.28.8.
\nRegulation 27 Intact stability 1 Every oil tanker of 5,000 tonnes deadweight and above delivered on or after 1 February 2002, as defined in regulation 1.28.7, shall comply with the intact stability criteria specified in paragraphs 1.1 and 1.2 of this regulation, as appropriate, for any operating draught under the worst possible conditions of cargo and ballast loading, consistent with good operational practice, including intermediate stages of liquid transfer operations. Under all conditions the ballast tanks shall be assumed slack. .1 In port, the initial metacentric height GMo, corrected for the free surface measured at 0° heel, shall be not less than 0.15 m; .2 At sea, the following criteria shall be applicable: .2.1 the area under the righting lever curve (GZ curve) shall be not less than 0.055 m.rad up to θ = 30º angle of heel and not less than 0.09 m.rad up to θ = 40º or other angle of flooding θf* if this angle is less than 40º Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30º and 40º or between 30º and θf, if this angle is less than 40º, shall be not less than 0.03 m.rad; .2.2 the righting lever GZ shall be at least 0.20 m at an angle of heel equal to or greater than 30º; .2.3 the maximum righting arm shall occur at an angle of heel preferably exceeding 30º but not less than 25º; and .2.4 the initial metacentric height GMo, corrected for free surface measured at 0º heel, shall be not less than 0.15 m.
\n2 The requirements of paragraph 1 of this regulation shall be met through design measures. For combination carriers simple supplementary operational procedures may be allowed.
\n3 Simple supplementary operational procedures for liquid transfer operations referred to in paragraph 2 of this regulation shall mean written procedures made available to the master which: .1 are approved by the Administration; .2 indicate those cargo and ballast tanks which may, under any specific condition of liquid transfer and possible range of cargo densities, be slack and still allow the stability criteria to be met. The slack tanks may vary during the liquid transfer operations and be of any combination provided they satisfy the criteria; .3 will be readily understandable to the officer-in-charge of liquid transfer operations; .4 provide for planned sequences of cargo/ballast transfer operations; .5 allow comparisons of attained and required stability using stability performance criteria in graphical or tabular form; .6 require no extensive mathematical calculations by the officer-in-charge; .7 provide for corrective actions to be taken by the officer-in-charge in case of departure from recommended values and in case of emergency situations; and .8 are prominently displayed in the approved trim and stability booklet and at the cargo/ballast transfer control station and in any computer software by which stability calculations are performed. * θ f is the angle of heel at which openings in the hull superstructures or deckhouses which cannot be closed weather tight, immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open.
\nRegulation 28 Subdivision and damage stability 1 Every oil tanker delivered after 31 December 1979, as defined in regulation 1.28.2, of 150 gross tonnage and above, shall comply with the subdivision and damage stability criteria as specified in paragraph 3 of this regulation, after the assumed side or bottom damage as specified in paragraph 2 of this regulation, for any operating draught reflecting actual partial or full load conditions consistent with trim and strength of the ship as well as relative densities of the cargo. Such damage shall be applied to all conceivable locations along the length of the ship as follows: .1 in tankers of more than 225 metres in length, anywhere in the ship's length; .2 in tankers of more than 150 metres, but not exceeding 225 metres in length, anywhere in the ship's length except involving either after or forward bulkhead bounding the machinery space located aft. The machinery space shall be treated as a single floodable compartment; and .3 in tankers not exceeding 150 metres in length, anywhere in the ship's length between adjacent transverse bulkheads with the exception of the machinery space.
\nFor tankers of 100 metres or less in length where all requirements of paragraph 3 of this regulation cannot be fulfilled without materially impairing the operational qualities of the ship, Administrations may allow relaxations from these requirements.
\nBallast conditions where the tanker is not carrying oil in cargo tanks, excluding any oil residues, shall not be considered.
\n2 The following provisions regarding the extent and the character of the assumed damage shall apply: .1 Side damage:
\n1 Longitudinal extent:
\n1/3 L 2/3 or 14.5 metres, whichever is less.
\n2 Transverse extent (inboard from the ship's side at right angles to the centreline at the level summer load line):
\nB/5 or 11.5 metres, whichever is less 3 Vertical extent :
\nFrom the moulded line of the bottom shell plating at centerline, upwards without limit .2 Bottom damage:
\nFor 0.3L from the forward perpendicular of the ship Any other part of the ship 1 Longitudinal extent :
\n1/3 L 2/3 or 14.5 metres whichever is less 1/3 L 2/3 or 5 metres whichever is less 2 Transverse extent (ts):
\nB/6 or 10 metres,whichever is less B/6 or 5 metres, whichever is less 3 Vertical extent from the base line (vs):
\nB/15 or 6 metres, whichever is less, measured from the moulded line of the bottom shell plating at centreline B/15 or 6 metres, whichever is less, measured from the bottom shell plating at centreline .3 If any damage of a lesser extent than the maximum extent of damage specified in subparagraphs 2.1 and 2.2 of this paragraph would result in a more severe condition, such damage shall be considered. .4 Where the damage involving transverse bulkheads is envisaged as specified in subparagraphs 1.1 and 1.2 of this regulation, transverse watertight bulkheads shall be spaced at least at a distance equal to the longitudinal extent of assumed damage specified in subparagraph 2.1 of this paragraph in order to be considered effective. Where transverse bulkhead are spaced at a lesser distance, one or more of these bulkheads within such extent of damage shall be assumed as non-existent for the purpose of determining flooded compartments. .5 Where the damage between adjacent transverse watertight bulkheads is envisaged as specified in subparagraph 1.3 of this regulation, no main transverse bulkhead or a transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged, unless: .5.1 the spacing of the adjacent bulkheads is less than the longitudinal extent of assumed damage specified in subparagraph 2.1 of this paragraph; or .5.2 there is a step or recess in a transverse bulkhead of more than 3.05 metres in length, located within the extent of penetration of assumed damage. The step formed by the after peak bulkhead and after peak top shall not be regarded as a step for the purpose of this regulation. .6 If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements shall be made so that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage.
\n3 Oil tankers shall be regarded as complying with the damage stability criteria if the following requirements are met: .1 The final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place. Such openings shall include air-pipes and those which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the non-opening type. .2 In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 25°, provided that this angle may be increased up to 30º if no deck edge immersion occurs. .3 The stability in the final stage of flooding shall be investigated and may be regarded as sufficient if the righting lever curve has at least a range of 20º beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1 metre within the 20º range; the area under the curve within this range shall not be less than 0.0175 metre radians. Unprotected openings shall not be immersed within this range unless the space concerned is assumed to be flooded. Within this range, the immersion of any of the openings listed in subparagraph 3.1 of this paragraph and other openings capable of being closed watertight may be permitted. .4 The Administration shall be satisfied that the stability is sufficient during intermediate stages of flooding. .5 Equalization arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted, shall not be considered for the purpose of reducing an angle of heel or attaining the minimum range of residual stability to meet the requirements of subparagraphs 3.1, 3.2 and 3.3 of this paragraph and sufficient residual stability shall be maintained during all stages where equalization is used.
\nSpaces which are linked by ducts of a large cross-sectional area may be considered to be common.
