01 Marpol 73/78 (MEPC.141(54), MEPC.116(51), MEPC.117(52), MEPC.118(52), MEPC.143(54)) - Netherlands Regulatory Framework (NeRF)

Conventions v

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Ingangsdatum: 01-10-1983

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Annex II Regulations for the control of pollution by Noxious Liquid Substances in Bulk

Appendices to Annex II

Appendix I Guidelines for the categorization of noxious liquid substances

[Niet geldig (geldigheid van 1986-04-06 tot en met 2006-12-31)]

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Appendix II List of noxious liquid substances carried in bulk

Substance	UN Number	Pollution Category for Operational Discharge	Residual concentration (percent by weight)
	UN Number	Regulation 3 of Annex II	Regulation 5(1) of Annex II	Regulation 5(7) of Annex II
	I	II	III Outside special areas	IV Within special areas
Acetaldehyde	1089	C
Acetic acid	1842	C
Acetic anhydride	1715	C
Acetone	1090	D
Acetone cyanohydrin	1541	A	0.1	0.05
Acretyl chloride	1717	C
Acrolein	1092	A
Acrylic acid*	-	C	0.1	0.05
Acrylonitrile	1093	B
Adiponitrile	-	D
Alkybenzene sulfonate	-
(straight chain)		C
(branched chain)		B
Allyl alcohol	1098	B
Allyl chloride	1100	C
Alum (15% solution)	-	D
Aminoethyletanolamine
(Hydroxyethyl-ethylen- endiamine)*	-	D
Ammonia	1005	B
(28% aqueous)
iso-Amyl acetate	1104	C
n-Amyl acetate	1104	C
n-Amyl alcohol	-	D
Aniline	1547	C

* Asterisk indicates that the substance has been provisionally included in this list and that further data are necessary in order to complete the evaluation of its environmental hazards, particularly in relation to living resources.

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Appendix III List of other liquid substances

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Appendix IV Cargo Record Book for ships carrying noxious liquid subst. in bulk

Name of ship ........
Cargo carrying capacity of each tank in cubic metres .........................................................................
Voyage from .............................................................. to .....................................................................

(a) Loading of cargo
1. Data and place of loading
2. Name and category of cargo(es) loaded
3. Identity of tank(s) loaded

(b) Transfer of cargo
4. Date of transfer
5. identity of tank(s)
(i) From
(ii) To
6. Was(were) tank(s) in 5(i) emptied?
7. If not, quantity remaining

(c) Unloading of cargo
8. Date and place of unloading
9. Identity of tank(s) unloaded
10. Was(were)tank(s) emptied?
11. If not, quantity remaining in tank(s)
12. Is(are) tank(s) to be cleaned?
13. Amount transferred to slop tank
14. Identity of slop tank

(d) Ballasting of cargo tanks
15. Identity of tank(s) ballasted
16. Date and position of ship at start of ballasting

(e) Cleaning of cargo tanks

Category A substance
17. Identity of tank(s) cleaned
18. Date and location of cleaning
19. Method(s) of cleaning
20. Location of reception facility used
21. Concentration of effluent when discharge to reception facility stopped
22. Quantity remaining in tank

............................................................................................................................. Signature of Master

23. Procedure and amount of water introduced into tank in final cleaning
24. Location, date of discharge into sea
25. Procedure and equipment used in discharge into the sea

Category B, C and D substances
26. Washing procedure used
27. Quantity of water used
28. Date, location of discharge into sea
29. Procedure and equipment used in discharge into the sea

(f) Transfer of dirty ballast water
30. Identity of tank(s)
31. Date and position of ship at start of discharge into sea
32. Date and position of ship at finish of discharge into sea
33. Ship’s speed(s) during discharge
34. Quantity discharged into sea
35. Quantity of polluted water transferred to slop tank(s) (identify slop tank(s))
36. Date and port of discharge to shore reception facilities (if applicable)

(g) Transfer from slop tank/disposal of residue
37. Identity of slop tank(s)
38. Quantity disposed from each tank
39. Method of disposal of residue:
(a) Reception facilities
(b) Mixed with cargo
(c) Transferred to another(other) tank(s) (identify tank(s))
(d) Other method
40. Date and port of disposal of residue

(h) Accidental or other exceptional discharge
41. Date and time of occurrence
42. Place or position of ship at time of occurrence
43. Approximate quantity, name and category of substance
44. Circumstances of discharge or escape and general remarks.

.............................................................................................................................. Signature of Master

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Appendix V Form of NLS Certificate

INTERNATIONAL POLLUTION PREVENTION CERTIFICATE FOR THE CARRIAGE OF NOXIOUS LIQUID SUBSTANCES IN BULK(1973)

(Note: This Certificate shall be supplemented in the case of a chemical tanker by the certificate required pursuant to the provisions or Regulation 13(3) of Annex II of the Convention)

(Official Seal)

Issued under the provisions of the International Convention for the Prevention of Pollution from ships, 1973, under the authority of the Government of . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . (full official designation of the country) by. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (full official designation of the competent person or organization authorized under the provisions of the International Convention for the Prevention of Pollution from Ships, 1973)

THIS IS TO CERTIFY:
1. That the ship has been surveyed in accordance with the provisions of Regulation 10 of Annex II of the Convention.
2. That the survey showed that the design, construction and equipment of the ship are such as to minimize the uncontrolled discharge into the sea of noxious liquid substances.
3. That the following arrangements and procedures have been approved by the Administration in connexion with the implementation of Regulation 5 of Annex II of the Conventions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Continued on the annexed signed and dated sheet(s)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
This certificate is valid, until. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . subject to intermediate survey(s) at intervals of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Issued at . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (place of issue of Certificate) . . . . . . . . . . . . . . . . . . . . .19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . (Signature of duly authorized official issuing the Certificate)
(Seal or stamp of the issuing Authority, as appropriate)
Intermediate surveys

This is to certify that at an intermediate survey required by Regulation 10(1)(c) of Annex II of the Convention, this ship and the condition thereof are found to comply with the relevant provisions of the Convention.
Signed . . . . . . . . . . . . . . . . . . . . . . . . .
(Signature of duly authorized official)
Place . . . . . . . . . . . . . . . . . . . . . . . . . .
Date . . . . . . . . . . . . . . . . . . . . . . . . . . .
(Seal or stamp of the Authority, as appropriate)
Signed . . . . . . . . . . . . . . . . . . . . . . . . .
(Signature of duly authorized official)
Place . . . . . . . . . . . . . . . . . . . . . . . . . .
Date . . . . . . . . . . . . . . . . . . . . . . . . . . .
(Seal or stamp of the Authority, as appropriate)
Under the provisions or Regulation 12(2) and (4) of Annex II of the Convention the validity of this Certificate is extended until . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Signed . . . . . . . . . . . . . . . . . . . . . . . . .
(Signature of duly authorized official)
Place . . . . . . . . . . . . . . . . . . . . . . . . . .
Date . . . . . . . . . . . . . . . . . . . . . . . . . . .
(Seal or stamp of the Authority, as appropriate)

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P&A manual Adoption of the standards for procedures and arrangements for the discharge of noxious liquid substances

ADOPTED ON 5 DECEMBER 1985
THE MARINE ENVIRONMENT PROTECTION COMMITTEE,

RECALLING Article 38 of the Convention on the International Maritime Organization concerning the functions of the Committee,

NOTING resolution MEPC 16(22) by which it adopted amendments to the Annex of the Protocol of 1978 relating to the International Convention for the Prevention of Pollution from Ships, 1973 (the 1978 Protocol) which introduced, inter alia, the concepts of efficient stripping of cargo tanks and mandatory prewash of unloaded tanks for certain noxious liquid substances, under Annex II of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the 1978 Protocol (MARPOL 73/78).

NOTING ALSO that Regulations 5, 5A and 8 of Annex II of MARPOL 73/78, as amended, call upon the Organization to develop standards for procedures and arrangements for the discharge of noxious substances into the sea, for procedures for assessing the residues in cargo tanks and associated pipings and for procedures for the removal of cargo residues from tanks by prewashing or ventilating such tanks, with a view to providing a uniform basis for the guidance of Parties to the 1978 Protocol in approving such procedures and arrangements,

NOTING FURTHER resolution A.544(13) by which the Assembly adopted the Standards for Procedures and Arrangements called for by Annex II of MARPOL 73/78 and requested the Committee to keep the Standards under review in the light of the experience gained from trial application of them and other developments,

HAVING CONSIDERED the revision of the Standards for Procedures and Arrangements called for by Annex II of MARPOL 73/78 to bring them in line with the above-mentioned amendments,
1. ADOPTS the Standards for Procedures and Arrangements for the Discharge of Noxious Liquid Substances (called for by Annex II of MARPOL 73/78), the text of which is given in the Annex to the present resolution to supersede the Standards annexed to resolution A.544(13);
2. REQUESTS the Secretary-General to transmit a copy of the present resolution, together with the text of the Standards, to all Members of the Organization and to all Parties to the 1978 Protocol which are not Members of the Organization

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Preamble

[Niet geldig (geldigheid van 1987-04-06 tot en met 2006-12-31)]

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4.2 Prewash of category A substances from cargo tanks

4.2.1 Annex II requires that when a cargo tank that has contained a category A substance is washed, the resulting residue/water mixtures be discharged to a reception facility until the concentration of the substance in the effluent is at or below a specified value and until the tank is empty. Where it is found to be impracticable to measure the concentration of the substance in the effluent, a prewash procedure in accordance with appendix B should be applied in conformity with regulation 8(4).

4.2.2 The residue/water mixture generated during the prewash should be discharged to a reception facility in accordance with regulation 8.

4.2.3 Any water subsequently introduced into the cargo tank may be discharged into the sea in accordance with the requirements of regulation 5(1) or regulation 5(7) in respect of the ship's position, speed and discharge outlet location.

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4.2 Pumping and stripping*

[Niet geldig (geldigheid van 1994-07-01 tot en met 2006-12-31)]

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4.3 Ventilation of Category A substances from cargo tanks

[Niet geldig (geldigheid van 1987-04-06 tot en met 2006-12-31)]

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7.2 Discharge of Category D residues

[Niet geldig (geldigheid van 1987-04-06 tot en met 2006-12-31)]

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7.3 Ventilation of Category D substances from cargo tanks

[Niet geldig (geldigheid van 1987-04-06 tot en met 2006-12-31)]

9.1 General

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9.2 Prewash of a Category A substance from a cargo tank

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9.3 Ventilation of Category A substances from cargo tanks

[Niet geldig (geldigheid van 1987-04-06 tot en met 2006-12-31)]

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12.1 General

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12.2 Discharge of Category D residues

[Niet geldig (geldigheid van 1987-04-06 tot en met 2006-12-31)]

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12.3 Ventilation of Category D substances from cargo tanks

[Niet geldig (geldigheid van 1987-04-06 tot en met 2006-12-31)]

[Niet geldig (geldigheid van 1987-04-06 tot en met 2006-12-31)]

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Section 4 Procedures relating to the cleaning of cargo tanks, the discharge of residues, ballasting and deballasting

4.1 This section contains operational procedures in respect of tank cleaning, ballast and slops handling which must be followed in order to ensure compliance with the requirements of Annex II.

4.2 The following paragraphs outline the sequence of actions to be taken and contain the information essential to ensure that noxious liquid substances are discharged without posing a threat of harm to the marine environment.

4.3 Establish if the last cargo in the tank is included in the ship's approved list of noxious liquid substances (see table 1). If not included, no special tank cleaning, residue discharge, ballasting and deballasting procedures apply under the provisions of Annex II.

4.4 If the last cargo in the tank is included in the above-mentioned list, the information necessary to establish the procedures for discharging the residue of that cargo, cleaning, ballasting and deballasting the tanks, should take into account the following;
4.4.1 Category of substance
Obtain the category of the substance from table 1.
4.4.2 Stripping efficiency of tank pumping system
The contents of this section will depend on the design of the ship and whether it is a new ship or existing ship. (See flow diagrams - pumping/ stripping requirements.)
4.4.3 Vessel within or outside special area
This section should contain instructions on whether the tank washings can be discharged into the sea within a special area (as defined in section 1.3) or outside special area. The different requirements should be made clear and will depend on the design and trade of the ship.
4.4.4 Solidifying or high-viscosity substance
The properties of the substance should be obtained from the shipping documents.
4.4.5 Miscibility in water
This property of the substance should be obtained from table 1.

Note: This section should be completed only for existing ships and only for Category B substances.

4.4.6 Compatibility with slops containing other substances
This section should contain instructions on the permissible and non- permissible mixing of cargo slops. Reference should be made to compatibility guides.
4.4.7 Discharge to reception facility
This section should identify those substances the residues of which are required to be prewashed and discharged to a reception facility.
4.4.8 Discharging into the sea
This section should contain information on the factors to be considered in order to identify whether the residue/water mixtures are permitted to be discharged into the sea.
4.4.9 Use of cleaning agents or additives
This section should contain information on the use and disposal of cleaning agents (e.g. solvent used for tank cleaning) and additives to tank washing water (e.g. detergents).
4.4.10 Use of ventilation procedures for tank cleaning
This section should make reference to table 1 to ascertain the suitability of the use of ventilation procedures.

4.5 Having assessed the above information, the correct operational procedures to be followed should be identified using the instructions and flow diagrams in this section. Appropriate entries should be made in the Cargo Record Book indicating the procedure adopted.
This section should contain procedures, which will depend on the age of the ship and pumping efficiency, based on the Standards.
Examples of flow diagrams referred to in this section are given at addendum A and incorporate comprehensive requirements applicable to both new and existing ships. The Manual for a particular ship should only contain those requirements specifically applicable to that ship. The Manual should contain the following information and procedures.
Table 1: List of noxious liquid substances allowed to be carried.
Table 2: Cargo tank information.
Addendum A: Flow diagrams.
Addendum B: Prewash procedures.
Addendum C: Ventilation procedures.
Addendum D: Determination of permitted residue discharge rates for Category B substances required.
[Outlines of the above tables and addenda follow.]

Table - List of noxious liquid substances allowed to be carried

* Tank numbers (tank groups) should be identical to those in the ship's Certificate of Fitness.

Table 2 - Cargo tank information

[Niet geldig (geldigheid van 2001-01-01 tot en met 2006-12-31)]

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Annex IV Regulations for the prevention of pollution by sewage from ships

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Annex I Regulations for the Prevention of Pollution by Oil

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Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

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Ch. I General

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

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Reg 1 Definitions

For the purpose of this Annex:

(1) "Oil" means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products (other than petrochemicals which are subject to the provisions of Annex II of the present Convention) and, without limiting the generality of the foregoing, includes the substances listed in Appendix I to this Annex.

(2) "Oily mixture" means a mixture with any oil content.

(3) "Oil fuel" means any oil used as fuel in connection with the propulsion and auxiliary machinery of the ship in which such oil is carried.

(4) "Oil tanker" means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes combination carriers and any "chemical tanker" as defined in Annex II of the present Convention when it is carrying a cargo or part cargo of oil in bulk.

(5) "Combination carrier" means a ship designed to carry either oil or solid cargoes in bulk.

(6) "New ship" means a ship:

(a) for which the building contract is placed after 31 December 1975; or
(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction after 30 June 1976; or
(c) the delivery of which is after 31 December 1979; or
(d) which has undergone a major conversion:
(i) for which the contract is placed after 31 December 1975; or
(ii) in the absence of a contract, the construction work of which is begun after 30 June 1976; or
(iii) which is completed after 31 December 1979.
(7) "Existing ship" means a ship which is not a new ship.