\n4 The requirements of paragraph 1 of this regulation shall be confirmed by calculations which take into consideration the design characteristics of the ship, the arrangements, configuration and contents of the damaged compartments; and the distribution, relative densities and the free surface effect of liquids. The calculations shall be based on the following: .1 Account shall be taken of any empty or partially filled tank, the relative density ocargoes carried, as well as any outflow of liquids from damaged compartments. .2 The permeabilities assumed for spaces flooded as a result of damage shall be as follows:
\nSpaces Permeabilities Appropriated to stores 0.60 Occupied by accommodation 0.95 Occupied by machinery 0.85 Voids 0.95 Intended for consumable liquids 0 to 0.95* Intended for other liquids 0 to 0.95* .3 The buoyancy of any superstructure directly above the side damage shall be disregarded. The unflooded parts of superstructures beyond the extent of damage, however, may be taken into consideration provided that they are separated from the damaged space by watertight bulkheads and the requirements of subparagraph .1 of this regulation in respect of these intact spaces are complied with. Hinged watertight doors may be acceptable in watertight bulkheads in the superstructure. .4 The free surface effect shall be calculated at an angle of heel of 5º for each individual compartment. The Administration may require or allow the free surface corrections to be calculated at an angle of heel greater than 5º for partially filled tanks. .5 In calculating the effect of free surfaces of consumable liquids it shall be assumed that, for each type of liquid at least one transverse pair or a single centreline tank has a free surface and the tank or combination of tanks to be taken into account shall be those where the effect of free surface is the greatest.
\n5 The master of every oil tanker to which this regulation applies and the person in charge of a non-self-propelled oil tanker, to which this regulation applies shall be supplied in a approved form with: .1 information relative to loading and distribution of cargo necessary to ensure compliance with the provisions of this regulation; and .2 data on the ability of the ship to comply with damage stability criteria as determined by this regulation, including the effect of relaxations that may have been allowed under subparagraph 1.3 of this regulation.
\n6 For oil tankers of 20,000 tonnes deadweight and above delivered on or after 6 July 1996, as defined in regulation 1.28.6, the damage assumptions prescribed in paragraph 2.2 of this regulation shall be supplemented by the following assumed bottom raking damage: .1 longitudinal extent: .1.1 ships of 75,000 tonnes deadweight and above:
\n0.6L measured from the forward perpendicular; .1.2 ships of less than 75,000 tonnes deadweight:
\n0.4L measured from the forward perpendicular; .2 transverse extent: B/3 anywhere in the bottom; .3 vertical extent: breach of the outer hull. * The permeability of partially filled compartments shall be consistent with the amount of liquid carried in the compartment. Whenever damage penetrates a tank containing liquids, it shall be assumed that the contents are completely lost from that compartment and replaced by salt water up to the level of the final plane of equilibrium.
\nRegulation 29 Slop tanks 1 Subject to the provisions of paragraph 4 of regulation 3 of this Annex, oil tankers of 150 gross tonnage and above shall be provided with slop tank arrangements in accordance with the requirements of paragraphs 2.1 to 2.3 of this regulation. In oil tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, any cargo tank may be designated as a slop tank.
\n2.1 Adequate means shall be provided for cleaning the cargo tanks and transferring the dirty ballast residue and tank washings from the cargo tanks into a slop tank approved by the Administration.
\n2.2 In this system arrangements shall be provided to transfer the oily waste into a slop tank or combination of slop tanks in such a way that any effluent discharged into the sea will be such as to comply with the provisions of regulation 34 of this Annex.
\n2.3 The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to retain the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity of the slop tank or tanks shall not be less than 3 per cent of the oil carrying capacity of the ship, except that the Administration may accept: .1 2 per cent for such oil tankers where the tank washing arrangement are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system; .2 2 per cent where segregated ballast tanks or dedicated clean ballast tanks are provided in accordance with regulation 18 of this Annex, or where a cargo tank cleaning system using crude oil washing is fitted in accordance with regulation 3 of this Annex. This capacity may be further reduced to 1.5 per cent for such oil tankers where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system; and .3 1 per cent for combination carriers where oil cargo is only carried in tanks with smooth walls. This capacity may be further reduced to 0.8 per cent where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system.
\n2.4 Slop tanks shall be so designed particularly in respect of the position of inlets, outlets, baffles or weirs where fitted, so as to avoid excessive turbulence and entrainment of oil or emulsion with the water.
\n3 Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979, as defined in regulation 1.28.2, shall be provided with at least two slop tanks.
\nRegulation 30 Pumping, piping and discharge arrangement 1 In every oil tanker, a discharge manifold for connection to reception facilities for the discharge of dirty ballast water or oil-contaminated water shall be located on the open deck on both sides of the ship.
\n2 In every oil tanker of 150 gross tonnage and above, pipelines for the discharge to the sea of ballast water or oil contaminated water from cargo tank areas which may be permitted under regulation 34 of this Annex shall be led to the open deck or to the ship's side above the waterline in the deepest ballast condition. Different piping arrangements to permit operation in the manner permitted in subparagraphs 6.1 to 6.5 of this regulation may be accepted.
\n3 In oil tankers of 150 gross tonnage and above delivered after 31 December 1979, as defined in regulation 1.28.2, means shall be provided for stopping the discharge into the sea of ballast water or oil contaminated water from cargo tank areas, other than those discharges below the waterline permitted under paragraph 6 of this regulation, from a position on the upper deck or above located so that the manifold in use referred to in paragraph 1 of this regulation and the discharge to the sea from the pipelines referred to in paragraph 2 of this regulation may be visually observed. Means for stopping the discharge need not be provided at the observation position if a positive communication system such as a telephone or radio system is provided between the observation position and the discharge control position.
\n4 Every oil tanker delivered after 1 June 1982, as defined in regulation 1.28.4, required to be provided with segregated ballast tanks or fitted with a crude oil washing system, shall comply with the following requirements: .1 it shall be equipped with oil piping so designed and installed that oil retention in the lines is minimized; and .2 means shall be provided to drain all cargo pumps and all oil lines at the completion of cargo discharge, where necessary by connection to a stripping device. The line and pump draining shall be capable of being discharged both ashore and to a cargo tank or a slop tank. For discharge ashore a special small diameter line shall be provided and shall be connected outboard of the ship'smanifold valves.
\n5 Every crude oil tanker delivered on or before 1 June 1982, as defined in regulation 1.28.3, required to be provided with segregated ballast tanks, or to be fitted with a crude oil washing system, shall comply with the provisions of paragraph 4.2 of this regulation.
\n6 On every oil tanker the discharge of ballast water or oil contaminated water from cargo tank areas shall take place above the waterline, except as follows: .1 Segregated ballast and clean ballast may be discharged below the waterline: .1.1 in ports or at offshore terminals, or .1.2 at sea by gravity, or .1.3 at sea by pumps if the ballast water exchange is performed under the provisions of regulation D-1.1 of the International Convention for the Control and Management of Ships' Ballast Water and Sediments. provided that the surface of the ballast water has been examined either visually or by other means immediately before the discharge to ensure that no contamination with oil has taken place. .2 Oil tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, which, without modification, are not capable of discharging segregated ballast above the waterline may discharge segregated ballast below the waterline at sea, provided that the surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place. .3 Oil tankers delivered on or before 1 June 1982, as defined in regulation 1.28.3 operating with dedicated clean ballast tanks, which without modification are not capable of discharging ballast water from dedicated clean ballast tanks above the waterline, may discharge this ballast below the waterline provided that the discharge of the ballast water is supervised in accordance with regulation 18.8.3 of this Annex. .4 On every oil tanker at sea, dirty ballast water or oil contaminated water from tanks in the cargo area, other than slop tanks, may be discharged by gravity below the waterline, provided that sufficient time has elapsed in order to allow oil/water separation to have taken place and the ballast water has been examined immediately before the discharge with an oil/water interface detector referred to in regulation 32 of this Annex, in order to ensure that the height of the interface is such that the discharge does not involve any increased risk of harm to the marine environment. .5 On oil tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, at sea dirty ballast water or oil contaminated water from cargo tank areas may be discharged below the waterline, subsequent to or in lieu of the discharge by the method referred to in subparagraph 6.4 of this paragraph, provided that: .5.1 a part of the flow of such water is led through permanent piping to a readily accessible location on the upper deck or above where it may be visually
\nobserved during the discharge operation; and .5.2 such part flow arrangements comply with the requirements established by the Administration, which shall contain at least all the provisions of the Specifications for the Design, Installation and Operation of a Part Flow System for Control of Overboard Discharges adopted by the Organization*.
\n7 Every oil tanker of 150 gross tonnage and above delivered on or after 1 January 2010, as defined in regulation 1.28.8, which has installed a sea chest that is permanently connected to the cargo pipeline system, shall be equipped with both a sea chest valve and an inboard isolation valve. In addition to these valves, the sea chest shall be capable of isolation from the cargo piping system whilst the tanker is loading, transporting, or discharging cargo by use of a positive means that is to the satisfaction of the Administration.
\nSuch a positive means is a facility that is installed in the pipeline system in order to prevent, under all circumstances, the section of pipeline between the sea chest valve and the inboard valve being filled with cargo. * See appendix 4 to Unified Interpretations.
\nEQUIPMENT Regulation 31 Oil discharge monitoring and control system 1 Subject to the provisions of paragraphs 4 and 5 of regulation 3 of this Annex, oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring and control system approved by the Administration.
\n2 In considering the design of the oil content meter to be incorporated in the system, the Administration shall have regard to the specification recommended by the Organization.* The system shall be fitted with a recording device to provide a continuous record of the discharge in litres per nautical mile and total quantity discharged, or the oil content and rate of discharge.This record shall be identifiable as to time and date and shall be kept for at least three years. The oil discharge monitoring and control system shall come into operation when there is any discharge of effluent into the sea and shall be such as will ensure that any discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds that permitted by regulation 34 of this Annex. Any failure of this monitoring and control system shall stop the discharge. In the event of failure of the oil discharge monitoring and control system a manually operated alternative method may be used, but the defective unit shall be made operable as soon as possible. Subject to allowance by the port State authority a tanker with a defective oil discharge monitoring and control system may undertake one ballast voyage before proceeding to a repair port.
\n3 The oil discharge monitoring and control system shall be designed and installed in compliance with the guidelines and specifications for oil discharge monitoring and control system for oil tankers developed by the Organization**. Administrations may accept such specific arrangements as detailed in the Guidelines and Specifications.
\n4 Instructions as to the operation of the system shall be in accordance with an operational manual approved by the Administration. They shall cover manual as well as automatic operations and shall be intended to ensure that at no time shall oil be discharged except in compliance with the conditions specified in regulation 34 of this Annex. * For oil content meters installed on oil tankers built prior to 2 October 1986, refer to the Recommendation on international performance and test specifications for oily-water separating equipment and oil content meters adopted by the Organization by resolution A.393(X). For oil content meters as part of discharge monitoring and control systems installed on oil tankers built on or after 2 October 1986, refer to the Guidelines and specifications for oil discharge monitoring and control systems for oil tankers adopted by the Organization by resolution A.586(14). For oil content meters as part of discharge monitoring and control systems installed on oil tankers the keel of which are laid or which are in a similar stage of construction on or after 1 January 2005, refer to the revised Guidelines and specifications for oil discharge monitoring and control systems for oil tankers adopted by the Organization by resolution MEPC.108(49). ** Refer to the Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers adopted by the Organization by resolution A.496 (XII) or the Revised Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers adopted by the Organization by resolution A.586(14), or the Revised Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers adopted by the Organization by resolution MEPC.108(49) as applicable.
\nRegulation 32 Oil/water interface detector* Subject to the provisions of paragraphs 4 and 5 of regulation 3 of this Annex, oil tankers of 150 gross tonnage and above shall be provided with effective oil/water interface detectors approved by the Administration for a rapid and accurate determination of the oil/water interface in slop tanks and shall be available for use in other tanks where the separation of oil and water is effected and from which it is intended to discharge effluent direct to the sea. * Refer to the Specifications for Oil/Water Interface Detectors adopted by the Organization by resolution MEPC.5(XIII).
\nRegulation 33 Crude oil washing requirements 1 Every crude oil tanker of 20,000 tonnes deadweight and above delivered after 1 June 1982, as defined in regulation 1.28.4, shall be fitted with a cargo tank cleaning system using crude oil washing. The Administration shall ensure that the system fully complies with the requirements of this regulation within one year after the tanker was first engaged in the trade of carrying crude oil or by the end of the third voyage carrying crude oil suitable for crude oil washing, whichever occurs later.
\n2 Crude oil washing installation and associated equipment and arrangements shall comply with the requirements established by the Administration. Such requirements shall contain at least all the provisions of the Specifications for the Design, Operation and Control of Crude Oil Washing Systems adopted by the Organization*. When a ship is not required, in accordance with paragraph 1 of this regulation to be, but is equipped with crude oil washing equipment, it shall comply with the safety aspects of the above-mentioned Specifications.
\n3 Every crude oil washing system required to be provided in accordance with regulation 18.7 of this Annex shall comply with the requirements of this regulation. *Refer to the revised Specifications for the design, operation and control of crude oil washing systems adopted by the Organization by resolution A.446(XI) and amended by the Organization by resolution A.497(XII) and as further amended by resolution A.897(21).
\nOF OPERATIONAL DISCHARGES OF OIL Regulation 34 Control of discharge of oil A. Discharges outside special areas 1 Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this regulation, any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker, shall be prohibited except when all the following conditions are satisfied: .1 the tanker is not within a special area; .2 the tanker is more than 50 nautical miles from the nearest land; .3 the tanker is proceeding en route; .4 the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile; .5 the total quantity of oil discharged into the sea does not exceed for tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, 1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and for tankers delivered after 31 December 1979, as defined in regulation 1.28.2, 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and .6 the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required by regulations 29 and 31 of this Annex.
\n2 The provisions of paragraph 1 of this regulation shall not apply to the discharge of clean or segregated ballast.
\nB. Discharges in special areas 3 Subject to the provisions of paragraph 4 of this regulation, any discharge into the sea of oil or oily mixture from the cargo area of an oil tanker shall be prohibited while in a special area*.
\n4 The provisions of paragraph 3 of this regulation shall not apply to the discharge of clean or segregated ballast.
\n5 Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging outside the special area in accordance with paragraph 1 of this regulation. * Refer to regulation 38.6 C. Requirements for oil tankers of less than 150 gross tonnage 6 The requirements of regulations 29, 31 and 32 of this Annex shall not apply to oil tankers of less than 150 gross tonnage, for which the control of discharge of oil under this regulation shall be effected by the retention of oil on board with subsequent discharge of all contaminated washings to reception facilities. The total quantity of oil and water used for washing and returned to a storage tank shall be discharged to reception facilities unless adequate arrangements are made to ensure that any effluent which is allowed to be discharged into the sea is effectively monitored to ensure that the provisions of this regulation are complied with.