(8) (a) "Major conversion" means a conversion of an existing ship:

(i) which substantially alters the dimensions or carrying capacity of the ship; or
(ii) which changes the type of the ship; or
(iii) the intent of which in the opinion of the Administration is substantially to prolong its life; or
(iv) which otherwise so alters the ship that, if it were a new ship, it would become subject to relevant provisions of the present Convention not applicable to it as an existing ship. (b) Notwithstanding the provisions of sub paragraph (a) of this paragraph, conversion of an existing oil tanker of 20,000 tons deadweight and above to meet the requirements of Regulation 13 of this Annex shall not be deemed to constitute a major conversion for the purposes of this Annex.

(9) "Nearest land". The term "from the nearest land" means from the baseline from which the territorial sea of the territory 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 a line drawn from a point on the coast of Australia in

latitude 11° 00' South, longitude 142° 08' East to a point in
latitude 10° 35' South, longitude 141° 55' East, thence to a point
latitude10° 00' South, longitude 142° 00' East, thence to a point
latitude 9° 10' South, longitude 143° 52' East, thence to a point
latitude 9° 00' South, longitude 144° 30' East, thence to a point
latitude13° 00' South, longitude 144° 00' East, thence to a point
latitude15° 00' South, longitude 146° 00' East, thence to a point
latitude18° 00' South, longitude 147° 00' East, thence to a point
latitude21° 00' South, longitude 153° 00' East, thence to a point
on the coast of Australia in latitude 24° 42' South, longitude 153° 15' East.
(10) "Special area" means a sea area where for recognized technical reasons in relation to its oceanographical and ecological condition and to the particular character of its traffic the adoption of special mandatory methods for the prevention of sea pollution by oil is required. Special areas shall include those listed in Regulation 10 of this Annex.

(11) "Instantaneous rate of discharge of oil content" means the rate of discharge of oil in litres per hour at any instant divided by the speed of the ship in knots at the same instant.

(12) "Tank" means an enclosed space which is formed by the permanent structure of a ship and which is designed for the carriage of liquid in bulk.

(13) "Wing tank" means any tank adjacent to the side shell plating.

(14) "Centre tank" means any tank inboard of a longitudinal bulkhead.

(15) "Slop tank" means a tank specifically designated for the collection of tank drainings, tank washings and other oily mixtures.

(16) "Clean ballast" means the ballast in a tank which since oil was last carried therein, has been so cleaned that effluent therefrom if it were discharged from a ship which is stationary into clean calm water on a clear day would not produce visible traces of oil on the surface of the water or on adjoining shorelines or cause a sludge of emulsion to be deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is discharged through an oil discharge monitoring and control system approved by the Administration, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15 parts per million shall be determinative that the ballast was clean, notwithstanding the presence of visible traces.

(17) "Segregated ballast" means the ballast water introduced into a tank which is completely separated from the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast or to the carriage of ballast or cargoes other than oil or noxious substances as variously defined in the Annexes of the present Convention.

(18) "Length" (L) means 96 per cent of the total length on a waterline at 85 per cent of the least moulded depth measured from the top of the keel, or the length from the foreside of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline on which this length is measured shall be parallel to the designed waterline. The length (L) shall be measured in metres.

(19) "Forward and after perpendiculars" shall be taken at the forward and after ends of the length (L). The forward perpendicular shall coincide with the foreside of the stem on the waterline on which the length is measured.

(20) "Amidships" is at the middle of the length (L).

(21) "Breadth" (B) means the maximum breadth of the ship, measured amidships to the moulded line of the frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any other material. The breadth (B) shall be measured in metres.

(22) "Deadweight" (DW) means the difference in metric tons between the displacement of a ship in water of a specific gravity of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship.

(23) "Lightweight" means the displacement of a ship in metric tons without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores, and passengers and crew and their effects.

(24) "Permeability" of a space means the ratio of the volume within that space which is assumed to be occupied by water to the total volume of that space.

(25) "Volumes" and "areas" in a ship shall be calculated in all cases to moulded lines.

(26) Notwithstanding the provisions of paragraph (6) of this Regulation, for the purposes of Regulations 13, 13B, 13E, and 18(5) of this Annex, "new oil tanker" means an oil tanker:

(a) for which the building contract is placed after 1 June 1979; or
(b) in the absence of a building contract, the keel of which is laid, or which is at a similar stage of construction after 1 January 1980; or
(c) the delivery of which is after 1 June 1982; or
(d) which has undergone a major conversion:
(i) for which the contract is placed after 1 June 1979; or
(ii) in the absence of a contract, the construction work of which is begun after 1 January 1980; or
(iii) which is completed after 1 June 1982; except that, for oil tankers of 70,000 tons deadweight and above, the definition in paragraph (6) of this Regulation shall apply for the purposes of Regulation 13(1) of this Annex.

(27) Notwithstanding the provisions of paragraph (7) of this Regulation, for the purposes of Regulations 13, 13A, 13B, 13C, 13D and 18(6) of this Annex, "existing oil tanker" means an oil tanker which is not a new oil tanker as defined in paragraph (26) of this Regulation.

(28) "Crude oil" means any liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to render it suitable for transportation and includes:
(a) crude oil from which certain distillate fractions may have been removed; and
(b) crude oil to which certain distillate fractions may have been added.

(29) "Crude oil tanker" means an oil tanker engaged in the trade of carrying crude oil.

(30) "Product carrier" means an oil tanker engaged in the trade of carrying oil other than crude oil.

[Niet geldig (geldigheid van 1996-03-03 tot en met 2006-12-31)]

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Ch. II Requirements for control of operational pollution

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

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Reg.09 Control of discharge of oil

(1) Subject to the provisions of Regulations 10 and 11 of this Annex and paragraph (2) of this Regulation, any discharge into the sea of oil or oily mixtures from ships to which this Annex applies shall be prohibited except when all the following conditions are satisfied:
(a) for an oil tanker, except as provided for in sub-paragraph (b) of this paragraph:

(i) the tanker is not within a special area;
(ii) the tanker is more than 50 nautical miles from the nearest land;
(iii) the tanker is proceeding en route;
(iv) the instantaneous rate of discharge of oil content does not exceed 60 litres per nautical mile;
(v) the total quantity of oil discharged into the sea does not exceed for existing tankers 1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and for new tankers 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and
(vi) the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required by Regulation 15 of this Annex. (b) from a ship of 400 tons gross tonnage and above other than an oil tanker and from machinery space bilges excluding cargo pump room bilges of an oil tanker unless mixed with oil cargo residue:

(i) the ship is not within a special area;
(ii) the ship is more than 12 nautical miles from the nearest land;
(iii) the ship is proceeding en route;
(iv) the oil content of the effluent is less than 100 parts per million; and
(v) the ship has in operation an oil discharge monitoring and control system, oily water separating equipment, oil filtering system or other installation as required by Regulation 16 of this Annex.
(2) In the case of a ship of less than 400 tons gross tonnage other than an oil tanker whilst outside the special area, the Administration shall ensure that it is equipped as far as practicable and reasonable with installations to ensure the storage of oil residues on board and their discharge to reception facilities or into the sea in compliance with the requirements of paragraph (1)(b) of this Regulation.

(3) 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, Governments of Parties to the 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 or Regulation 10 of this Annex. 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.

(4) The provisions of paragraph (1) of this Regulation shall not apply to the discharge of clean or segregated ballast. The provisions of sub-paragraph (1)(b) of this Regulation shall not apply to the discharge of oily mixture which without dilution has an iol content not exceeding 15 parts per million.

(5) 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.

(6) The oil residues which cannot be discharged into the sea in compliance with paragraphs (1), (2) and (4) of this Regulation shall be retained on board or discharged to reception facilities.

Unified Interpretation

3 Controls of discharge of oil

Reg. 9(1)

3.1 Discharges from machinery space bilges of oil tankers

3.1.1 The wording "from machinery space bilges excluding cargo pump-room bilges of an oil tanker unless mixed with oil cargo residue" in regulation 9(1)(b) should be interpreted as follows:
.1 regulation 9(1)(a) applies to:
.1.1 discharges of oil or oily mixture from machinery space bilges of oil tankers where mixed with cargo oil residue or when transferred to slop tanks;and
.1.2 discharges from cargo pump-room bilges of oil tankers.
.2 Regulation 9(1)(b) applies to discharges from machinery space bilges of oil tankers other than those referred to above.

3.1.2 The above interpretation should not be construed as relaxing any existing prohibition of piping arrangements connecting the engine-room and slop tanks which may permit cargo to enter the machinery spaces. Any arrangements provided for machinery space bilge discharges into slop tanks should incorporate adequate means to prevent any backflow of liquid cargo or gases into the machinery spaces. Any such arrangements do not constitute a relaxation of the requirements of regulation 16 with respect to oil discharge monitoring and control system and oily-water separating equipment.

Reg.9(1)(a)

3.2 Total quantity of discharge

3.2.1 The phrase "the total quantity of the particular cargo of which the residue formed a part" in regulation 9(1)(a)(v) relates to the total quantity of the particular cargo which was carried on the previous voyage and should not be construed as relating only to the total quantity of cargo which was contained in the cargo tanks into which water ballast was subsequently loaded.

Reg.9(1), 10(3)

1. One of the conditions for the discharge of oil specified in regulations 9 and 10 is that the ship discharge through oily-water separating or filtering equipment, oil discharge monitoring and control system, and other related equipment. For existing ships, a three year period of grace is allowed for the installation of such equipment.

2. Regulations 9(1)(a)(vi) and (b)(v) refer to equipment as required by regulations 15 and 16 respectively. Therefore, during the three year period of grace, existing ships may discharge oily wastes under the conditions specified in regulations 9(1)(a)(i) through (v) and (b)(i) through (iv) without such equipment.

3. However, under regulation 10(3)(b)(v), one of the conditions for discharge of oily waste is that the ship has in operation oil filtering equipment complying with regulation 16. Therefore, within special areas, no discharge should be allowed for existing ships without oil filtering equipment during the three year period of grace.

4. Oil filtering equipment is not required for ships less than 10,000 grt so there is no period of grace for such installations.

Reg.9(4)

3.3 Discharges from ships of 400 tons gross tonnage and above but less than 10,000 tons gross tonnage within 12 miles from the nearest land
3.3.1 Ships of 400 grt and above but less than 10,000 grt, except those carrying large quantities of oil fuel are required to be fitted with oily-water separating equipment certified for an effluent with oil content of less than 100ppm complying with the provisions of Regulation 16(6). Such ships may, however, be fitted with oil filtering equipment certified for an effluent with oil content not exceeding 15 ppm. This equipment may or may not be provided with an alarm arrangement as referred to in Regulation 16(7).

3.3.2 Such ships, whether or not provided with alarm arrangements, may discharge, within 12 nautical miles from the nearest land but outside special areas, oily mixture which without dilution has an oil content not exceeding 15 ppm. It is, however, recommended that an alarm arrangement in accordance with Regulation 16(7) be provided on such ships and be in operation for such discharges, so that ship's crew can ascertain that the oil content of the effluent does not exceed 15 ppm.

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

Permanente link

Reg.10 Methods for the prevention of oil pollution from ships while operating in special areas

(1) For the purpose of this Annex the special areas are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the "Gulfs area" which are defined as follows:
(a) The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41ºN parallel and bounded to the west by the Straits of Gibraltar at the meridian of 5º 36' W.
(b) The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57º 44.8'N.
(c) The Black Sea area means the Black Sea proper with the boundary between the Mediterranean and the Black Sea constituted by the parallel 14º N.
(d) The Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (12º 8.5'N, 43º 19.6'E) and Husn Murad (12º 40.4'N, 43º 30.2'E).
(e) The Gulfs area means the sea area located north west of the rhumb line between Ras al Hadd (22º 30'N, 59º 48'E) and Ras Al Fasteh (25º 04'N, 6 1º 25'E).

(2) (a) Subject to the provisions of Regulation 11 of this Annex, any discharge into the sea of oil or oily mixture from any oil tanker and any ship of 400 tons gross tonnage and above other than an oil tanker shall be prohibited, while in a special area
(b)Such ships while in a special area shall retain on board all oil drainage and sludge, dirty ballast and tank washing waters and discharge them only to reception facilities.

(3) (a) Subject to the provisions of Regulation 11 of this Annex, any discharge into the sea of oil or oily mixture from a ship of less than 400 tons gross tonnage, other than an oil tanker, shall be prohibited while in a special area, except when the oil content of the effluent without dilution does not exceed 15 parts per million or alternatively when all of the following conditions are satisfied:

(i) the ship is proceeding en route;
(ii) the oil content of the effluent is less than 100 parts per million; and
(iii) the discharge is made as far as practicable from the land, but in no case less than 12 nautical miles from the nearest land.
(b)No discharges into the sea shall contain chemicals or other substances in quantities or concentration which are hazardous to the marine environment or chemical or other substances introduced for the purpose of circumventing the conditions of discharge specified in this Regulation.
(c)The oil residues which cannot be discharged into the sea in compliance with sub-paragraph (a) of this paragraph shall be retained on board or discharged to reception facilities.

(4) The provisions of this Regulation shall not apply to the discharge of clean or segregated ballast.

(5) 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 Regulation 9 of this Annex.

(6) 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 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 or Regulation 9 of this Annex. 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.

(7) Reception facilities within special areas:
(a) Mediterranean Sea, Black Sea and Baltic Sea areas:

(i) The Government of each Party to the Convention, the coastline of which borders on any given special area undertakes to ensure that not later than 1 January 1977 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 oil mixtures from all ships. Such facilities shall have adequate capacity to meet the needs of the ships using them without causing undue delay.
(ii) The Government of each Party having under its jurisdiction entrances to seawater courses with low depth contour which might require a reduction of draught by the discharge of ballast undertakes to ensure the provision of the facilities referred to in sub paragraph (a)(i) of this paragraph but with the proviso that ships required to discharge slops or dirty ballast could be subject to some delay.
(iii) During the period between the entry into force of the present Convention (if earlier than 1 January 1977) and 1 January 1977 ships while navigating in the special areas shall comply with the requirements of Regulation 9 of this Annex. However, the Governments of Parties the coastlines of which border any of the special areas under this sub paragraph may establish a date earlier than 1 January 1977, but after the date of entry into force of the present Convention, from which the requirements of this Reg. in respect of the special areas in question shall take effect:

(1) if all the reception facilities required have been provided by the date so established; and

(2) provided that the Parties concerned notify the Organization of the date so established at least six months in advance, for circulation to other Parties. (iv) After 1 January 1977, or the date established in accordance with sub-paragraph (a)(iii) of this paragraph if earlier, each Party shall notify the Organization for transmission to the contracting Governments concerned of all cases where the facilities are alleged to be inadequate. (b) Red Sea area and Gulfs area:

(i) The Government of each Party the coastline of which borders on the special areas undertakes to ensure that as soon as possible all oil loading terminals and repair ports within these special areas are provided with facilities adequate for the reception and treatment of all the dirty ballast and tank washing water from 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.
(ii) The Government of each Party 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 undertake to ensure the provision of the facilities referred to in sub-paragraph (b)(i) of this paragraph but with the proviso that ships required to discharge slops or dirty ballast could be subject to some delay.
(iii) Each Party concerned shall notify the Organization of the measures taken pursuant to provisions of sub-paragraph (b)(i) and (ii) of this paragraph. Upon receipt of sufficient notifications the Organization shall establish a date from which the requirements of this Regulation 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.
(iv) 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 Regulation 9 of this Annex.
(v) After such date oil tankers loading in ports in these special area where such facilities are not yet available shall also fully comply with the requirements of this Regulation. 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.
(vi) 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.
(vii) At least the reception facilities as prescribed in Regulation 12 of this Annex shall be provided by 1 January 1977 or one year after the date of entry into force of the present Convention, whichever occurs later. Unified Interpretation

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

Permanente link

Reg.10 Methods for the prevention of oil pollution from ships, in special areas

(1) For the purpose of this Annex, the special areas are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the "Gulfs area", which are defined as follows:
(a) The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41ºN parallel and bounded to the west by the Straits of Gibraltar at the meridian of 5º 36' W.
(b) The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57º 44.8'N.
(c) The Black Sea area means the Black Sea proper with the boundary between the Mediterranean and the Black Sea constituted by the parallel 14º N.
(d) The Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (12º 8.5'N, 43º 19.6'E) and Husn Murad (12º 40.4'N, 43º 30.2'E).
(e) The Gulfs area means the sea area located north west of the rhumb line between Ras al Hadd (22º 30'N, 59º 48'E) and Ras Al Fasteh (25º 04'N, 6 1º 25'E).

(2) Subject to the provisions of Regulation 11 of this Annex:

(a) Any discharge into the sea of oil or oily mixture from any oil tanker and any ship of 400 tons gross tonnage and above other than an oil tanker shall be prohibited while in a special area;
(b) any discharge into the sea of oil or oily mixture from a ship of less than 400 gross tonnage, other than an oil tanker, shall be prohibited while in a special area, except when the oil content of the effluent without dilution does not exceed 15 parts per million or alternatively when all of the following conditions are satisfied:
(i) the ship is proceeding en route;
(ii) the oil content of the effluent is less than 100 parts per million; and
(iii) the discharge is made as far as practicable from the land, but in no case less than 12 nautical miles from the nearest land.
(3)

(a) The provisions of paragraph (2) of this Regulation shall not apply to the discharge of clean or segregated ballast.
(b) The provisions of sub paragraph (2)(a) of this Regulation shall not apply to the discharge of processed bilge water from machinery spaces, provided that all of the following conditions are satisfied:
(i) the bilge water does not originate from cargo pump room bilges;
(ii) the bilge water is not mixed with oil cargo residues;
(iii) the ship is proceeding en route;
(iv) the oil content of the effluent without dilution does not exceed 15 parts per million;
(v) the ship has in operation oil filtering equipment complying with regulation 16(7) of this Annex; and
(vi) the filtering system is equipped with a stopping device which will ensure that the discharge is automatically stopped when the oil content of the effluent exceeds 15 parts per million.
(4 )

(a) No discharges into the sea shall contain chemicals or other substances in quantities or concentration which are hazardous to the marine environment or chemical or other substance introduced for the purpose of circumventing the conditions of discharge specified in this Regulation.
(b) The oil residues which cannot be discharged into the sea in compliance with paragraph (2) or (3) of this Regulation shall be retained on board or discharged to reception facilities.
(5) 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 Regulation 9 of this Annex.

(6) 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 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 or Regulation 9 of this Annex. 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.

(7) Reception facilities within special areas:
(a) Mediterranean Sea, Black Sea and Baltic Sea areas:
(i) The Government of each Party to the Convention, the coastline of which borders on any given special area undertakes to ensure that not later than 1 January 1977 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 oil mixtures from all ships. Such facilities shall have adequate capacity to meet the needs of the ships using them without causing undue delay.
(ii) The Government of each Party having under its jurisdiction entrances to seawater courses with low depth contour which might require a reduction of draught by the discharge of ballast undertakes to ensure the provision of the facilities referred to in sub paragraph (a)(i) of this paragraph but with the proviso that ships required to discharge slops or dirty ballast could be subject to some delay.
(iii) During the period between the entry into force of the present Convention (if earlier than 1 January 1977) and 1 January 1977 ships while navigating in the special areas shall comply with the requirements of Regulation 9 of this Annex. However, the Governments of Parties the coastlines of which border any of the special areas under this sub paragraph may establish a date earlier than 1 January 1977, but after the date of entry into force of the present Convention, from which the requirements of this Reg. in respect of the special areas in question shall take effect:

(1) if all the reception facilities required have been provided by the date so established; and

(2) provided that the Parties concerned notify the Organization of the date so established at least six months in advance, for circulation to other Parties.
(iv) After 1 January 1977, or the date established in accordance with sub-paragraph (a)(iii) of this paragraph if earlier, each Party shall notify the Organization for transmission to the contracting Governments concerned of all cases where the facilities are alleged to be inadequate.

(b) Red Sea area, Gulfs area:
(i) The Government of each Party the coastline of which borders on the special areas undertakes to ensure that as soon as possible all oil loading terminals and repair ports within these special areas are provided with facilities adequate for the reception and treatment of all the dirty ballast and tank washing water from 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.
(ii) The Government of each Party 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 undertake to ensure the provision of the facilities referred to in sub-paragraph (b)(i) of this paragraph but with the proviso that ships required to discharge slops or dirty ballast could be subject to some delay.
(iii) Each Party concerned shall notify the Organization of the measures taken pursuant to provisions of sub-paragraph (b)(i) and (ii) of this paragraph. Upon receipt of sufficient notifications the Organization shall establish a date from which the requirements of this Regulation 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.
(iv) 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 Regulation 9 of this Annex.
(v) After such date oil tankers loading in ports in these special area where such facilities are not yet available shall also fully comply with the requirements of this Regulation. 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.
(vi) 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.
(vii) At least the reception facilities as prescribed in Regulation 12 of this Annex shall be provided by 1 January 1977 or one year after the date of entry into force of the present Convention, whichever occurs later. Unified Interpretation

Reg. 10(3)

3.4 Automatic stopping device required by regulation 10(3) as amended

3.4.1 Regulation 10(3)(b)(vi) requires a stopping device which will ensure that the discharge is automatically stopped when the oil content of the effluent exceeds 15ppm. Since, however, this is not a requirement of regulation 16, ships less than 10,000 tons gross tonnage need not be required to be equipped with such stopping device if no effluent from machinery space bilges is discharged within special areas. Conversely, the discharge of effluent within special areas from ships without an automatic stopping device is a contravention of the Convention even if the oil content of the effluent is below 15ppm.

Permanente link

Reg.11 Exeptions

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

Regulations 9 and 10 of this Annex shall not apply to:

(a) the discharge into the sea of oil or oily mixture necessary for the purpose of securing the safety of a ship or saving life at sea; or

(b) the discharge into the sea of oil or oily mixture resulting from damage to a ship or its equipment:
(i) 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
(ii) 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

(c) the discharge into the sea of substances containing oil, 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.

Permanente link

Reg.12 Reception facilities

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) Subject to the provisions of Regulation 10 of this Annex, the Government of each Party 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.

(2) Reception facilities in accordance with paragraph (1) of this Regulation shall be provided in:
(a) 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;
(b) all ports and terminals in which oil other than crude oil in bulk is loaded at an average quantity of more than 1,000 metric tons per day;
(c) all ports having ship repair yards or tank cleaning facilities;
(d) all ports and terminals which handle ships provided with the sludge tank(s) required by Regulation 17 of this Annex;
(e) all ports in respect of oily bilge waters and other residues, which cannot be discharged in accordance with Regulation 9 of this Annex; and
(f) all loading ports for bulk cargoes in respect of oil residues from combination carriers which cannot be discharged in accordance with Regulation 9 of this Annex .

(3) The capacity for the reception facilities shall be as follows:
(a) Crude oil loading terminals shall have sufficient reception facilities to receive oil and oily mixtures which cannot be discharged in accordance with the provisions or Regulation 9(1)(a) of this Annex from all oil tankers on voyages as described in paragraph (2)(a) of this Regulation.
(b) Loading ports and terminals referred to in paragraph (2)(b) 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 9(1)(a) of this Annex from oil tankers which load oil other than crude oil in bulk.
(c) All ports having ship repair years 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.
(d) All facilities provided in ports and terminals under paragraph (2)(d) of this Regulation shall be sufficient to receive all residues retained according to Regulation 17 of this Annex from all ships that may reasonably be expected to call at such ports and terminals.
(e) 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 9 of this Annex.
(f) The facilities provided in loading ports for bulk cargoes shall take into account the special problems of combination carriers as appropriate.

(4) The reception facilities prescribed in paragraphs (2) and (3) of this Regulation shall be made available no later than one year from the date of entry into force of the present Convention or by 1 January 1977, whichever occurs later.

(5) 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.

Unified Interpretation

3.5 Adequate reception facilities for substances regulated by regulation 15(7)

Reg. 12(2) 3.5.1 Unloading ports receiving substances regulated by regulation 15(7) (which include, inter alia, high density oils) should have adequate facilities dedicated for such products, allowing the entire tank-cleaning operation to be carried out in the port, and should have adequate reception facilities for the proper discharge and reception of cargo residues and solvents necessary for the cleaning operations in accordance with paragraph 6.5.2

Permanente link

Reg.13 Segregated ballast tanks, dedicated clean ballast tanks and crude oil washing

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

Subject to the provisions of Regulations 13C and 13D of this Annex, oil tankers shall comply with the requirements of this Regulation.

New oil tankers of 20,000 tons deadweight and above

(1) Every new crude oil tanker of 20,000 tons deadweight and above and every new product carrier or 30,000 tons deadweight and above shall be provided with segregated ballast tanks and shall comply with paragraphs (2), (3) and (4), or paragraph (5) as appropriate, of this Regulation.

(2) The capacity of the segregated ballast tanks shall be so determined that the ship may operate safely on ballast voyages without recourse to the use of cargo tanks for water ballast except as provided for in paragraph (3) or (4) of this Regulation. In all cases, however, the capacity of segregated ballast tanks shall be at least such that, in any ballast condition at any part of the voyage, including the conditions consisting of lightweight plus segregated ballast only, the ship's draughts and trim can meet each of the following requirements:
(a) the moulded draught amidships (dm) in metres (without taking into account any ship's deformation) shall not be less than:
dm = 2.0 + 0.02 L;
(b) the draughts at the forward and after perpendicular shall correspond to those determined by the draught amidships (dm) as specified in sub-paragraph (a) of this paragraph, in association with the trim by the stern of not greater than 0.015 L; and
(c) in any case the draught at the after perpendicular shall not be less than that which is necessary to obtain full immersion of the propeller(s).

(3 ) In no case shall ballast water be carried in cargo tanks except on those rare voyages when weather conditions are so severe that, in the opinion of the master, it is necessary to carry additional ballast water in cargo tanks for the safety of the ship. Such additional ballast water shall be processed and discharged in compliance with Regulation 9 of this Annex and in accordance with the requirements of Regulation 15 of this Annex and entry shall be made in the Oil Record Book referred to in Regulation 20 of this Annex.

(4) In the case of new crude oil tankers, the additional ballast permitted in paragraph (3) of this Regulation shall be carried in cargo tanks only if such tanks have been crude oil washed in accordance with Regulation 13B of this Annex before departure from an oil unloading port or terminal.

(5) Notwithstanding the provisions of paragraph (2) of this Regulation, the segregated ballast conditions for oil tankers less than 150 metres in length shall be to the satisfaction of the Administration.

(6) Every new crude oil tanker of 20,000 tons deadweight and above shall be fitted with a cargo tank cleaning system using crude oil washing. The Administration shall undertake to ensure that the system fully complies with the requirements of Regulation 13B of this Annex 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. Unless such oil tanker carries crude oil which is not suitable for crude oil washing, the oil tanker shall operate the system in accordance with the requirements of that Regulation.

Existing crude oil tankers of 40,000 tons deadweight and above.

(7) Subject to the provisions of paragraphs (8) and (9) of this Regulation every existing crude oil tanker of 40,000 tons deadweight and above shall be provided with segregated ballast tanks and shall comply with the requirements of paragraphs (2) and (3) of this Regulation from the date of entry into force of the present Convention.

(8) Existing crude oil tankers referred to in paragraph (7) of this Regulation may, in lieu of being provided with segregated ballast tanks, operate with a cargo tank cleaning procedure using crude oil washing in accordance with Regulation 13B of this Annex unless the crude oil tanker is intended to carry crude oil which is not suitable for crude oil washing.

(9) Existing crude oil tankers referred to in paragraph (7) or (8) of this Regulation may, in lieu of being provided with segregated ballast tanks or operating with a cargo tank cleaning procedure using crude oil washing, operate with dedicated clean ballast tanks in accordance with the provisions of Regulation 13A of this Annex for the following period:
(a) for crude oil tankers of 70,000 tons deadweight and above, until two years after the date of entry into force of the present Convention; and
(b) for crude oil tankers of 40,000 tons deadweight and above but below 70,000 tons deadweight, until four years after the date of entry into force of the present Convention.

Existing product carriers of 40,000 tons deadweight and above

(10) From the date of entry into force of the present Convention, every existing product carrier of 40,000 tons deadweight and above shall be provided with segregated ballast tanks and shall comply with the requirements of paragraphs (2) and (3) of this Regulation, or, alternatively, operate with dedicated clean ballast tanks in accordance with the provisions of Regulation 13A of this Annex.

An oil tanker qualified as a segregated ballast oil tanker

(11) Any oil tanker which is not required to be provided with segregated ballast tanks in accordance with paragraph (1), (7) or (10) of this Regulation may, however, be qualified as a segregated ballast tanker, provided that it complies with the requirements of paragraphs (2) and (3), or paragraph (5) as appropriate, of this Regulation.

Unified Interpretation

Reg. 5, 13, 13E

2.1 Designation of the type of oil tankers

2.1.1 Oil tankers must be designated on the IOPP Certificate as either "crude oil tanker", "product carrier" or "crude oil/product carrier". Furthermore, the requirements contained in regulations 13 to 13E differ for new and existing "crude oil tankers" and "product carriers", and compliance with these provisions is recorded on the IOPP Certificate. Oil trades in which different types of oil tankers are allowed to be engaged are as follows:
.1 Crude oil/product carrier is allowed to carry either crude oil or product oil, or both simultaneously;
.2 Crude oil tanker is allowed to carry crude oil but is prohibited from carrying product oil;and
.3 Product carrier is allowed to carry product oil but is prohibited from carrying crude oil.

2.1.2 In determining the designation of the type of oil tanker on the IOPP Certificate based on the compliance with the provisions for SBT, PL, CBT and COW, the following standards should apply.

2.1.3 New oil tankers of less than 20,000 tons deadweight
2.1.3.1 These oil tankers may be designated as "crude oil/product carriers".

2.1.4 New oil tankers1) of 20,000 tons deadweight and above
2.1.4.1 Oil tankers satisfying the requirements for SBT+PL+COW may be designated as "crude oil/product carrier".
2.1.4.2 Oil tankers satisfying the requirements for SBT+PL but not COW should be designated as "product carrier".
2.1.4.3 Oil tankers of 20,000 tons deadweight and above but less than 30,000 tons deadweight not fitted with SBT+PL should be designated as "product carrier".

2.1.5 "New" oil tankers of 70,000 tons deadweight and above
2.1.5.1 These oil tankers satisfying the requirements for SBT may be designated as "crude oil/product carrier".

2.1.6 Existing oil tankers of less than 40,000 tons deadweight
2.1.6.1 These oil tankers may be designated as "crude oil/product carrier".