\nD. General requirements 7 Whenever visible traces of oil are observed on or below the surface of the water in the immediate vicinity of a ship or its wake, the Governments of Parties to the present Convention should, to the extent they are reasonably able to do so, promptly investigate the facts bearing on the issue of whether there has been a violation of the provisions of this regulation. The investigation should include, in particular, the wind and sea conditions, the track and speed of the ship, other possible sources of the visible traces in the vicinity, and any relevant oil discharge records.
\n8 No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the purpose of circumventing the conditions of discharge specified in this regulation.
\n9 The oil residues which cannot be discharged into the sea in compliance with paragraphs 1 and 3 of this regulation shall be retained on board for subsequent discharge to reception facilities.
\nRegulation 35 Crude oil washing operations 1 Every oil tanker operating with crude oil washing systems shall be provided with an Operations and Equipment Manual* detailing the system and equipment and specifying operational procedures. Such a Manual shall be to the satisfaction of the Administration and shall contain all the information set out in the specifications referred to in paragraph 2 of regulation 33 of this Annex. If an alteration affecting the crude oil washing system is made, the Operations and Equipment Manual shall be revised accordingly.
\n2 With respect to the ballasting of cargo tanks, sufficient cargo tanks shall be crude oil washed prior to each ballast voyage in order that, taking into account the tanker's trading pattern and expected weather conditions, ballast water is put only into cargo tanks which have been crude oil washed.
\n3 Unless an oil tanker carries crude oil which is not suitable for crude oil washing, the oil tanker shall operate the crude oil washing system in accordance with the Operations and Equipment Manual. * Refer to the Standard Format of the Crude Oil Washing Operation and Equipment Manual adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.3(XII), as amended by resolution MEPC.81(43).
\nRegulation 36 Oil Record Book, Part II - Cargo/ballast operations 1 Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part II (Cargo/Ballast Operations). The Oil Record Book Part II, whether as a part of the ship's official logbook or otherwise, shall be in the Form specified in appendix III to this Annex.
\n2 The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following cargo/ballast operations take place in the ship: .1 loading of oil cargo; .2 internal transfer of oil cargo during voyage; .3 unloading of oil cargo; .4 ballasting of cargo tanks and dedicated clean ballast tanks; .5 cleaning of cargo tanks including crude oil washing; .6 discharge of ballast except from segregated ballast tanks; .7 discharge of water from slop tanks; .8 closing of all applicable valves or similar devices after slop tank discharge operations; .9 closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations; and .10 disposal of residues.
\n3 For oil tankers referred to in regulation 34.6 of this Annex, the total quantity of oil and water used for washing and returned to a storage tank shall be recorded in the Oil Record Book Part II.
\n4 In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex or in the event of accidental or other exceptional discharge of oil not excepted by that regulation, a statement shall be made in the Oil Record Book Part II of the circumstances of, and the reasons for, the discharge.
\n5 Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in the Oil Record Book Part II so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship. The entries in the Oil Record Book Part II shall be at least in English, French or Spanish. Where entries in an official language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of dispute or discrepancy.
\n6 Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record Book Part II.
\n7 The Oil Record Book shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made.
\n8 The competent authority of the Government of a Party to the Convention may inspect the Oil Record Book Part II on board any ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry.
\nAny copy so made which has been certified by the master of the ship as a true copy of an entry in the ship's Oil Record Book
\nevidence of the facts stated in the entry. The inspection of an Oil Record Book Part II and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.
\n9 For oil tankers of less than 150 gross tonnage operating in accordance with regulation 34.6 of this Annex, an appropriate Oil Record Book should be developed by the Administration.
\nPREVENTION OF POLLUTION ARISING FROM AN OIL POLLUTION INCIDENT Regulation 37 Shipboard oil pollution emergency plan 1 Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration.
\n2 Such a plan shall be prepared based on guidelines* developed by the Organization and written in the working language of the master and officers. The plan shall consist at least of: .1 the procedure to be followed by the master or other persons having charge of the ship to report an oil pollution incident, as required in article 8 and Protocol I of the present Convention, based on the guidelines developed by the Organization;** .2 the list of authorities or persons to be contacted in the event of an oil pollution incident; .3 a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following the incident; and .4 the procedures and point of contact on the ship for co-ordinating shipboard action with national and local authorities in combating the pollution.
\n3 In the case of ships to which regulation 17 of Annex II of the present Convention also apply, such a plan may be combined with the shipboard marine pollution emergency plan for noxious liquid substances required under regulation 17 of Annex II of the present Convention. In this case, the title of such a plan shall be \"Shipboard marine pollution emergency plan\".
\n4 All oil tankers of 5,000 tons deadweight or more shall have prompt access to computerised, shore-based damage stability and residual structural strength calculation programs. * Refer to the Guidelines for the development of shipboard oil pollution emergency plans adopted by the Organization by resolution MEPC.54(32) as amended by resolution MEPC.86(44). ** Refer to the General Principles for Ship Reporting Systems and Ship Reporting Requirements, including Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances and/or Marine Pollutants adopted by the Organization by resolution A.851(20).
\nRECEPTION FACILITIES Regulation 38 Reception facilities A. Reception facilities outside special areas 1 The Government of each Party to the present Convention undertakes to ensure the provision at oil loading terminals, repair ports, and in other ports in which ships have oily residues to discharge, of facilities for the reception of such residues and oily mixtures as remain from oil tankers and other ships adequate* to meet the needs of the ships using them without causing undue delay to ships.
\n2 Reception facilities in accordance with paragraph 1 of this regulation shall be provided in: .1 all ports and terminals in which crude oil is loaded into oil tankers where such tankers have immediately prior to arrival completed a ballast voyage of not more than 72 hours or not more than 1,200 nautical miles; .2 all ports and terminals in which oil other than crude oil in bulk is loaded at an average quantity of more than 1,000 tonnes per day; .3 all ports having ship repair yards or tank cleaning facilities; .4 all ports and terminals which handle ships provided with the sludge tank(s) required by regulation 12 of this Annex; .5 all ports in respect of oily bilge waters and other residues, which cannot be discharged in accordance with regulation 15 of this Annex; and .6 all loading ports for bulk cargoes in respect of oil residues from combination carriers which cannot be discharged in accordance with regulation 34 of this Annex.
\n3 The capacity for the reception facilities shall be as follows: .1 Crude oil loading terminals shall have sufficient reception facilities to receive oil and oily mixtures which cannot be discharged in accordance with the provisions of regulation 34.1 of this Annex from all oil tankers on voyages as described in paragraph 2.1 of this regulation. .2 Loading ports and terminals referred to in paragraph 2.2 of this regulation shall have sufficient reception facilities to receive oil and oily mixtures which cannot be discharged in accordance with the provisions of regulation 34.1 of this Annex from oil tankers which load oil other than crude oil in bulk. .3 All ports having ship repair yards or tank cleaning facilities shall have sufficient reception facilities to receive all residues and oily mixtures which remain on board for disposal from ships prior to entering such yards or facilities. .4 All facilities provided in ports and terminals under paragraph 2.4 of this regulation shall be sufficient to receive all residues retained according to regulation 12 of this Annex from all ships that may reasonably be expected to call at such ports and terminals. .5 All facilities provided in ports and terminals under this regulation shall be sufficient to receive oily bilge waters and other residues which cannot be discharged in accordance with regulation 15 of this Annex. .6 The facilities provided in loading ports for bulk cargoes shall take into account the special problems of combination carriers as appropriate. * See resolution MEPC.83(44) \"Guidelines for ensuring the adequacy of port waste reception facilities\".