2.1.7 Existing oil tankers of 40,000 tons deadweight and above
2.1.7.1 Oil tankers satisfying the requirements for SBT should be designated as "crude oil/product carrier".
2.1.7.2 Oil tankers satisfying the requirements for COW only should be designated as "crude oil tanker".
2.1.7.3 Oil tankers satisfying the requirements for CBT should be designated as "crude oil/product carrier". Such designation should be valid until the expiry date of the IOPP Certificate, which should be H+2 (see the definition of terms) for oil tankers of 70,000 tons deadweight and above and H+4 for oil tankers of 40,000 tons deadweight and above but less than 70,000 tons deadweight.
2.1.7.4 After the above expiry date of the certificate, such an oil tanker should be designated as follows:
.1 if it continues to operate with CBT, the oil tanker should be designated as "product carrier";
.2 if it is provided with COW only, the oil tanker should be designated as "crude oil tanker";
.3 if it is provided with SBT, the oil tanker should be designated as "crude oil/product carrier";and
.4 if it is provided with CBT+COW, the tanker should be designated as "crude oil/product carrier" (see paragraph 4.5 below).

4 SBT, CBT, COWand PL r equi r ement s

Reg. 13(3)

4.1 Capacity of SBT

4.1.1 For the purpose of application of regulation 13(3)(b), as amended, the following operations of oil tankers are regarded as falling within the category of exceptional cases:
.1 when combination carriers are required to operate beneath loading or unloading gantries;
.2 when tankers are required to pass under a low bridge;and
.3 when local port or canal regulations require specific draughts for safe navigation.

Reg. 13(4)

4.2 Application of regulation 13(4) to new oil tankers of 70,000 tons deadweight and above

4.2.1 New oil tankers referred to in regulation 13(4) should be taken to mean oil tankers constructed or converted after the dates specified in regulation 1(26). It is not therefore mandatory for crude oil tankers of 70,000 tons deadweight and above, built after the date specified in regulation 1(6) but before the date specified in regulation 1(26), to install COW, and such oil tankers are not subject to the provisions of regulation 13(4). Reg. 13(5)

4.3 Segregated ballast conditions for oil tankers less than 150 metres in length

4.3.1 In determining the minimum draught and trim of oil tankers less than 150 metres in length to be qualified as SBT oil tankers, the Administration should follow the guidance set out in appendix 1 hereto.

4.3.2 The formulae set out in appendix 1 replace those set out in regulation 13(2), and these oil tankers should also comply with the conditions laid down in regulation 13(3) and (4) in order to be qualified as SBT oil tankers.

Reg. 13(8)

4.4 Capacity of CBT

4.4.1 For the purposes of determining the capacity of CBT, the following tanks may be included:
.1 segregated ballast tanks;and
.2 cofferdams and fore and after peak tanks, provided that they are exclusively used for the carriage of ballast water and are connected with permanent piping to ballast water pumps.

Reg. 13(9), (10)

4.5 Existing oil tankers with CBT and COW

4.5.1 Existing oil tankers which are fitted with CBT and COW and designated as "crude oil/product carriers" in the IOPP Certificate (see paragraph 2.1.7.4.4) should after the expiry of the date specified in regulation 13(9), operate as follows:
.1 They should always operate with CBT when carrying crude oil or product oil or both simultaneously, and neither crude oil nor product oil should be carried in dedicated clean ballast tanks;and
.2 When carrying crude oil and product oil simultaneously, or only crude oil, they should operate also with COW for sludge control.
4.5.2 If a crude oil tanker operating with COW is to change its designation to a product carrier operating with CBT, or vice versa, the following provisions shall apply:
.1 If the tanker has common piping and pump arrangements for ballast and cargo handling of the CBT, such tanker should be surveyed and a new IOPP Certificate should be issued. Such survey should ensure that cargo oil tanks to be designated as CBT have been thoroughly cleaned and ballast water which CBT will take can be treated as clean ballast as defined in regulation 1(16).
.2 If the tanker has separate independent piping and pump arrangements for ballasting the CBT, the Administration may issue to such a tanker two IOPP Certificates, the tanker being designated "crude oil tanker" on one of the Certificates and "product carrier" on the other. Only one of these Certificates which corresponds to the particular operation of the tanker should be valid at a time, but entries should be made on each of the Certificates in the remarks column as to the existence of the other Certificate. Such tanker need not be surveyed prior to each conversion of trade. When carrying only crude oil such tanker should be allowed to carry crude oil in those tanks which were designated as CBT when carrying product. When carrying only product no cargo should be carried in the CBT. The approved CBT and COW Manuals must include a chapter describing procedures necessary for the conversion from crude oil service to product service and vice verse.

Reg. 13

4.6 Oil tankers used for the storage of oil

4.6.1 When an oil tanker is used as a Floating Storage Unit (FSU) or Floating Production Storage and Offloading Facility (FPSO), which is used solely for the storage or storage and production of oil, and is moored on a fixed location except in extreme environmental or emergency conditions, such a unit is not required to comply with the provisions of regulation 13 to 13G, unless as specified in whole or in part by the coastal State. 4.6.2 When an oil tanker is used as a floating facility to receive dirty ballast discharged from oil tankers, such a tanker is not required to comply with the provisions of regulation 13 to 13G

Permanente link

Reg.13A Requirements for oil tankers with dedicated clean ballast tanks

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) An oil tanker operating with dedicated clean ballast tanks in accordance with the provisions of Regulation 13(9) or (10) of this Annex, shall have adequate tank capacity, dedicated solely to the carriage of clean ballast as defined in Regulation 1(16) of this Annex, to meet the requirements of Regulation 13(2) and (3) of this Annex.

(2) The arrangements and operational procedures for dedicated clean ballast tanks shall comply with the requirements established by the Administration. Such requirements shall contain at least all the provisions of the Specifications for Oil Tankers with Dedicated Clean Ballast Tanks adopted by the International Conference on Tanker Safety and Pollution Prevention, 1978, in Resolution 14 and as may be revised by the Organization.

(3) An oil tanker operating with dedicated clean ballast tanks shall be equipped with an oil content meter, approved by the Administration on the basis of specifications recommended by the Organization*, to enable supervision of the oil content in ballast water being discharged. The oil content meter shall be installed no later than at the first scheduled shipyard visit of the tanker following the entry into force of the present Convention. Until such time as the oil content meter is installed, it shall immediately before discharge of ballast be established by examination of the ballast water from dedicated tanks that no contamination with oil has taken place.

(4)³ Every oil tanker operating with dedicated clean ballast tanks shall be provided with:
(a) a Dedicated Clean Ballast Tank Operation Manual detailing the system 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 this Regulation. If an alteration affecting the dedicated clean ballast tank system is made, the Operation Manual shall be revised accordingly; and
(b) a Supplement to the Oil Record Book referred to in Regulation 20 of this Annex as set out in Supplement 1 to Appendix III of this Annex. The Supplement shall be permanently attached to the oil Record Book.

* Reference is made 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)

Unified Interpretation

Reg. 13A(3)

4.7 Installation of oil content meter for CBT tankers

4.7.1 The phrase "first scheduled shipyard visit" in regulation 13A(3) should be interpreted to mean that the oil content meter must be installed not later than at the first scheduled shipyard visit when cargo tanks are gas freed and in any case not later than three years after the date of entry into force of MARPOL 73/78 as required by regulation 15(1).

4.7.2 It should be noted that ships built after the dates specified in regulation 1(6) but before the dates specified in regulation 1(26) are treated as new ships as far as the application of regulation 15(3) is concerned. Consequently these ships must be fitted with the required oil discharge monitoring and control systems upon entry into force of the Convention.

4.8 CBT oil content meter

4.8.1 The discharge of ballast from the dedicated clean ballast tanks should be continuously monitored (but not necessarily recorded) by the oil content meter required by regulation 13A(3) so that the oil content, if any, in the ballast water can be observed from time to time. This oil content meter is not required to come into operation automatically.

Permanente link

Reg.13B Requirements for crude oil washing

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) Every crude oil washing system required to be provided in accordance with Regulation 13(6) and (8) of this Annex shall comply with the requirements of this Regulation.

(2) The 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 International Conference on Tanker Safety and Pollution Prevention, 1978, in Resolution 15 and as may be revised by the Organization.

(3) An inert gas system shall be provided in every cargo tank and slop tank in accordance with the appropriate Regulations of Chapter II-2 of the International Convention for the Safety of Life at Sea, 1974, as modified and added to by the Protocol of 1978 Relating to the International Convention for the Safety of Life at Sea, 1974.

(4) 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.

(5) Every oil tanker operating with crude oil washing systems shall be provided with
(a) 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 this Regulation. If an alteration affecting the crude oil washing system is made, the Operations and Equipment Manual shall be revised accordingly; and
(b) a Supplement to the Oil Record Book referred to in regulation 20 of this Annex as set out in Supplement 2 to Appendix III of this Annex. The Supplement shall be permanently attached to the Oil Record Book.

Unified Interpretation

Reg. 13B

4.9 COW system fitted voluntarily

4.9.1 A COW system fitted on an oil tanker as an addition to the >requirements of MARPOL 78/78 should at least comply with those provisions of the revised COW Specifications relating to safety.

Permanente link

Reg.13C Existing tankers engaged in specific trades

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) Subject to the provisions of paragraph (2) and (3) of this Regulation, Regulation 13(7) to (10) of this Annex shall not apply to an existing oil tanker solely engaged in specific trades between:
(a) ports or terminals within a State Party to the present Convention; or
(b) ports or terminals of States Parties to the present Convention, where:
(i) the voyage is entirely within a Special Area as defined in Regulation 10(1) of this Annex; or
(ii) the voyage is entirely within other limits designated by the Organization.

(2) The provisions of paragraph (1) of this Regulation shall only apply when the ports or terminals where cargo is loaded on such voyages are provided with reception facilities adequate for the reception and treatment of all the ballast and tank washing water from oil tankers using them and all the following conditions are complied with:
(a) subject to the exceptions provided for in Regulation 11 of this Annex, all ballast water, including clean ballast water, and tank washing residues are retained on board and transferred to the reception facilities and the entry in the appropriate Sections of the Supplement to the Oil Record Book referred to in paragraph (3) of this Regulation is endorsed by the competent Port State Authority;
(b) agreement has been reached between the Administration and the Governments of the Port States referred to in sub-paragraph (1)(a) or (b) of this Regulation concerning the use of an existing oil tanker for a specific trade;
(c) the adequacy of the reception facilities in accordance with the relevant provisions of this Annex at the ports or terminals referred to above, for the purpose of this Regulation, is approved by the Governments of the States Parties to the present Convention within which such ports or terminals are situated; and
(d) the International Oil Pollution Prevention Certificate is endorsed to the effect that the oil tanker is solely engaged in such specific trade.

(3) Every oil tanker engaged in a specific trade shall be provided with a Supplement to the Oil Record Book referred to in regulation 20 of this Annex as set out in Supplement 3 to Appendix III of this Annex. The Supplement shall be permanently attached to the Oil Record Book.

Permanente link

Reg.13D Existing oil tankers having special ballast arrangements

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) Where an existing oil tanker is so constructed or operates in such a manner that it complies at all times with the draught and trim requirements set out in Regulation 13(2) of this Annex without recourse to the use of ballast water, it shall be deemed to comply with the segregated ballast tank requirements referred to in Regulation 13(7) of this Annex, provided that all of the following conditions are complied with:
(a) operational procedures and ballast arrangements are approved by the Administration;
(b) agreement is reached between the Administration and the Governments of the Port States Parties to the present Convention concerned when the draught and trim requirements are achieved through an operational procedure; and
(c) the International Oil Pollution Prevention Certificate is endorsed to the effect that the oil tanker is operating with special ballast arrangements.

(2) In no case shall ballast water be carried in oil tanks except on those rare voyages when weather conditions are so severe that, in the opinion of the master, it is necessary to carry additional ballast water in cargo tanks for the safety of the ship. Such additional ballast water shall be processed and discharged in compliance with Regulation 9 of this Annex and in accordance with the requirements of Regulation 15 of this Annex, and entry shall be made in the Oil Record Book referred to in Regulation 20 of this Annex.

(3) An Administration which has endorsed a Certificate in accordance with sub-paragraph (1)(c) of this Regulation shall communicate to the Organization the particulars thereof for circulation to the Parties to the present Convention.

Permanente link

Reg.13E Protective location of segregated ballast spaces

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) In every new crude oil tanker of 20,000 tons deadweight and above and every new product carrier of 30,000 tons deadweight and above, the segregated ballast tanks required to provide the capacity to comply with the requirements of Regulation 13 of this Annex which are located within the cargo tank length, shall be arranged in accordance with the requirements of paragraphs (2), (3) and (4) of this Regulation to provide a measure of protection against oil outflow in the event of grounding or collision.

(2) Segregated ballast tanks and spaces other than oil tanks within the cargo tank length ( L_t) shall be so arranged as to comply with the following requirement:

where: P A_c = the side shell area in square metres for each segregated ballast tank or space other than an oil tank based on projected moulded dimensions,
P A_s= the bottom shell area in square metres for each such tank or space based on projected moulded dimensions,
L_t = length in metres between the forward and after extremities of the cargo tanks,
B = maximum breadth of the ship in metres as defined in Regulation 1(21) of this Annex,
D = moulded depth in metres measured vertically from the top of the keel to the top of the freeboard deck beam at side amidships. In ships having rounded gunwales, the moulded depth shall be measured to the point of intersection of the moulded lines of the deck and side shell plating, the lines extending as though the gunwale were of angular design,
J = 0.45 for oil tankers of 20,000 tons deadweight, 0.30 for oil tankers of 200,000 tons deadweight and above, subject to the provisions of paragraph (3) of this Regulation.
For intermediate values of deadweight the value of "J" shall be determined by linear interpolation.

Whenever symbols given in this paragraph appear in this Regulation, they have the meaning as defined in this paragraph.

(3) For tankers of 200,000 tons deadweight and above the value of "J" may be reduced as follows:

where:

a = 0.25 for oil tankers of 200,000 tons deadweight
a = 0.40 for oil tankers of 300,000 tons deadweight
a = 0.50 for oil tankers of 420,000 tons deadweight and above,
For intermediate values of deadweight the value of "a" shall be determined by linear interpolation.
O _c = as defined in Reg. 23(1)(a) of this Annex,
O_s= as defined in Reg. 23(1)(b) of this Annex,
O_A= the allowable oil outflow as required by Regulation 24(2) of this Annex.
(4) In the determination of "PA _c" and "PA_s" for segregated ballast tanks and spaces other than oil tanks for the following shall apply:
(a) the minimum width of each wing tank or space either of which extends for the full depth of the ship's side or from the deck to the top of the double bottom shall be not less than 2 metres. The width shall be measured inboard from the ship's side at right angles to the centre line. Where a lesser width is provided the wing tank or space shall not be taken into account when calculating the protecting area "PA_c"; and
(b) the minimum vertical depth of each double bottom tank or space shall be B/15 or 2 metres, whichever is the lesser. Where a lesser depth is provided the bottom tank or space shall not be taken into account when calculating the protecting area "PA_s".
The minimum width and depth or wing tanks and double bottom tanks shall be measured clear of the bilge area and, in the case of minimum width, shall be measured clear of any rounded gunwale area.

Unified Interpretation

Reg. 5, 13, 13E

2.1 Designation of the type of oil tankers

2.1.1 Oil tankers must be designated on the IOPP Certificate as either "crude oil tanker", "product carrier" or "crude oil/product carrier". Furthermore, the requirements contained in regulations 13 to 13E differ for new and existing "crude oil tankers" and "product carriers", and compliance with these provisions is recorded on the IOPP Certificate. Oil trades in which different types of oil tankers are allowed to be engaged are as follows:
.1 Crude oil/product carrier is allowed to carry either crude oil or product oil, or both simultaneously;
.2 Crude oil tanker is allowed to carry crude oil but is prohibited from carrying product oil;and
.3 Product carrier is allowed to carry product oil but is prohibited from carrying crude oil.

2.1.2 In determining the designation of the type of oil tanker on the IOPP Certificate based on the compliance with the provisions for SBT, PL, CBT and COW, the following standards should apply.

2.1.3 New oil tankers of less than 20,000 tons deadweight
2.1.3.1 These oil tankers may be designated as "crude oil/product carriers".

2.1.4 New oil tankers1) of 20,000 tons deadweight and above
2.1.4.1 Oil tankers satisfying the requirements for SBT+PL+COW may be designated as "crude oil/product carrier".
2.1.4.2 Oil tankers satisfying the requirements for SBT+PL but not COW should be designated as "product carrier".
2.1.4.3 Oil tankers of 20,000 tons deadweight and above but less than 30,000 tons deadweight not fitted with SBT+PL should be designated as "product carrier".

2.1.5 "New" oil tankers of 70,000 tons deadweight and above
2.1.5.1 These oil tankers satisfying the requirements for SBT may be designated as "crude oil/product carrier".

2.1.6 Existing oil tankers of less than 40,000 tons deadweight
2.1.6.1 These oil tankers may be designated as "crude oil/product carrier".

2.1.7 Existing oil tankers of 40,000 tons deadweight and above
2.1.7.1 Oil tankers satisfying the requirements for SBT should be designated as "crude oil/product carrier".
2.1.7.2 Oil tankers satisfying the requirements for COW only should be designated as "crude oil tanker".
2.1.7.3 Oil tankers satisfying the requirements for CBT should be designated as "crude oil/product carrier". Such designation should be valid until the expiry date of the IOPP Certificate, which should be H+2 (see the definition of terms) for oil tankers of 70,000 tons deadweight and above and H+4 for oil tankers of 40,000 tons deadweight and above but less than 70,000 tons deadweight.
2.1.7.4 After the above expiry date of the certificate, such an oil tanker should be designated as follows:
.1 if it continues to operate with CBT, the oil tanker should be designated as "product carrier";
.2 if it is provided with COW only, the oil tanker should be designated as "crude oil tanker";
.3 if it is provided with SBT, the oil tanker should be designated as "crude oil/product carrier";and
.4 if it is provided with CBT+COW, the tanker should be designated as "crude oil/product carrier" (see paragraph 4.5 below).

Reg. 13E

4.10 Application of PL requirements to oil tankers of 70,000 tons deadweight and above

4.10.1 Oil tankers of 70,000 tons deadweight and above built after the dates specified in regulation 1(6) but before the dates specified in regulation 1(26) must be provided with SBT but they need not be protectively located in accordance with regulation 13E.

4.11 Protective location of SBT

4.11.1 The measurement of the minimum width of wing tanks and of the minimum vertical depth of double bottom tanks should be taken and value of protective areas (PAc and PAs) should be calculated in accordance with the Interim Recommendation for a Unified Interpretation of regulation 13EProtective Location of Segregated Ballast Spaces-set out in appendix 2 hereto.

4.11.2 Ships being built in accordance with this interpretation should be regarded as meeting the requirements of regulation 13E and would not need to be altered if different requirements were to result from a later interpretation.

4.11.3 If, in the opinion of the Administration, any oil tanker the keel of which was laid or which was at a similar stage of construction before 1 July 1980 complies with the requirements of regulation 13E without taking into account the above Interim Recommendation, the Administration may accept such tanker as complying with regulation 13E.

Permanente link

Reg.13F Prevent of oil pollution in the event of collision or stranding

[Niet geldig (geldigheid van 1993-07-06 tot en met 2006-12-31)]

Permanente link

Reg.13G Prevention of oil pollution in the event of collision or stranding

(a) apply to crude oil tankers of 20,000 tons deadweight and above and to product carriers of 30,000 tons deadweight and above, which are contracted, the keels of which are laid, or which are delivered before the dates specified in regulation 13F91) of this Annex; and

(b) not apply to oil tankers complying with regulation 13F of this Annex, which are contracted, the keels of which are laid, or are delivered before the dates specified in regulation 13F(1) of this Annex;and

(c) not apply to oil tankers covered by sub-paragraph (a) above which comply with regulation 13F (3)(a) and (b) or 13F(4) or 13F(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 shall not be less than those specified in the International Bulk Chemical Code for type 2 cargo tank location and the bottom protection shall comply with Regulation 13E (4)(b) of this Annex.

(2) The requirements of this regulation shall take effect as from 6 July 1995.

(3) (a) An oil tanker to which this regulation applies shall be subject to an enhanced programme of inspection during special, intermediate and annual surveys, the scope and frequency of which shall at least comply with the guidelines developed by the Organization.

(b) An oil tanker over 5 years of age to which this regulation applies shall have on board, available to the competent authority of any Government of a State party to the present Convention, a complete file of the survey reports, including the results of all scantling measurement required, as well as the statement of structural work carried out.

(c) This file shall be accompanied by a condition evaluation report, containing conclusions on the structural condition of the ship and its residual scantlings, endorsed to indicate that it has been accepted by or on behalf of the flag Administration. This file and condition evaluation report shall be prepared in a standard format as contained in the guidelines developed by the Organization.

(4) An oil tanker, not meeting the requirements of a new oil tanker as defined in regulation 1 (26) of this Annex shall comply with the requirements of regulation 13F of this Annex not later than 25 years after its date of delivery, unless wing tanks or double bottom spaces not used for the carriage of oil and meeting the width and height requirements of regulation 13E(4) cover at least 30% of Lt where Lt is for the full depth of the ship on each side or at least 30% of the projected bottom shell area within the length Lt, as defined in regulation 13E, in which case compliance with Regulation 13F is required not later than 30 years after its date of delivery.

(5) An oil tanker, meeting the requirements of a new oil tanker as defined in regulation 1 (26) of this Annex, shall comply with the requirements of regulation 13F of this Annex not later than 30 years after its date of delivery.

(6) Any new ballast and load conditions, resulting from the application of paragraph (4) of this regulation, shall be subject to approval of the Administration who shall have regard, in particular, to longitudinal and local strength, intact stability and, if applicable, damage stability and survival capability.

(7) Other structural or operational arrangements such as hydrostatic balance may be accepted as alternatives to the requirements prescribed in paragraph (4), provided that such alternatives ensure at least the same level of protection against oil pollution in the event of collision or stranding and are approved by the Administration based on guidelines developed by the Organization.

Unified Interpretation

Reg. 13G(4) 4.12 Wing tanks and double bottom spaces of existing oil tankers used for water ballast

4.12.1 If the wing tanks and double bottom spaces referred to in regulation 13G(4) are used for water ballast, the ballast arrangement should at least comply with the revised specifications for oil tankers with dedicated clean ballast (resolution A.495(XII)).

Permanente link

Reg.13H Prevention of oil pollution from oil tankers carrying heavy grade oil as cargo

[Niet geldig (geldigheid van 2005-04-05 tot en met 2006-12-31)]

Permanente link

Reg.14 Segregation of oil and water ballast

(1) Except as provided in paragraph (2) of this Regulation, in new ships of 4.000 tons gross tonnage and above other than oil tankers, and in new oil tankers of 150 tons gross tonnage and above, no ballast water shall be carried in any oil fuel tank.

(2) Where abnormal conditions or the need to carry large quantities of oil fuel render it necessary to carry ballast water which is not a clean ballast in any oil fuel tank, such ballast water shall be discharged to reception facilities or into the sea in compliance with Regulation 9 using the equipment specified in Regulation 16(2) of this Annex, and an entry shall be made in the Oil Record Book to this effect.

(3) All other ships shall comply with the requirements of paragraph (1) of this Regulation as far as reasonable and practicable.

Unified Interpretation

5 Fuel oil

5.1 Large quantities of oil fuel

5.1.1 The phrase "large quantities of oil fuel" in regulation 14(2) was formulated in drafting MARPOL 73/78 to take account of those ships which are required to stay at sea for extended periods because of the particular nature of their operation and trade. Under the circumstances considered these ships would be required to fill their empty oil fuel tanks with water ballast in order to maintain sufficient stability and safe navigation conditions.

5.1.2 Such ships may include inter alia certain large fishing vessels or ocean-going tugs. Certain other types of ships which for reasons of safety, such as stability, may be required to carry ballast in oil fuel tanks may also be included in this category.

5.2 Application of regulation 14(3)

5.2.1 The phrase "all other ships" in regulation 14(3) should include:
.1 new ships other than oil tankers of less than 4,000 tons gross tonnage;
.2 new oil tankers of less than 150 tons gross tonnage�Gand
.3 oil existing ships irrespective of tonnage.

5.2.2 When the separation of oil fuel tanks and water ballast tanks is unreasonable or impracticable for ships mentioned in paragraph 5.2.1 above, ballast water may be carried in oil fuel tanks, provided that such ballast water is discharged into the sea in compliance with regulation 9(1)(b), 10(2) or 10(3) or into reception facilities in compliance with regulation 10(4).

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

Permanente link

Reg.15 Retention of oil on board

(1) Subject to the provisions of paragraphs (5) and (6) of this Regulation, oil tankers of 150 tons gross tonnage and above shall be provided with arrangements in accordance with the requirements of paragraphs (2) and (3) of this Regulation, provided that in the case of existing tankers the requirements shall apply three years after the date of entry into force of the present Convention.

(2) (a) 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. In existing oil tankers, any cargo tank may be designated as a slop tank.

(b) 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 9 of this Annex.

(c) The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to retain the slops generated by tank washing, oil residues and dirty ballast residues but the total shall be not less than 3 per cent of the oil carrying capacity of the ship, except that, where segregated ballast tanks are provided in accordance with Regulation 13 of this Annex, or where arrangements such as eductors involving the use of water additional to the washing water are not fitted, the Administration may accept 2 per cent. New oil tankers over 70,000 tons deadweight shall be provided with at least two slop tanks.
(d) 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.

(3) (a) An oil discharge monitoring and control system approved by the Administration shall be fitted. 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 monitor 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 9(1)(a) of this Annex. Any failure of this monitoring and control system shall stop the discharge and be noted in the Oil Record Book. A manually operated alternative method shall be provided and may be used in the event of such failure, but the defective unit shall be made operable before the oil tanker commences its next ballast voyage unless it is proceeding to a repair port. Existing oil tankers shall comply with all of the provisions specified above except that the stopping of the discharge may be performed manually and the rate of discharge may be estimated from the pump characteristic.
(b) Effective oil/water interface detectors approved by the Administration shall be provided 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.
(c) 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 9 of this Annex .**

(4) The requirements of paragraphs (1), (2) and (3) of this Regulation shall not apply to oil tankers of less than 150 tons gross tonnage, for which the control of discharge of oil under Regulation 9 of this Annex 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 recorded in the Oil Record Book. This total quantity 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 Regulation 9 of this Annex are complied with.

(5) The Administration may waive the requirements of paragraphs (1), (2) and (3) of this Regulation for any oil tanker which engages exclusively on voyages both of 72 hours or less in duration and within 50 miles from the nearest land, provided that the oil tanker is not required to hold and does not hold an International Oil Pollution Prevention Certificate engaged exclusively in trades between ports or terminals within a State Party to the present Convention. Any waiver shall be subject to the requirement that the oil tanker shall retain on board all oily mixtures for subsequent discharge to reception facilities and to the determination by the Administration that facilities available to receive such oily mixtures are adequate. Any such waiver shall be subject to the requirement that the oil tanker shall retain on board all oily mixtures for subsequent discharge to reception facilities and to the determination by the Administration that facilities available to recieve such oily mixture are adequate.

(6) Where in the view of the Organization equipment required by Regulation 9(1)(a)(vi) of this Annex and specified in sub paragraph (3)(a) of this Regulation is not obtainable for the monitoring of discharge of light refined products (white oils), the Administration may waive compliance with such requirement, provided that discharge shall be permitted only in compliance with procedures established by the Organization which shall satisfy the conditions of Regulation 9(1)(a) of this Annex except the obligation to have an oil discharge monitoring and control system in operation. The Organization shall review the availability of equipment at intervals not exceeding twelve months.

(7) The requirements of paragraphs (1), (2) and (3) of this Regulation shall not apply to oil tankers carrying asphalt, for which the control of discharge of asphalt under Regulation 9 of this Annex shall be effected by the retention of asphalt residues on board with discharge of all contaminated washings to reception facilities.

* Reference is made to the Recommendation on International Performance Specifications for Oily-Water Seperating Equipment and Oil Content Meters adopted by the Organization by Resolution A.233(VII).
** Reference is made to Clean Seas Guide for Oil Tankers, published by the International Chamber of shipping and the Oil Companies International Marine Forum.

Unified Interpretation

6 Retention of oil on board

Reg. 1(4), 15(2) and 15(3)(b)

6.1 Equivalent provisions for the carriage of oil by a chemical tanker

6.1.1 Under regulation 1(4) of Annex I of MARPOL 73/78 any chemical tanker when carrying a cargo or part cargo of oil in bulk is defined as an oil tanker and consequently must comply with the requirements of Annex I applicable to oil tankers. Such a tanker, if it is impracticable for it to be provided with slop tank arrangements in compliance with regulation 15(2) and oil/water interface detectors in accordance with regulation 15(3)(b), should comply with the equivalent provisions set out in appendix 3.

Reg. 15(2)(c) as amend

6.2 Tanks with smooth walls

6.2.1 The term "tanks with smooth walls" should be taken to include the main cargo tanks of oil/bulk/ore carriers which may be constructed with vertical framing of a small depth. Vertically corrugated bulkheads are considered smooth walls.

Reg. 15(3)(b)

6.3 Oil/water interface detectors

6.3.1 In the case of existing tankers, the oil/water interface detector referred to in regulation 15(3)(b) should be provided no later than on the date of entry into force of MARPOL 73/78

Reg. 15(5) and 16(3)(a)

6.4 Conditions for waiver

6.4.1 The International Oil Pollution Prevention Certificate, when required, should contain sufficient information to permit the port State to determine if the ship complies with the waiver conditions regarding the phrase "restricted voyages as determined by the Administration". This may include a list of ports, the maximum duration of the voyage between ports having reception facilities, or similar conditions as established by the Administration.

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

Permanente link

Reg.16 Oil discharge monitoring & control system & oil-water separating equipment

* Reference is made to the Recommendation on International Performance Specifications for Oily-Water Separating Equipment and Oil Content Meters adopted by the Organization by Resolution A.233(VII)

Unified Interpretation

7 ODM & filtering equipment

Reg. 16(1)

7.1 Control of discharge of ballast water from oil fuel tanks

7.1.1 The second sentence of regulation 16(1) should be interpreted as follows:
.1 Any ship of 400 tons gross tonnage and above but less than 10,000 tons gross tonnage:
.1.1 which does not carry water ballast in oil fuel tanks should be fitted with a 15ppm oil filtering equipment for the control of discharge of machinery space bilges:
.1.2 which carries water ballast in oil fuel tanks should be fitted with equipment required by regulation 16(2) for the control of machinery space bilges and dirty water ballast from oil fuel tanks. Ships on which it is not reasonable to fit this equipment should retain on board dirty ballast water from oil fuel tanks and discharge it to reception facilities.
.2 Any ship of 10,000 tons gross tonnage and above:
.2.1 which does not carry water ballast in oil fuel tanks should be fitted with equipment required by Regulation 16(2) for the control of machinery space bilges;
.2.2 which carries water ballast in oil fuel tanks should be fitted with equipment required by Regulation 16(2) for the control of discharge of machinery space bilges and dirty water ballast from oil fuel tanks.