\nB. Reception facilities within special areas 4 The Government of each Party to the present Convention the coastline of which borders on any given special area shall ensure that all oil loading terminals and repair ports within the special area are provided with facilities adequate for the reception and treatment of all the dirty ballast and tank washing water from oil tankers. In addition all ports within the special area shall be provided with adequate* reception facilities for other residues and oily mixtures from all ships. Such facilities shall have adequate capacity to meet the needs of the ships using them without causing undue delay.
\n5 The Government of each Party to the present Convention having under its jurisdiction entrances to seawater courses with low depth contour which might require a reduction of draught by the discharge of ballast shall ensure the provision of the facilities referred to in paragraph 4 of this regulation but with the proviso that ships required to discharge slops or dirty ballast could be subject to some delay.
\n6 With regard to the Red Sea area, Gulfs area, Gulf of Aden area and Oman area of the Arabian Sea: .1 Each Party concerned shall notify the Organization of the measures taken pursuant to provisions of paragraphs 4 and 5 of this regulation. Upon receipt of sufficient notifications the Organization shall establish a date from which the discharge requirements of regulations 15 and 34 of this Annex in respect of the area in question shall take effect. The Organization shall notify all Parties of the date so established no less than twelve months in advance of that date. .2 During the period between the entry into force of the present Convention and the date so established, ships while navigating in the special area shall comply with the requirements of regulations 15 and 34 of this Annex as regards discharges outside special areas. .3 After such date oil tankers loading in ports in these special areas where such facilities are not yet available shall also fully comply with the requirements of regulations 15 and 34 of this Annex as regards discharges within special areas. However, oil tankers entering these special areas for the purpose of loading shall make every effort to enter the area with only clean ballast on board. .4 After the date on which the requirements for the special area in question take effect, each Party shall notify the Organization for transmission to the Parties concerned of all cases where the facilities are alleged to be inadequate. .5 At least the reception facilities as prescribed in paragraphs 1, 2 and 3 of this regulation shall be provided one year after the date of entry into force of the present Convention.
\n7 Notwithstanding paragraphs 4, 5 and 6 of this regulation, the following rules apply to the Antarctic area: .1 The Government of each Party to the present Convention at whose ports ships depart en route to or arrive from the Antarctic area undertakes to ensure that as soon as practicable adequate facilities are provided for the reception of all sludge, dirty ballast, tank washing water, and other oily residues and mixtures from all ships, without causing undue delay, and according to the needs of the ships using them. .2 The Government of each Party to the present Convention shall ensure that all ships entitled to fly its flag, before entering the Antarctic area, are fitted with a tank or tanks of sufficient capacity on board for the retention of all sludge, dirty ballast, tank washing water and other oily residues and mixtures while operating in the area and have concluded arrangements to discharge such oily residues at a reception facility after leaving the area. * See resolution MEPC.83(44) \"Guidelines for ensuring the adequacy of port waste reception facilities\".
\nC. General requirements 8 Each Party shall notify the Organization for transmission to the Parties concerned of all cases where the facilities provided under this regulation are alleged to be inadequate.
\nSPECIAL REQUIREMENTS FOR FIXED OR FLOATING PLATFORMS Regulation 39 Special requirements for fixed or floating platforms 1 This regulation applies to fixed or floating platforms including drilling rigs, floating production, storage and offloading facilities (FPSOs) used for the offshore production and storage of oil, and floating storage units (FSUs) used for the offshore storage of produced oil.
\n2 Fixed or floating platforms when engaged in the exploration, exploitation and associated offshore processing of sea-bed mineral resources and other platforms shall comply with the requirements of this Annex applicable to ships of 400 gross tonnage and above other than oil tankers, except that: .1 they shall be equipped as far as practicable with the installations required in regulations 12 and 14 of this Annex; .2 they shall keep a record of all operations involving oil or oily mixture discharges, in a form approved by the Administration; and .3 subject to the provisions of regulation 4 of this Annex, the discharge into the sea of oil or oily mixture shall be prohibited except when the oil content of the discharge without dilution does not exceed 15 parts per million.
\n3 In verifying compliance with this Annex in relation to platforms configured as FPSOs or FSUs, in addition to the requirements of paragraph 2, Administrations should take account of the Guidelines developed by the Organization* * Refer to resolution MEPC …(..) \"Guidelines for the application of MARPOL Annex I requirements to FPSOs and FSUs.\"
\nAPPENDICES TO ANNEX I Appendix I List of oils Appendix II Form of IOPP Certificate and Supplements Appendix III Form of Oil Record Book Appendix I LIST OF OILS* Asphalt solutions Blending stocks Roofers flux Straight run residue Oils Clarified Crude oil Mixtures containing crude oil Diesel oil Fuel oil no. 4 Fuel oil no. 5 Fuel oil no. 6 Residual fuel oil Road oil Transformer oil Aromatic oil (excluding vegetable oil) Lubricating oils and blending stocks Mineral oil Motor oil Penetrating oil Spindle oil Turbine oil Distillates Straight run Flashed feed stocks Gas oil Cracked Gasoline blending stocks Alkylates - fuel Reformates Polymer - fuel Gasolines Casinghead (natural) Automotive Aviation Straight run Fuel oil no. 1 (kerosene) Fuel oil no. 1-D Fuel oil no. 2 Fuel oil no. 2-D Jet fuels JP-1 (kerosene) JP-3 JP-4 JP-5 (kerosene, heavy) Turbo fuel Kerosene Mineral spirit Naphtha Solvent Petroleum Heartcut distillate oil * This list of oils shall not necessarily be considered as comprehensive.
\nAppendix II FORM OF IOPP CERTIFICATE AND SUPPLEMENTS Appendix FORM A 1/15.JPG\" WIDTH=\"592\" HEIGHT=\"1749\" ALT=\"15.JPG (229075 bytes)\" STYLE=\";margin: 5pt;\"> Introduction The following pages of this section show a comprehensive list of items of machinery space operations which are, when appropriate, to be recorded in the Oil Record Book Part I in accordance with regulation 17 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped into operational sections, each of which is denoted by a letter Code.
\nWhen making entries in the Oil Record Book Part I, the date, operational Code and item number shall be inserted in the appropriate Columns and the required particulars shall be recorded chronologically in the blank spaces.
\nEach completed operation shall be signed for and dated by the officer or officers in charge. The master of the Ship shall sign each completed page.
\nThe Oil Record Book Part I contains many references to oil quantity. The limited accuracy of tank Measurement devices, temperature variations and clingage will affect the accuracy of these readings. The entries in the Oil Record Book Part I should be considered accordingly.
\nIn the event of accidental or other exceptional discharge of oil statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for, the discharge.
\nAny failure of the oil filtering equipment shall be noted in the Oil Record Book Part I.
\nThe entries in the Oil Record Book
\nin English, French or Spanish. Where entries in official language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.
\nThe Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made.
\nThe competent authority of the Government of a Party to the Convention may inspect the Oil Record Book Part I on board any ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry.
\nAny copy so made which has been certified by the master of the ship as a true copy of an entry in the Oil Record Book Part I shall be made admissible in any juridical proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book Part I and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.
\nLIST OF ITEMS TO BE RECORDED (A) Ballasting or cleaning of oil fuel tanks 1 Identity of tank(s) ballasted.
\n2 Whether cleaned since they last contained oil and, if not, type of oil previously carried.