7.1.2 The above equipment should be of adequate capacity to deal with the quantities of effluent to be discharged.

Reg. 16(2)

7.2 Control of 100 ppm discharge through 15 ppm separating/filtering equipment

7.2.1 If a ship of over 10,000 tons gross tonnage is fitted with a separator complying with Regulation 16(6) and a filtering system complying with Regulation 16(7) (see Regulation 16(2)(b)), and if the installation is in operation as a separator without using a filtering system, i.e. discharging of effluent with an oil content above 15 ppm at sea more than 12 nautical miles from the nearest land, then such an installation must be provided with an automatic monitoring and control device as required by Regulation 16(5).

7.3 Oil filtering equipment

Reg.16(1) and 16(2)(b)

7.3.1 Oil filtering equipment referred to in regulation 16(1) may include any combination of a separator, filter or coalescer, and also a single unit designed to produce an effluent with oil content of less than 100ppm.

7.3.2 Oil filtering equipment referred to in Regulation 16(2)(b) may include any combination of a separator, filter or coalescer, and also a single unit designed to produce an effluent with oil content not exceeding 15 ppm. If it is intended to use equipment attached to oily-water separating equipment certified for an effluent of less than 100 ppm under the terms of resolution A.393(X), the attached equipment should be approved under the terms of resolution A.444(XI), Annex, Appendix I, paragraph 3.17.

Reg. 16(3)(a)
See paragraph 6.4.1.

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

Permanente link

Reg.16 Oil discharge monitoring & control system & oil filtering equipment

(1) Any ship of 400 tons gross tonnage and above but less than 10,000 tons gross tonnage shall be fitted with oil filtering equipment complying with paragraph (4) of this Regulation. Any such ship which carries large quantities of oil fuel shall comply with paragraph (2) of this Regulation or paragraph (1) of Regulation 14.

(2) Any ship of 10,000 tons gross tonnage and above shall be fitted either :
(a) with oily-water separating equipment (100ppm equipment) complying with paragraph(6) of this Regulation and with an oil discharge monitoring and control system complying with paragraph(5) of this Regulation ; or
(b) with oil filtering equipment (15 ppm equipment) complying with paragraph (7) of this Regulation.

(3) (a) The Administration may waive the requirements of paragraphs (1) and (2) of this Regulation for ships which satisfy both of the following conditions:
(i) voyages within special area; or
(ii) voyages within 12 miles of the nearest land outside special areas, provided the ship is in:
(1) trade between ports or terminals within a State Party to the present Convention; or
(2) restricted voyages as determined by the Administration; provided that all of the following conditions are compiled with :
(iii) the ship is fitted with a holding tank having a volume adequate, to the satisfaction of the Administration, for the total retention on board of the oily bilge water;
(iv) all oily bilge water is retained on board for subsequent discharge to reception facilities;
(v) the Administration has determined that adequate reception facilities are available to receive such oily bilge water in a sufficient number of ports or terminals the ship calls at;
(vi) the International Oil Pollution Prevention Certificate, when required, is endorsed to the effect that the ship is exclusively engaged on the voyages specified in sub-paragraph (a) (i) or (a) (ii) (2) of this paragraph; and
(vii) the quantity, time, and port of the discharge are recorded in the Oil Record Book.

(b) The Administration shall ensure that ships of less than 400 tons gross tonnage are equipped, as far as practicable, to retain on board oil or oily mixtures or discharge them in accordance with the requirements of regulation 9(1)(b) of this Annex.

(4) For existing ships the requirements of paragraphs (1), (2) and (3) of this Regulation shall apply three years after the date of entry into force of the present Convention.

(5) An oil discharge monitoring and control system shall be of a design approved by the Administration. In considering the design of the oil content meter to be incorporated into 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 oil content in parts per million. This record shall be identifiable as to time and date and shall be kept for at least three years. The 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 oil content of effluent exceeds that permitted by Regulation 9(1)(b) of this Annex. Any failure of this monitoring and control system shall stop the discharge and be noted in the Oil Record Book. The defective unit shall be made operable before the ship commences its next voyage unless it is proceeding to a repair port. Existing ships shall comply with all of the provisions specified above except that the stopping of the discharge may be performed manually.
__________________
** Reference is made 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)

(6) Oily-water separating equipment referred to in paragraphs (1) and (2)(a) of this Regulation shall be such as will ensure that any oily mixture discharged into the sea after passing through the system has an oil content of less than 100 parts per million. In considering the design of such equipment, the Administration shall have regard to the specification recommended by the Organization . *
___________________
* Reference is made 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)

(7) Oil filtering equipment referred to in paragraph (2)(b) of this Regulation shall be of a design approved by the Administration and shall be such as will ensure that any oily mixture discharge into the sea after passing through the system or system has an oil content not exceeding 15 parts per million. It shall be provided with alarm arrangements to indicate when this level cannot be maintained. In considering the design of such equipment, the Administration shall have regard to the specification recommended by the Organization . * In the case of ship less than 10,000tons gross tonnage, other than those carrying large quantities of oil fuel or those discharging bilge water under Regulation 10(3) (b), which are provided with oil filtering equipment in lieu of oily-water separating equipment, the requirements for the alarm arrangements shall be compiled with as par as reasonable and practicable.
__________________
* Reference is made 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)
Unified Interpretation

7 ODM & filtering equipment

Reg. 16(1)

7.1 Control of discharge of ballast water from oil fuel tanks

7.1.1 The second sentence of regulation 16(1) should be interpreted as follows:
.1 Any ship of 400 tons gross tonnage and above but less than 10,000 tons gross tonnage:
.1.1 which does not carry water ballast in oil fuel tanks should be fitted with a 15ppm oil filtering equipment for the control of discharge of machinery space bilges:
.1.2 which carries water ballast in oil fuel tanks should be fitted with equipment required by regulation 16(2) for the control of machinery space bilges and dirty water ballast from oil fuel tanks. Ships on which it is not reasonable to fit this equipment should retain on board dirty ballast water from oil fuel tanks and discharge it to reception facilities.
.2 Any ship of 10,000 tons gross tonnage and above:
.2.1 which does not carry water ballast in oil fuel tanks should be fitted with equipment required by Regulation 16(2) for the control of machinery space bilges;
.2.2 which carries water ballast in oil fuel tanks should be fitted with equipment required by Regulation 16(2) for the control of discharge of machinery space bilges and dirty water ballast from oil fuel tanks.

7.1.2 The above equipment should be of adequate capacity to deal with the quantities of effluent to be discharged.

Reg. 16(2)

7.2 Control of 100 ppm discharge through 15 ppm separating/filtering equipment

7.2.1 If a ship of over 10,000 tons gross tonnage is fitted with a separator complying with Regulation 16(6) and a filtering system complying with Regulation 16(7) (see Regulation 16(2)(b)), and if the installation is in operation as a separator without using a filtering system, i.e. discharging of effluent with an oil content above 15 ppm at sea more than 12 nautical miles from the nearest land, then such an installation must be provided with an automatic monitoring and control device as required by Regulation 16(5).

7.3 Oil filtering equipment

Reg.16(1) and 16(2)(b)

7.3.1 Oil filtering equipment referred to in regulation 16(1) may include any combination of a separator, filter or coalescer, and also a single unit designed to produce an effluent with oil content of less than 100ppm.

7.3.2 Oil filtering equipment referred to in Regulation 16(2)(b) may include any combination of a separator, filter or coalescer, and also a single unit designed to produce an effluent with oil content not exceeding 15 ppm. If it is intended to use equipment attached to oily-water separating equipment certified for an effluent of less than 100 ppm under the terms of resolution A.393(X), the attached equipment should be approved under the terms of resolution A.444(XI), Annex, Appendix I, paragraph 3.17.

Reg. 16(3)(a)
See paragraph 6.4.1.

Permanente link

Reg.17 Tanks for oil residues (sludge)

(1) Every ship of 400 tons gross tonnage and above shall be provided with a tank or tanks of adequate capacity, having regard to the type of machinery and length of voyage, to receive the oily residue (sludge) which cannot be dealt with otherwise in accordance with the requirements of this Annex, such as those resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces.

(2) In new ships, such tanks shall be designed and constructed so as to facilitate their cleaning and the discharge of residues to reception facilities. Existing ships shall comply with this requirement as far as is reasonable and practicable.

Unified Interpretation

8 Sludge tanks

8.1 Capacity of sludge tanks

8.1.1 To assist Administrations in determining the adequate capacity of sludge tanks, the following criteria may be used as guidance. The capacity of sludge tanks may, however, be calculated upon any other reasonable assumptions.
.1 For ships which do not carry ballast water in oil fuel tanks, the minimum sludge tank capacity(V1) should be calculated by the following formula:

where:
K1 = 0.01 for ships where heavy fuel oil is purified for main engine use, or 0.005 for ships using diesel oil or heavy fuel oil which does not require purification before use.
C = daily fuel oil consumption (metric tons),
D = maximum period of voyage between ports where sludge can be discharged ashore (days). In the absence of precise data a figure of 30 days should be used.
.2 When such ships are fitted with homogenizers, sludge incinerators or other recognized means on board for the control of sludge, the minimum sludge tank capacity (V1) should, in lieu of the above, be:
V1 = 1.for ships of 400 tons gross and above but less than 4,000 tons gross tonnage, or 2.for ships of 4,000 tons gross tonnage and above.
.3 For ships which carry ballast water in fuel oil tanks, the minimum sludge tank capacity(V2) should be calculated by the following formula:

where:
V1= sludge tank capacity specified in .1 or .2 above.
K2= 0.01 for heavy fuel oil bunker tanks, or 0.005 for diesel oil bunker tanks.
B = capacity of water ballast tanks which can also be used to carry oil fuel(metric tons).

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 03-04-1993

Permanente link

Reg.18 Pumping, piping & discharge arrangements of oil tankers

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) In every oil tanker, a discharge manifold for connexion 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.

(2) In every oil tanker, pipelines for the discharge to the sea of affluent which may be permitted under Regulation 9 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 sub-paragraphs (4)(a) and (b) of this Regulation may be accepted.

(3) In new oil tankers means shall be provided for stopping the discharge of effluent into the sea from a position on upper deck or above located so that the manifold in use referred to in paragraph (1) of this Regulation and the effluent 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.

(4) All discharges shall take place above the waterline except as follows:
(a) Segregated ballast and clean ballast may be discharged below the waterline in ports or at offshore terminals
(b) Existing ships which, without modification, are not capable of discharging segregated ballast above the waterline may discharge segregated ballast below the waterline provided that an examination of the tank immediately before the discharge has established that no contamination with oil has taken place.

(5) Every new oil tanker required to be provided with segregated ballast tanks, or fitted with a crude oil washing system shall comply with the following requirements:
(a) it shall be equipped with oil piping so designed and installed such that oil retention in the lines is minimized; and
(b) means shall be provided to drain all cargo pumps and all oil lines at the completion of cargo discharge, where necessary by connexion to a stripping device. The line and pump drainings 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 for that purpose and connected outboard of the ship's manifold valves.

(6) Every existing crude oil carrier required to be provided with segregated ballast tanks, or fitted with a crude oil washing system or operated with dedicated clean ballast tanks, shall comply with the provisions of paragraph (5)(b) of this Regulation.

Permanente link

Reg.19 Standard discharge connection

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

To enable pipes of reception facilities to be connected with the ship's discharge pipeline for residues from machinery bilges, both lines shall be fitted with a standard discharge connection in accordance with the following table:

Permanente link

Reg.20 Oil record book

(1) Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book, whether as a part of the ship's official log book or otherwise, in the form specified in Appendix III to this Annex.

(2) The Oil Record Book shall be completed on each occasion, on a tank to tank basis, whenever any of the following operations take place in the ship:
(a) For oil tankers:

(i) loading of oil cargo;
(ii) internal transfer of oil cargo during voyage;
(iii) opening or closing before and after loading and unloading operations of valves or similar devices which inter-connect cargo tanks;
(iv) opening or closing of means of communication between cargo piping and seawater ballast piping;
(v) opening or closing of ship's side valves before, during and after loading and unloading operations;
(vi) unloading of oil cargo;
(vii) ballasting of cargo tanks;
(viii) cleaning of cargo tanks;
(ix) discharge of ballast except from segregated ballast tanks;
(x) discharge of water from slop tanks;
(xi) disposal of residues;
(xii) discharge overboard of bilge water which has accumulated in machinery spaces whilst in port, and the routine discharge at sea of bilge water which has accumulated in machinery spaces.

(b) For ships other than oil tankers:

(i) ballasting or cleaning of fuel oil tanks or oil cargo spaces;
(ii) discharge of ballast or cleaning water from tanks referred to under (i) of this sub-paragraph;
(iii) disposal of residues;
(iv) discharge overboard of bilge water which has accumulated in machinery spaces whilst in port, and the routine discharge at sea of bilge water which has accumulated in machinery spaces.
(3) In the event of such discharge of oil or oily mixture as is referred to in Regulation 11 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 of the circumstances of, and the reasons for, the discharge.

(4) Each operation described in paragraph (2) of this Regulation shall be fully recorded without delay in the Oil Record Book so that all the entries in the book appropriate to that operation are completed. Each section of the book shall be signed by the officer or officers in charge of the operations concerned and shall be countersigned by the Master of the ship. The entries in the Oil Record Book shall be in an official language of the State whose flag the ship is entitled to fly, and, for ships holding an International Oil Pollution Prevention Certificate, in English or French. The entries in an official national language of the State whose flag the ship is entitled to fly shall prevail in case of a dispute or discrepancy.

(5) 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.

(6) The competent authority of the Government of a Party to the Convention may inspect the Oil Record Book 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. Any 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 shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book 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.

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

Permanente link

Reg.21 Special requirements for drilling rigs & other platforms

Fixed and floating drilling rigs 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 tons gross tonnage and above other than oil tankers, except that:
(a) they shall be equipped as far as practicable with the installations required in Regulations 16 and 17 of this Annex;
(b) they shall keep a record of all operations involving oil or oily mixture discharges, in a form approved by the Administration; and
(c) in any special area and subject to the provisions of Regulation 11 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.

Unified Interpretation

10 Requirements for drilling rigs and other platforms

Reg. 21

10.1.1 There are four categories of discharges associated with the operation of offshore platforms when engaged in the exploration and exploitation of mineral resources, i.e:
.1 machinery space drainage;
.2 offshore processing drainage;
.3 production water discharge;and
.4 displacement discharge
Only the discharge of machinery space should be subject to MARPOL 73/78 (see the diagram, Appendix 6).

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

Permanente link

Ch. III Req. for minimizing oil pollution from oil tankers due to side & bottom damages

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

Permanente link

Reg.22 Damage assumptions

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) For the purpose of calculating hypothetical oil outflow from oil tankers, 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.

(2) Wherever the symbols given in this Regulation appear in this Chapter, they have the meaning as defined in this Regulation.

Unified Interpretation

11 Tank size limitation and damage stability

Reg. 22(1)(b)

11.1 Bottom damage assumptions

11.1.1 When applying the figures for bottom damage within the forward part of the ship as specified in regulation 22(1)(b) for the purpose of calculating both oil outflow and damage stability, 0.3L from the forward perpendicular should be the after most point of the extent of damage.

Permanente link

Reg.23 Hypothetical outflow of oil

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

(1) The hypothetical outflow of oil in the case of side damage (O_c) and bottom damage (O_s) 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 22 of this Annex.

Whenever symbols given in this paragraph appear in this Chapter, they have the meaning as defined in this Regulation.

(2) If a void space or segregated ballast tank of a length less than l_c as defined in Regulation 22 of this Annex is located between wing oil tanks, O_c in formula (I) may be calculated on the basis of volume W_i 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 S_i as defined below and taking for all other wing tanks involved in such a collision the value of the actual full volume.

(3) (a) 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.
(b) 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.
(c) Suction wells may be neglected in the determination of the value h_i 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.
Piping 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 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.

(4) In the case where bottom damage simultaneously involves four centre tanks, the value of O_s may be calculated according to the formula

O_s = ¼(ΣZ_iW_i + ΣZ_iC_i) (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. Credit 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 O_s 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 v_s. The Administration shall supply the Organization with the information concerning the arrangements accepted by it, for circulation to other Parties to the Convention.

Unified Interpretation

Reg. 23

11.2 Hypothetical oil outflow for combination carriers

11.2.1 For the purpose of calculation of the hypothetical oil outflow for combination carriers:
.1 the volume of a cargo tank should include the volume of the hatchway up to the top of the hatchway coamings, regardless of the construction of the hatch, but may not include the volume of any hatch cover;and
.2 for the measurement of the volume to moulded lines, no deduction should be made for the volume of internal structures.

Reg. 23(1)(b)

11.3 Calculation of hypothetical oil outflow

11.3.1 In a case where the width bi is not constant along the length of a particular wing tank, the smallest bi value in the tank should be used for the purposes of assessing the hypothetical outflows of oil Oc and Os

Permanente link

Reg.24 Limitation of size and arrangement of cargo tanks

(1) Every new oil tanker shall comply with the provisions of this Regulation. Every existing oil tanker shall be required, within two years after the date of entry into force of the present Convention, to comply with the provisions of this Regulation if such a tanker falls into either of the following categories:
(a) a tanker, the delivery of which is after 1 January 1977; or
(b) a tanker to which both the following conditions apply:
(See paragraph 1.2 of the unified interpretation - unforeseen delay in delivery of ships.)
(i) delivery is not later than 1 January 1977; and
(ii) the building contract is placed after 1 January 1974, or in cases where no building contract has previously been placed, the keel is laid or the tanker is at a similar stage of construction after 30 June 1974.

(2) Cargo tanks of oil tankers shall be of such size and arrangements that the hypothetical outflowOc or Os calculated in accordance with the provisions of Regulation 23 of this Annex anywhere in the length of the ship does not exceed 30,000 cubic metres or 400³√ DW , whichever is the greater, but subject to a maximum of 40,000 cubic metres.

(3) The volume of any one wing cargo oil tank of an oil tanker shall not exceed seventy-five 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 13 of this Annex, the permitted volume of a wing cargo oil tank situated between two segregated ballast tanks, each exceeding l c in length, may be increased to the maximum limit of hypothetical oil outflow provided that the width of the wing tanks exceeds t c .

(4) The length of each cargo tank shall not exceed 10 metres or one of the following values, whichever is the greater:

(5) 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.

(6) Lines of piping which run through cargo tanks in a position less than t c from the ship's side or less than v c 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.

Permanente link

Ingangsdatum: 02-10-1983

Geldig tot en met: 05-07-1993

Permanente link

Reg.25 Subdivision and stability

(1) Every new oil tanker 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 specific gravities of the cargo. Such damage shall be applied to all conceivable locations along the length of the ship as follows:

(a) in tankers of more than 225 metres in length, anywhere in the ship's length;
(b) in tankers of more than 150 metres, but not exceeding 225 metres in length, anywhere in the ship's length except involving either after of forward bulkhead bounding the machinery space located aft. The machinery space shall be treated as a single floodable compartment;
(c) 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. For 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.

Ballast conditions where the tanker is not carrying oil in cargo tanks excluding any oil residue, shall not be considered.

(2) The following provisions regarding the extent and the character of the assumed damage shall apply:

(a) The extend of side or bottom damage shall be as specified in Regulation 22 of this Annex, except that the longitudinal extent of bottom damage within 0.3L from the forward perpendicular shall be the same as for side damage, as specified in Regulation 22(1)(a)(i) of this Annex. If any damage of lesser extend results in a more severe condition such damage shall be assumed.

(b) Where the damage involving transverse bulkheads is envisaged as specified in sub-paragraphs (1)(a) and (b) of this Regulation, transverse watertight bulkheads shall be spaced at least at a distance equal to the longitudinal extent of assumed damage specified in sub-paragraph (a) of this paragraph in order to be considered effective. Where transverse bulkheads 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.

(c) Where the damage between adjacent transverse watertight bulkheads is envisaged as specified in sub-paragraph (1)(c) of this Regulation, no main transverse bulkhead or a transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged, unless:
(i) the spacing of the adjacent bulkheads is less than the longitudinal extent of assumed damage specified in sub-paragraph (a) of this paragraph; or
(ii) there is a step or a 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 tank top shall not be regarded as a step for the purpose of this Regulation.

(d) 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.

(3) Oil tankers shall be regarded as complying with the damage stability criteria if the following requirements are met:
(a) 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 side scuttles of the non-opening type.

(b) In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 25 degrees, provided that this angle may be increased up to 30 degrees if no deck edge immersion occurs.

(c) 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 20 degrees beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1 metre. The Administrations shall give consideration to be potential hazard presented by protected or unprotected openings which may become temporarely immersed within the range of residual stability.

(d) The Administration shall be satisfied that the stability is sufficient during intermediate stages of flooding.

(4) 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, specific gravities and the free surface effect of liquids. The calculations shall be based on the following:
(a) Account shall be taken of any empty or partially filled tank, the specific gravity of cargoes carried, as well as any outflow of liquids from damaged compartments.
(b) The permeabilities are assumed as follows:

* Whichever results in the more severe requirements
* The permeability of partially filled compartments shall be consistent with the amount of liquid carried.

(c) 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 sub-paragraph (3)(a) of this Regulation in respect of these intact spaces are complied with. Hinged watertight doors may be acceptable in watertight bulkheads in the superstructure.
(d) The free surface effect shall be calculated at an angle of heel of 5 degrees for each individual compartment. The Administration may require or allow the free surface corrections to be calculated at an angle of heel greater than 5 degrees for partially filled tanks.
(e) 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 surfaces is the greatest.

(5) The Master of every new oil tanker and the person in charge of a new non-self-propelled oil tanker to which this Annex applies shall be supplied in an approved form with:
(a) information relative to loading and distribution of cargo necessary to ensure compliance with the provisions of this Regulation; and
(b) 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 sub-paragraph (1)(c) of this Regulation.

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Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

Ballast conditions where the tanker is not carrying oil in cargo tanks excluding any oil residue, shall not be considered.

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Reg.25 Subdivision & stability

[Niet geldig (geldigheid van 1986-01-07 tot en met 2006-12-31)]

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Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

* This list of oils shall not necessarily be considered as comprehensive.

Asphalt solutions Gasoline blending stocks

Blending stocks Alkylates－fuel

Roofers flux Reformates

Straight run residue Polymer－fuel　

Oils Gasolines

Clarified Casinghead (natural)

Crude oil Automotive

Mixtures containing crude oil Aviation

Diesel oil Straight run

Fuel oil no. 4 Fuel oil no. 1 (kerosene)

Fuel oil no. 5 Fuel oil no. 1-D

Fuel oil no. 6 Fuel oil no. 2

Residual fuel oil Fuel oil no. 2-D

Road oil

Transformer oil Jet fuels

Aromatic oil (excluding vegetable oil) JP-1 (kerosene)

Lubricating oils and blending stocks JP-3

Mineral oil JP-4

Motor oil JP-5 (kerosene, heavy)

Penetrating oil Turbo fuel

Spindle oil Kerosene

Turbine oil Mineral spirit　

Distillates Naphtha

Straight run Solvent

Flashed feed stocks Petroleum

Heartcut distillate oil

Gas oil

Cracked

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Appendix II International Oil Pollution Prevention Certificate

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

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Form of certificate IOPP Certificate

MOET NOG INGESCAND WORDEN

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Ingangsdatum: 02-10-1983

Geldig tot en met: 06-01-1986

MOET NOG INGESCAND WORDEN

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Form A Supplement to the IOPP Certificate

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Form B Supplement to the IOPP Certificate

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Appendix III Form of Oil Record Book

Part 1 Machinery space operations

Name of ship :
Distinctive number or letters :
Gross tonnage :
Period from : to:

Note : Oil Record Book Part I shall be provided to every oil tanker of 150 tons gross tonnage above and every ship of 400 tons gross tonnage and above, other than oil tankers, to record relevant machinery space operations. For oil tankers, Oil Record Book Part II shall also be provided to record relevant cargo ballast operations.

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 in accordance with regulation 20 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.

When making entries in the Oil Record Book, 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.

Each completed operation shall be signed for and dated by the officer or officers in charge. Each completed page shall be signed by the master of the ship.

LIST OF ITEMS TO BE RECORDED

(A) BALLASTING OR CLEANING OF OIL FUEL TANKS

1. Identity of tank(s) ballasted.
2. Whether cleaned since they last contained oil and, if not, type of oil previously carried.
3. position of ship start of cleaning.
4. Position of ship at start of ballasting.

(B) DISCHARGE OF DIRTY BALLAST OR CLEANING WATER FROM OIL FUEL TANKS REFERRED TO UNDER SECTION (A)
5. Identity of tank(s).
6. Position of ship at start of discharge.
7. Position of ship on completion of discharge.
8. Ship's speed(s) during discharge.
9. Method of discharge :
.1 through 100 ppm equipment ;
.2 through 15 ppm equipment ;
.3 to reception facilities.
10. Quantity discharged.

(C) DISPOSAL OF OIL RESIDUES (SLUDGE)

11. Quantity of residues retained on board for disposal.
12. Methods of disposal of residue:
.1 To reception facilities (identify port) ;
.2 Mixed with bunkers; .3 Transferred to another (other) tank(s) (identify tank(s)) ;
.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.
14. Time of discharge.
15. Method of discharge or disposal ;
.1 through 100 ppm equipment ;
.2 through 15 ppm equipment ;
.3 To reception facilities(identify port) ;
.4 To slop tank or holding tank(indicate tank) ;

(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.
17. Time when the system has been put into automatic mode of operation for transfer of bilge water to collecting (slop) tank (identify tank).
18. Time when the system has been put into manual operation.
19. Method of discharge overboard ;
.1 through 100 ppm equipment ;
.2 through 15 ppm equipment.

(F) CONDITION OF OIL DISCHARGE MONITORING AND CONTROL SYSTEM

20. Time of system failure.
21. Time when system has been made operational.
22. Reasons for failure.

(G) ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL

23. Time of occurrence.
24. Place or position of ship at time of occurrence.
25. Approximate quantity and type of oil.
26. Circumstances of discharge or escape, the reasons therefore and general remarks.

(H) ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS

NAME OF SHIP ..............................................................................................................................

DISTINCTIVE NUMBER OR LETTERS .....................................................................................

CARGO/BALLAST OPERATIONS (OIL TANKERS)*/MACHINERY SPACE OPERATIONS(ALL SHIPS)*

* Delete as appropriate

Signature of Master .....................................

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Part 2 Cargo/ballast operations

Name of ship :
Distinctive number or letters :
Gross tonnage :
Period from :
to :

Note:Every oil tanker of 150 tons gross tonnage and above shall be provided with Oil Record Book Part II to record relevant cargo ballast operations. Such a tanker shall also be provided with Oil Record Book Part I to record relevant machinery space operations.

NAME OF SHIP ..............................................................................................................................

DISTINCTIVE NUMBER OR LETTERS.....................................................................................

PLAN VIEW OF CARGO AND SLOP TANKS

(to be completed on board)

(Give the capacity of each tank and the depth of slop tank(s)).

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 in accordance with regulation 20 of Annex Iof 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 code letter.
When making entries in the Oil Record Book, 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. Each 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. In respect of the oil tankers engage in specific trades in accordance with regulation 13 C of Annex I of MARPOL 73/78, appropriate entry in the Oil Record Book shall be endorsed by the competent Port State authority *.
____________________
* This sentence should only be inserted for the Oil Record Book of a tanker engaged in a specific trade.

LIST OF ITEMS TO BE RECORDED

(A) LOADING OF OIL CARGO

1. Place of loading.
2. Type of oil loaded and identity of tank(s).
3. Total quantity of oil loaded.

(B) INTERNAL TRANSFER OF OIL CARGO DURING VOYAGE

4. Identity of the tank(s)
.1 From:
.2 To:
5. Was(were) tank(s) in 4(1) emptied?

(C) UNLOADING OF OIL CARGO

6. Place of unloading.
7. Identity of tank(s) unloaded.
8. Was(were) tank(s) emptied?

(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.
10. Identity of tank(s) washed.*
11. Number of machines in use.
12. Time of start of washing.
13. Washing pattern employed.**
14. Washing line pressure.
15. Time completed or stopped washing
16. State method of establishing that tank(s) was (were) dry.
17. Remarks.***
_____________________
* 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. No. 2 centre, forward section.

** 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 particulars stage of the programme.

*** If the programmes give in the Operations and Equipment Manual are not followed, then the reasons must be given under Remarks.

(E) BALLASTING OF CARGO TANKS

18. Identity of tank(s) ballasted.

19. Position of ship at start of Ballasting

(F) BALLASTING OF DEDICATED CLEAN BALLAST TANKS(CBT TANKERS ONLY)

20. Identity of tank(s) ballasted.
21. Position of ship when water intended for flushing, or port ballast was taken to dedicated clean ballast tank(s).
22. Position of ship when pump(s) and lines were flushed to slop tank.
23. Quantity of the oily water resulting from line flushing transferred to slop tanks (identify tank(s)).
24. Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).
25. Time and position of ship when valves separating the dedicated clean ballast tanks from cargo and stripping lines were closed.
26. Quantity of clean ballast taken on board.

(G) CLEANING OF CARGO TANKS.
27. Identity of tank(s) cleaned.
28. Port or ship's position.
29. Duration of cleaning.
30. Method of cleaning.*
31. Tank washings transferred to:
.1 Reception facilities:
.2 slop tank(s) or cargo tank(s) designated as slop tank(s) (identify tank (s))
_____________
* 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).
33. Position of ship at start of discharge into the sea.
34. Position of ship on completion of discharge into the sea.
35. Quantity discharged into the sea.
36. Ship's speed(s) during discharge.
37. Was the discharge monitoring and control system in operation during the discharge?
38. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
39. Quantity of oily water transferred to slop tank(s) (identify slop tank(s)).
40. Discharged to shore reception facilities (identify port if applicable).

(I) DISCHARGE OF WATER FROM SLOP TANKS INTO THE SEA

41. Identity of slop tank(s).
42. Time of settling from last entry of residues;or
43. Time of settling from last discharge.
44. Time and position of ship at start of discharge.
45. Ullage of total contents at start of discharge.
46. Ullage of oil/water interface at start of discharge.
47. Bulk quantity discharged and rate of discharge
48. Final quantity discharged and rate of discharge.
49. Time and position of ship on completion of discharge.
50. Was the discharge monitoring and control system in operation during the discharge?
51. Ullage of oil/water interface on completion of discharge.
52. Ship's speed(s) during discharge.
53. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
54. 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 OIL MIXTURES NOT OTHERWISE DEALT WITH

55. Identity of tank(s).
56. Quantity disposed of from each tank
57. Method of the disposal:
.1 to reception facilities(identify port)
.2 mixed with cargo
.3 transferred to another tank(s) (identify tank(s))
.4 other method (state which).