\n3 Cleaning process: .1 position of ship and time at the start and completion of cleaning; .2 identify tank(s) in which one or another method has been employed (rinsing through, steaming, cleaning with chemicals; type and quantity of chemicals used, in m3); .3 identity of tank(s) into which cleaning water was transferred.
\n4 Ballasting: .1 position of ship and time at start and end of ballasting; .2 quantity of ballast if tanks are not cleaned, in m3. (B) Discharge of dirty ballast or cleaning water from oil fuel tanks referred to under Section A) 5 Identity of tank(s).
\n6 Position of ship at start of discharge.
\n7 Position of ship on completion of discharge.
\n8 Ship's speed(s) during discharge.
\n9 Method of discharge: .1 through 15 ppm equipment .2 to reception facilities.
\n10 Quantity discharged, in m3. (C) Collection and disposal of oil residues (sludge and other oil residues) 11. Collection of oil residues Quantities of oil residues (sludge and other oil residues) retained on board. The quantity should be recorded weekly1: (This means that the quantity must be recorded once a week even if the voyage lasts more than one week) .1 - identity of tank(s) …………………… .2 - capacity of tank(s) ……..………..… m3 .3 - total quantity of retention …….... m3 12 Methods of disposal of residue.
\nState quantity of oil residues disposed of, the tank(s) emptied and the quantity of contents retained in m3: .1 to reception facilities (identify port)2; .2 transferred to another (other) tank(s) (indicate tank(s) and the total content of tank(s)) .3 incinerated (indicate total time of operation); .4 other method (state which). (D) Non-automatic discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces 13 Quantity discharged or disposed of, in cubic metres.3 14 Time of discharge or disposal (starts and stop).
\n15 Method of discharge or disposal: .1 through 15 ppm equipment (state position at start and end); .2 to reception facilities (identify port)2; .3 transfer to slop tank or holding tank (indicate tank(s); state the total quantity retained in tank(s), in m3). (E) Automatic discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces 16 Time and position of ship at which the system has been put into automatic mode of operation for discharge overboard, through 15 ppm equipment.
\n17 Time when the system has been put into automatic mode of operation for transfer of bilge water to holding tank (identify tank).
\n18 Time when the system has been put into manual operation. (F) Condition of the oil filtering equipment 19 Time of system failure4.
\n20 Time when system has been made operational.
\n21 Reasons for failure.
\n1 Tanks listed in item 3.1 of form A and B of the supplement in the IOPP Certificate used for sludge.
\n2 Ship's masters should obtain from the operator of the reception facilities, which includes barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book Part I, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident.
\nThe receipt or certificate should be kept together with the Oil Record Book Part I.
\n3 In case of discharge or disposal of bilge water from holding tank(s), state identity and capacity of holding tank(s) and quantity retained in holding tank.
\n4 The condition of the oil filtering equipment covers also the alarm and automatic stopping devices, if applicable. (G) Accidental or other exceptional discharges of oil 22 Time of occurrence.
\n23 Place or position of ship at time of occurrence.
\n24 Approximate quantity and type of oil.
\n25 Circumstances of discharge or escape, the reasons therefore and general remarks. (H) Bunkering of fuel or bulk lubricating oil 26 Bunkering: .1 Place of bunkering. .2 Time of bunkering. .3 Type and quantity of fuel oil and identity of tank(s) (state quantity added, in tonnes and total content of tank(s)). .4 Type and quantity of lubricating oil and identity of tank(s) (state quantity added, in tonnes and total content of tank (s)). (I) Additional operational procedures and general remarks Name of ship ……………………………………………………………………………………………...
\nDistinctive number or letters ………………………………………………………………………… MACHINERY SPACE OPERATIONS Date Code (letter) Item (number) Record of operations/signature of officer in charge Signature of master …………………………………………………………………………………… Introduction The following pages of this section show a comprehensive list of items of cargo and ballast operations which are, when appropriate, to be recorded in the Oil Record Book Part II in accordance with regulation 36 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped into operational section, each of which is denoted by a code letter.
\nWhen making entries in the Oil Record Book Part II, the date, operational code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank spaces.
\nEach completed operation shall be signed for and dated by the officer or officers in charge. Each completed page shall be countersigned by the master of the ship.
\nIn respect of the oil tankers engaged in specific trades in accordance with regulation 2.5 of Annex I of MARPOL 73/78, appropriate entry in the Oil Record Book
\nauthority.* The Oil Record Book Part II contains many references to oil quantity. The limited accuracy of tank Measurement devices, temperature variations and clingage will affect the accuracy of these readings. The entries in the Oil Record Book Part II should be considered accordingly. In the event of accidental or other exceptional discharge of oil a statement shall be made in the Oil Record Book Part II of the circumstances of, and the reasons for, the discharge.
\nAny failure of the oil discharge monitoring and control system shall be noted in the Oil Record Book Part II.
\nThe entries in the Oil Record Book
\nin English, French or Spanish. Where entries in an official language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.
\nThe Oil Record Book Part II shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned Ships under tow, shall be kept on board the Ship. It shall be preserved for a period of three years after the last entry has been made.
\nThe competent authority of the Government of a Party to the Convention may inspect the Oil Record Book Part II on board any Ship to which this Annex applies while the Ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the Ship to certify that the copy is a true copy of such entry.
\nAny copy so made which has been certified by the master of the Ship as a true copy of an entry in the Oil Record Book Part II shall be made admissible in any juridical proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book Part II and taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed. * This sentence should only be inserted for the Oil Record Book of a tanker engaged in a specific trade.
\nLIST OF ITEMS TO BE RECORDED (A) Loading of oil cargo 1 Place of loading.
\n2 Type of oil loaded and identity of tank(s).
\n3 Total quantity of oil loaded (state quantity added, in m3 at 15oC and the total content of tank(s), in m3). (B) Internal transfer of oil cargo during voyage 4 Identity of tank(s): .1 from: .2 to: (state quantity transferred and total quantity of tank(s), in m3).
\n5 Was (were) the tank(s) in 4.1 emptied? (If not, state quantity retained, in m3.) (C) Unloading of oil cargo 6 Place of unloading.
\n7 Identity of tank(s) unloaded.
\n8 Was (were) the tank(s) emptied? (If not, state quantity retained, in m3.) (D) Crude oil washing (COW tankers only) (To be completed for each tank being crude oil washed) 9 Port where crude oil washing was carried out or ship's position if carried out between two discharge ports.
\n12 Time of start of washing.
\n13 Washing pattern employed.2 14 Washing line pressure.
\n15 Time washing was completed or stopped.
\n16 State method of establishing that tank(s) was (were) dry.
\n17 Remarks.3 (E) Ballasting of cargo tanks 18 Position of ship at start and end of ballasting.
\n19 Ballasting process: .1 identity of tank(s) ballasted; .2 time of start and end; and .3 quantity of ballast received.
\nIndicate total quantity of ballast for each tank involved in operation, in m3. (F) Ballasting of dedicated clean ballast tanks (CBT tankers only) 20 Identity of tank(s) ballasted.
\n21 Position of ship when water intended for flushing, or port ballast was taken to dedicated clean ballast tank(s).
\n22 Position of ship when pump(s) and lines were flushed to slop tank.
\n23 Quantity of the oily water which, after line flushing, is transferred to the slop tank(s) or cargo tank(s) in which slop is preliminarily stored (identify tank(s)). State total quantity, in m3.
\n24 Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).
\n25 Time and position of ship when valves separating the dedicated clean ballast tanks from cargo and stripping lines were closed.
\n26 Quantity of clean ballast taken on board, in m3. (G) Cleaning of cargo tanks 27 Identity of tank(s) cleaned.
\n28 Port or ship's position.
\n29 Duration of cleaning.
\n30 Method of cleaning.4 31 Tank washings transferred to: .1 reception facilities (state port and quantity, in m3)5; and .2 sloptank(s) or cargo tank(s) designated as sloptank(s) (identify tank(s); state quantity transferred and total quantity, in m3).
\n1 When an individual tank has more machines than can be operated simultaneously, as described in the Operations and Equipment Manual, then the section being crude oil washed should be identified, e.g.
\nNo.2 centre, forward section 2 In accordance with the Operations and Equipment Manual, enter whether single-stage or multi-stage method of washing is employed. If multi-stage method is used, give the vertical arc covered by the machines and the number of times that arc is covered for that particular stage of the programme.
\n3 If the programmes given in the Operations and Equipment Manual are not followed, then the reasons must be given under Remarks.
\n4 Hand-hosing, machine washing and/or chemical cleaning. Where chemically cleaned, the chemical concerned and amount used should be stated. (H) Discharge of dirty ballast 32 Identity of tank(s).
\n33 Time and position of ship at start of discharge into the sea.
\n34 Time and position of ship on completion of discharge into the sea.
\n35 Quantity discharged into the sea, in m3.
\n36 Ship's speed(s) during discharge.
\n37 Was the discharge monitoring and control system in operation during the discharge?
\n38 Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
\n39 Quantity of oily water transferred to slop tank(s) (identify slop tank(s). State totalquantity, in m3.
\n40 Discharged to shore reception facilities (identify port and quantity involved, in m3).5 (I) Discharge of water from slop tanks into the sea 41 Identity of slop tanks.
\n42 Time of settling from last entry of residues, or 43 Time of settling from last discharge.
\n44 Time and position of ship at start of discharge.
\n45 Ullage of total contents at start of discharge.
\n46 Ullage of oil/water interface at start of discharge.
\n47 Bulk quantity discharged, in m3 and rate of discharge, in m3 /hour.
\n48 Final quantity discharged, in m3 and rate of discharge, in m3/hour.
\n49 Time and position of ship on completion of discharge.
\n50 Was the discharge monitoring and control system in operation during the discharge?
\n51 Ullage of oil/ water interface on completion of discharge, in metres.
\n52 Ship's speed(s) during discharge.
\n53 Was regular check kept on the effluent and the surface of water in the locality of the discharge?
\n54 Confirm that all applicable valves in the ship's piping system have been closed on completion of discharge from the slop tanks. (J) Disposal of residues and oily mixtures not otherwise dealt with 55 Identity of tanks.
\n56 Quantity disposed of from each tank. (State the quantity retained, in m3.) 57 Method of disposal: .1 to reception facilities (identify port and quantity involved)5; .2 mixed with cargo (state quantity); .3 transferred to (an)other tank(s) (identify tank(s); state quantity transferred and total quantity in tank(s), in m3); and .4 other method (state which); state quantity disposed of, in m3. (K) Discharge of clean ballast contained in cargo tanks 58 Position of ship at start of clean ballast.
\n59 Identity of tank(s) discharged.
\n60 Was (were) the tank(s) empty on completion?
\n61 Position of ship on completion if different from 58.
\n62 Was a regular check kept on the effluent and the surface of the water in the ocality of the discharge? (L) Discharge of ballast from dedicated clean ballast tanks (CBT tankers only) 63. Identity of tank(s) discharged.
\n65 Time and position of ship on completion of discharge into the sea.
\n66 Quantity discharged, in m3: .1 into the sea; or .2 to reception facility (identify port).5 67 Was there any indication of oil contamination of the ballast water before or during ischarge into the sea?
\n68 Was the discharge monitored by an oil content meter?
\n69 Time and position of ship when valves separating dedicated clean ballast tanks rom the cargo and stripping lines were closed on completion of deballasting.
\n5 Ships' masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity or tank washings, dirty ballast, residues or oily mixtures transferred together with the time and date or the transfer. This receipt or certificate, if attached to the Oil Record Book Part II, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident.
\nThe receipt or the certificate should be kept together with the Oil Record Book Part II. (M) Condition of oil discharge monitoring and control system 70 Time of system failure.
\n71 Time when system has been made operational.
\n72 Reasons for failure. (N) Accidental or other exceptional discharges of oil 73 Time of occurrence.
\n74 Port or ship's position at time of occurrence.
\n75 Approximate quantity, in m3, and type of oil.
\n76 Circumstances of discharge or escape, the reasons therefore and general remarks. (O) Additional operational procedures and general remarks TANKERS ENGAGED IN SPECIFIC TRADES (P) Loading of ballast water 77 Identity of tank(s) ballasted.
\n78 Position of ship when ballasted.
\n79 Total quantity of ballast loaded in cubic metres.
\n80 Remarks. (Q) Re-allocation of ballast water within the ship 81. Reason for re-allocation. (R) Ballast water discharge to reception facility 82 Port(s) where ballast water was discharged.
\n83 Name or designation of reception facility.
\n84 Total quantity of ballast water discharged in cubic metres.
\n85 Date, signature and stamp of port authority official.
\nName of ship ……………………………………………………………………………………………...
\nDistinctive number or letters ………………………………………………………………………… CARGO/BALLAST OPERATIONS (OIL TANKERS) Date Code (letter) Item (number) Record of operations/signature of officer in charge Signature of master ……………………………………… Annex II of MARPOL 73/78 Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
\nGENERAL Regulation 1 Definitions For the purposes of this Annex:
\n1 Anniversary date means the day and the month of each year which will correspond to the date of expiry of the International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk.
\n2 Associated piping means the pipeline from the suction point in a cargo tank to the shore connection used for unloading the cargo and includes all ship's piping, pumps and filters which are in open connection with the cargo unloading line.
\n3 Ballast water Clean ballast means ballast water carried in a tank which, since it was last used to carry a cargo containing a substance in Category X, Y or Z, has been thoroughly cleaned and the residues resulting there from have been discharged and the tank emptied in accordance with the appropriate requirements of this Annex.
\nSegregated ballast means ballast water introduced into a tank permanently allocated to the carriage of ballast or cargoes other than oil or Noxious Liquid Substances as variously defined in the Annexes of the present Convention, and which is completely separated from the cargo and oil fuel system.
\n4 Chemical Codes Bulk Chemical Code means the Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.20(22), as amended by the Organization, provided that such amendments are adopted and brought into force in accordance with the provisions of article 16 of the present Convention concerning amendment procedures applicable to an appendix to an Annex.
\nInternational Bulk Chemical Code means the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.19(22), as amended by the Organization, provided that such amendments are adopted and brought into force in accordance with the provisions of article 16 of the present Convention concerning amendment procedures applicable to an appendix to an Annex.
\n5 Depth of water means the charted depth.
\n6 En route means that the ship is under way at sea on a course or courses, including deviation from the shortest direct route, which as far as practicable for navigational purposes, will cause any discharge to be spread over as great an area of the sea as is reasonable and practicable.
\n7 Liquid substances are those having a vapour pressure not exceeding 0.28 MPa absolute at a temperature of 37.8°C.
\n8 Manual means Procedures and Arrangements Manual in accordance with the model given in appendix 6 of this Annex.
\n9 Nearest land. The term \"from the nearest land\" means from the baseline from which the territorial sea in question is established in accordance with international law, except that, for the purposes of the present Convention \"from the nearest land\" off the north-eastern coast of Australia shall mean from the line drawn from a point on the coast of Australia in: latitude 11°00' S, longitude 142°08' E to a point in latitude 10°35' S, longitude 141°55' E, thence to a point latitude 10°00' S, longitude 142°00' E, thence to a point latitude 9°10' S, longitude 143°52' E, thence to a point latitude 9°00' S, longitude 144°30' E, thence to a point latitude 10°41' S, longitude 145°00' E, thence to a point latitude 13°00' S, longitude 145°00' E, thence to a point latitude 15°00' S, longitude 146°00' E, thence to a point latitude 17°30' S, longitude 147°00' E, thence to a point latitude 21°00' S, longitude 152°55' E, thence to a point latitude 24°30' S, longitude 154°00' E, thence to a point on the coast of Australia in latitude 24°42' S, longitude 153°15' E.
\n10 Noxious Liquid Substance means any substance indicated in the Pollution Category column of chapter 17 or 18 of the International Bulk Chemical Code or provisionally assessed under the provisions of regulation 6.3 as falling into Category X, Y or Z.
\n11 PPM means ml/m3.
\n12 Residue means any noxious liquid substance which remains for disposal.
\n13 Residue/water mixture means residue to which water has been added for any purpose (e.g. tank cleaning, ballasting, bilge slops).
\n14 Ship construction 14.1 Ship constructed means a ship the keel of which is laid or which is at a similar stage of construction. A ship converted to a chemical tanker, irrespective of the date of construction, shall be treated as a chemical tanker constructed on the date on which such conversion commenced. This conversion provision shall not apply to the modification of a ship, which complies with all of the following conditions: .1 the ship is constructed before 1 July 1986; and .2 the ship is certified under the Bulk Chemical Code to carry only those products identified by the Code as substances with pollution hazards only.
\n14.2 Similar stage of construction means the stage at which: .1 construction identifiable with a specific ship begins; and .2 assembly of that ship has commenced comprising at least 50 tons or one per cent of the estimated mass of all structural material, whichever is less.
\n15 Solidifying/non-solidifying 15.1 Solidifying Substance means a noxious liquid substance which: .1 in the case of a substance with a melting point of less than 15°C which is at a temperature of less than 5°C above its melting point at the time of unloading; or .2 in the case of a substances with a melting point of equal to or greater than 15°C which is at a temperature of less than 10°C above its melting point at the time of unloading.
\n15.2 Non-solidifying Substance means a noxious liquid substance, which is not a Solidifying Substance.
\n16 Tanker 16.1 Chemical tanker means a ship constructed or adapted for the carriage in bulk of any liquid product listed in chapter 17 of the International Bulk Chemical Code;
\n16.2 NLS tanker means a ship constructed or adapted to carry a cargo of Noxious Liquid Substances in bulk and includes an \"oil tanker\" as defined in Annex I of the present Convention when certified to carry a cargo or part cargo of Noxious Liquid Substances in bulk.
\n17 Viscosity 17.1 High-Viscosity Substance means a noxious liquid substance in Category X or Y with a viscosity equal to or greater than 50 mPa.s at the unloading temperature.
\n17.2 Low-Viscosity Substance means a noxious liquid substance, which is not a High-Viscosity Substance.
\nRegulation 2 Application 1 Unless expressly provided otherwise the provisions of this Annex shall apply to all ships certified to carry Noxious Liquid Substances in bulk.
\n2 Where a cargo subject to the provisions of Annex I of the present Convention is carried in a cargo space of an NLS tanker, the appropriate requirements of Annex I of the present Convention shall also apply.
\nRegulation 3 Exceptions 1 The discharge requirements of this Annex shall not apply to the discharge into the sea of Noxious Liquid Substances or mixtures containing such substances when such a discharge: .1 is necessary for the purpose of securing the safety of a ship or saving life at sea; or .2 results from damage to a ship or its equipment: .1 provided that all reasonable precautions have been taken after the occurrence of the damage or discovery of the discharge for the purpose of preventing or minimizing the discharge; and .2 except if the owner or the master acted either with intent to cause damage, or recklessly and with knowledge that damage would probably result; or .3 is approved by the Administration, when being used for the purpose of combating specific pollution incidents in order to minimize the damage from pollution. Any such discharge shall be subject to the approval of any Government in whose jurisdiction it is contemplated the discharge will occur.
\nRegulation 4 Exemptions 1 With respect to amendments to carriage requirements due to the upgrading of the categorization of a substance, the following shall apply: .1 where an amendment to this Annex and the International Bulk Chemical Code and Bulk Chemical Code involves changes to the structure or equipment and fittings due to the upgrading of the requirements for the carriage of certain substances, the Administration may modify or delay for a specified period the application of such an amendment to ships constructed before the date of entry into force of that amendment, if the immediate application of such an amendment is considered unreasonable or impracticable. Such relaxation shall be determined with respect to each substance; .2 the Administration allowing a relaxation of the application of an amendment under this paragraph shall submit to the Organization a report giving details of the ship or ships concerned, the cargoes certified to carry, the trade in which each ship is engaged and the justification for the relaxation, for circulation to the Parties to the Convention for their information and appropriate action, if any and reflect the exemption on the Certificate as referred to in regulation 7 or 9 of this Annex; .3 Notwithstanding the above, an Administration may exempt ships from the carriage requirements under regulation 11 for ships certified to carry individually identified vegetable oils identified by the relevant footnote in chapter 17 of the IBC Code, provided the ship complies with the following conditions: .3.1 Subject to this regulation, the NLS tanker shall meet all requirements for ship type 3 as identified in the IBC Code except for cargo tank location; .3.2 under this regulation, cargo tanks shall be located at the following distances inboard. The entire cargo tank length shall be protected by ballast tanks or spaces other than tanks that carry oil as follows: .3.2.1 wing tanks or spaces shall be arranged such that cargo tanks are located inboard of the moulded line of the side shell plating nowhere less than 760 mm; .3.2.2 double bottom tanks or spaces shall be arranged such that the distance between the bottom of the cargo tanks and the moulded line of the bottom shell plating measured at right angles to the bottom shell plating is not less than B/15 (m) or 2.0 m at the centreline, whichever is the lesser. The minimum distance shall be 1.0 metre; and .3.3.3 the relevant certificate shall indicate the exemption granted.
\n2 Subject to the provisions of paragraph 3 of this regulation, the provisions of regulation 12.1 need not apply to a ship constructed before 1 July 1986 which is engaged in restricted voyages as determined by the Administration between: .1 ports or terminals within a State Party to the present Convention; or .2 ports or terminals of States Parties to the present Convention.
\n3 The provisions of paragraph 2 of this regulation shall only apply to a ship constructed before 1 July 1986 if: .1 each time a tank containing Category X, Y or Z substances or mixtures is to be washed or ballasted, the tank is washed in accordance with a prewash procedure approved by the Administration in compliance with appendix 6 of this Annex, and the tank washings are discharged to a reception facility; .2 subsequent washings or ballast water are discharged to a reception facility or at sea in accordance with other provisions of this Annex; .3 the adequacy of the reception facilities at the ports or terminals referred to above, for the purpose of this paragraph, is approved by the Governments of the States Parties to the present Convention within which such ports or terminals are situated; .4 in the case of ships engaged in voyages to ports or terminals under the jurisdiction of other States Parties to the present Convention, the Administration