(K) DISCHARGE OF CLEAN BALLAST CONTAINED IN CARGO TANKS

58. Position of ship at start of discharge of clean ballast.
59. Identity of tank(s) discharged.
60. Was(were) the tank(s) empty on completion?
61. Position of ship on completion if different from 58.
62. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?

(L) DISCHARGE OF BALLAST FROM DEDICATED CLEAN BALLAST TANKS (CBT TANKERS ONLY)

63. Identity of tank(s) discharged.
64. Time and position of ship at start of discharge of clean ballast into the sea.
65. Time and position of ship on completion of discharge into the sea.
66. Quantity discharged:
.1 into the sea;or
.2 to reception facility(identify port).
67. Was there any indication of oil contamination of the ballast water before or during discharge into the sea?
68. Was the discharge monitored by an oil content meter?
69. Time and position of ship when valves separating dedicated clean ballast tanks from the cargo and stripping lines were closed on completion of deballasting.

(M) CONDITION OF OIL DISCHARGE MONITORING AND CONTROL SYSTEM

70. Time of system failure.
71. Time when system has been made operational.
72. Reasons for failure.

(N) ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OFOIL

73. Time of occurrence.
74. Port or ship's position at time of occurrence.
75. Approximate quantity and type of all.
76. Circumstances of discharge or escape, the reasons therefor 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.
78. Position of ship when ballasted.
79. Total quantity of ballast loaded in cubic metres.
80. Remarks.

(Q) RE-ALLOCATION OF BALLAST WATER WITHIN THE SHIP

81. Reasons for re-allocation.

(R) BALLAST WATER DISCHARGE TO RECEPTION FACILITY

82. Port(s) where ballast water was discharged.
83. Name or designation of reception facility.
84. Total quantity of ballast water discharged in cubic meters
85. Date, signature and stamp of port authority official.

NAME OF SHIP...

DISTINCTIVE NUMBER OR LETTERS.....................................................................................

CARGO/BALLAST OPERATIONS (OIL TANKERS)*/MACHINERY SPACE OPERATIONS(ALL SHIPS)*
___________________
* Delete as appropriate

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Unified Interpretations

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

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Appendix 1 Guidance to Administrations concerning draughts recommended ...

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

Introduction

1. Three formulations are set forth as guidance to Administrations concerning minimum draught requirements for segregated ballast tankers below 150 metres in length.

2. The formulations are based both on theoretical research and surveys of actual practice on tankers of differing configuration reflecting varying degrees of concern with propeller emergence, vibration, slamming, speed loss, rolling, docking and other matters. In addition, certain information concerning assumed sea conditions is included.

3. Recognizing the nature of the underlying work, the widely varying arrangement of smaller tankers and each vessel's unique sensitivity to wind and sea conditions no basis for recommending a single formulation is found.

Caution

4. It must be cautioned that the information presented should be used as general guidance for Administrations. With regards to the unique operating requirements of a particular vessel, the Administration should be satisfied that the tanker has sufficient ballast capacity for safe operation. In any case the stability should be examined independently.

5. Formulation A

6. These expressions were derived from a study of 26 tankers ranging in length from 50 to 150 meters. The draughts, were abstracted from ship's trim and stability books and represent departure ballast conditions. The ballast conditions represent sailing conditions in weather up to and including Beaufort 5.

7. Formulation B
.1 minimum draught at bow (m) = 0.700 + 0.0170 L
.2 minimum draught at stern (m) = 2.300 + 0.030 L
or
.3 minimum mean draught (m) = 1.550 + 0.023 L
.4 maximum trim = 1.600 + 0.013 L

8. These expressions resulted from investigations based on theoretical research, model and full scale tests. These formulae are based on a Sea 6 (International Sea Scale).

9. Formulation C
.1 minimum draught aft (m) = 2.0000 + 0.0275 L
.2 minimum draught forward (m) = 0.5000 + 0.0225 L

10. These expressions provide for certain increased draughts to aid in the prevention of propeller emergence and slamming in higher length ships.

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Appendix 2 Interim recommendation for a unified interpretation of regulation 13E

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

1. Regulation 13E(4) of Annex I of MARPOL 73/78 relating to the measurement of the 2 metres minimum width of wing tanks and the measurement of the minimum vertical depth of double bottom tanks of 2 metres or B/15 in respect of tanks at the ends of the ship where no identifiable bilge area exists should be interpreted as given hereunder. No difficulty exists in the measurements of the tanks in the parallel body of the ship where the bilge area is clearly identified. The regulation does not explain how measurements should be taken.

2. The minimum width of wing tanks should be measured at a height of D/5 above the base line providing a reasonable level above which the 2 metres width of collision of protection should apply, under the assumption that in all cases D/5 is above the upper turn of bilge amidships (see Figure 1). The minimum height of double bottom tanks should be measured at a vertical plane measured D/5 inboard from the intersection of the shell with a horizontal line D/5 above the base line (see Figure 2).

3. The PAc value for a wing tank which does not have a minimum width of 2 metres throughout its length would be zero; no credit should be given for that part of the tank in which the minimum width is in excess of 2 metres. No credit should be given in the assessment of PAs to any double bottom tank, part of which does not meet the minimum depth requirements anywhere within its length. If, however the projected dimensions of the bottom of the cargo tank above the double bottom fall entirely within the area of the double bottom tank or space which meets the minimum height requirements and provided the side bulkheads bounding the cargo tank above are vertical or have a slope not more than 45 degrees from the vertical, credit may be given to the part of the double bottom tank defined by the projection of the cargo tank bottom. For similar cases where the wing tanks above the double bottom are segregated ballast tanks or void spaces, such credit may also be given. This would not, however, preclude in the above cases credit being given to a PAs value in the first case and to a PAc value in the second case where the respective vertical or horizontal protection comply with the minimum distances prescribed in Regulation 13E(4).

4. Projected dimensions should be used as shown in examples of Figures 3 to 8. Figures 7 and 8 represent measurement of the height for the calculation PAc for double bottom tanks with sloping tank top. Figures 9 and 10 represent the cases where credit is given in the calculation of PAs to be part or whole of double bottom tank.

Figure 1- Measurement of minimum width of wing ballast tank at ends of ship

"W" must be at least 2 metres along the entire length of the tank for the tank to be used in the calculation PAc .

Figure 2- Measurement of minimum height of double bottom tank at ends of ship

"h" must be at least 2 metres or B/15, whichever is less, along the entire length of the tank for the tank to be used in the calculation of PAc .

Figure 3- Calculation of PAc and PAs for double bottom tank amidships

is at least 2 metres or B/15, whichever is less, along entire tank length,
PAc =

X double bottom tank length X 2
PAs = B X double bottom tank length

If

is less than 2 metres or B/15, whichever is less,
PAc=

double bottom tank length X 2
PAs = 0

Figure 4- Calculation of PAc and PAs for double bottom tank at ends of ship

is at least 2 metres or B/15, whichever is less, along entire tank length,
PAc =h X double bottom tank length X 2
PAs = B X double bottom tank length

If

is less than 2 metres or B/15, whichever is less,
PAc =hX double bottom tank lengthX 2
PAs = 0

Figure 5;
If W is 2 metres or more,
PAc = D X tank length X 2*
PAs = W X tank lengthX 2*

If W is less than 2 metres
PAc = 0
PAs= W X tank length X 2*

Figure 6;
If W is 2 metres or more,
PAc = D X tank length X 2*
PAs = b X tank length X 2*

If W is less than 2 metres,
PAc = 0
PAs = b X length X 2*

Figure 7- Measurement of h for calculation of PAc for double bottom tanks with sloping tank

tops(1)

Figure 8- Measurement of h for calculation of PAc for double bottom tanks with sloping tank

tops(2)

Figure 9- Calculation PAs for double bottom tank without clearly defined turn of bilge area - when wing tank is cargo tank

If h is less than metres or B/15, whichever is less, anywhere along the tank length, but

is at least 2 metres or B/15, whichever is less, along the entire tank length within the width of 2b
the n:
PAs = 2b X cargo tank length

Figure 10 - Calculation PAs for double bottom tank without clearly defined turn of bilge area - when wing tank is segregated ballast tank or void space

If h is less than 2 metres or B/15, whichever is less, anywhere along the tank length, but h d b is at least 2 metres or B/15, whichever is less, along the entire tank length within the width of 2b,
the n:
PAs = B X cargo tank length

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Appendix 3 Equivalent provisions for the carriage of oil by a chemical tanker

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

1. By implication Regulation 1(4) of Annex I of MARPOL 73/78 prescribes that where a cargo subject to the provisions of Annex I of MARPOL 73/78 is carried in a cargo space of a chemical tanker, the appropriate requirements of Annex I of MARPOL 73/78 shall apply. For the purposes of application of such requirements, a chemical tanker when carrying oil, if it is impracticable to comply with the requirements of Reg. 15(2) and 15(3)(b), shall comply with the following equivalent provisions in accordance with Regulation 3 of Annex I.

2. A chemical tanker shall hold a valid Certificate of Fitness issued under the provision of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk.

3. A chemical tanker shall be fitted within the cargo tank area with the following equipment:
.1 Oily-water separating equipment capable of producing effluent with oil content of less than 100 ppm, complying with the requirements of Regulation 16(6) which has been demonstrated to be suitable for the full range of Annex I products and with a minimum capacity as shown in the table below:

.2 Permanently installed transfer pump for overboard discharge of effluent containing oil through the oily-water separating equipment, with a capacity not exceeding the capacity of the separating equipment;
.3 holding tank of sufficient capacity for the separated oil and with the means for discharge of such oil to reception facilities. The holding tank capacity shall be at least equal to the total quantity of residues remaining in the cargo tanks after unloading as determined by the methods prescribed in Appendix A of the Standards for Procedures and Arrangements, for the discharge of Noxious Liquid Substances; and
.4 a collecting tank for collecting tank washings. Any cargo tank may be designated as a collecting tank.

4. The equipment referred to in paragraph 3.1 shall be of the type approved under the terms of resolution A.393(X).

5. The outlet for the overboard discharge of the effluent from the oily-water separating equipment shall be located above the waterline in the deepest loaded conditions.

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Appendix 4 Connection of small diameter line to the manifold valve

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

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Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

5.1 When a discharge of dirty ballast water or other oil contaminated water from the cargo tank area is taking place through an outlet below the waterline, the part flow system shall provide sample water from the relevant discharge outlet at all times.

5.2 The sample water should be observed particularly during those phases of the discharge operation when the greatest possibility of oil contamination occurs. The discharge shall be stopped whenever any traces of oil are visible in the flow and when the oil content meter reading indicates that the oil content exceeds permissible limits.

5.3 On those systems that are fitted with flushing arrangements, the sample piping should be flushed after contamination has been observed and, additionally, it is recommended that the sample piping be flushed after each period of usage.

5.4 The ship's cargo and ballast handling manuals and, where applicable, those manuals required for crude oil washing systems or dedicated clean ballast tanks operation shall clearly describe the use of the part flow system in conjunction with the ballast discharge and the slop tank decanting procedures.

Figure 1- Sampling probe for a part flow display system

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Appendix 6 Offshore platform discharges

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

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Appendix 7 Guidelines for approval of alternative structural or operational arrangements ...

Guidelines for approval of alternative structural or operational arrangements as called for in MARPOL 73/78, Annex I, regulation 13G7

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Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

Guidelines for approval of alternative structural or operational arrangements as called for in MARPOL 73/78, Annex I, regulation 13G7

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1. Background

Ingangsdatum: 02-10-1983

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Regulation 13G(4) of Annex _ of MARPOL 73/78 specifies the requirements , applicable to existing crude oil tankers of 20,O00 tons deadweight and above and product carriers of 30,000 tons deadweight and above to reduce the accidental outflow of oil in the event of a collision or stranding. Regulation 13G(7) permits other _" i structural or operational arrangements to be accepted as alternatives, provided that I such alternatives provide at least the same level of protection against oil pollution in the event of collision or stranding, and are approved by the Administration based on guidelines developed by the Organization.

The guidelines contained herein specify the criteria by which the acceptability of alternative arrangements should be determined. Methods approved by the MEPC at the time of development of the guidelines are detailed in the appendix.

Other alternative arrangements may be approved by the MEPC after considering their pollution-prevention and safety characteristics A proposal for approval of a new or revised arrangement should be submitted by an Administration and contain technical and operational specifications and evaluation of any safety aspects.

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2 Applicability

Ingangsdatum: 02-10-1983

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These guidelines apply to crude oil tankers of 20,000 tons deadweight and above and product carriers of 30,000 tons deadweight and above which are not required to comply with regulation 13F and do not satisfy the requirements of regulation 13G(1)(c).

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3. Performancer equirements

Ingangsdatum: 02-10-1983

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The required minimum protection against accidental oil outflow is governed by regulation 13G(4),which stipulates that tankers to which regulation 13G applies shall have wing tanks or double-bottom spaces,not used for the carriageof odand meeting the width and height requirements of regulation 13E(4), covering at least 30% of Lt for the full depth of the ship on each side or at least 30% of the projected bottom shell area within the length Lt. where Lt is as defined in regulation 13E(2) Equivalent structural or operational arrangements, as permitted by regulation 13G(7), should ensure at least the same degree of protection against oil pollution in the event of collision or stranding. The equivalency should be determined by calculations in accordance with paragraphs 4 and 5 below.

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4. Damageand outflow criteria

Ingangsdatum: 02-10-1983

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The oil outflow should be calculated for the damage cases identified insubparagraph 5.1 of these guidelines. The hypothetical outflow should be calculated for the conditions specified in subparagraphs 41, 4.2 and 4.3 below and in accordance with the procedures defined in subparagraphs 5.2, 53 and 5.4. The hypothetical outflows so calculated, divided by the volume of the cargo being carried by the ship in its original configuration, and expressed as a percentage, constitute the equivalent oil spill number (the EQS number) for the ship under each of the conditions detailed in subparagraphs 4.1, 42 and 43.

4.1 The EOS number should be calculated for the existing ship, with the ship loaded to the maximum assigned load line with zero trim and with cargo having a uniform density, allowing all cargo tanks to be loaded to 98% full. This calculation establishes the base EOS number and also the nominal cargo oil density, which should be applied in the calculations required by subparagraphs 4.2 and 4.3.

4.2 A second EOS number should be calculated for the ship arranged with noncargo side tanks as referred to in regulation 13G(4).

4.3 A third EOS number should be calculated for the selected alternative method and should not exceed the EOS number as calculated according to subparagraph 42, and should furthermore not be greater than 85% of the EOS number caDu_ated according to subparagraph 4.1.

4.4 Fuel oil tanks located within the cargo tank length should be considered as cargo oil tanks for the purpose of calculating the EOS numbers.

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5. Methodology for calculation of the hypothetical oil outflow

Ingangsdatum: 02-10-1983

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The methodology detailed in this paragraph should be used for calculating the E0S number as required by paragraph 4.

5.1 Damage assumptions
The damage assumptions identified below should be applied to all oil tanks when calculating the EOS number.

5.1.1Side damage

Longitudinal extent	L_c = ¹/3L ^2/3 or 14.5 m whichever is less
Transverse extent	t_c = B /5 or 11.5 m whichever is leas
Vertical extent	V_c = from the baseline upwards without limit

5 1.2Bottom damage

Longitudinal extent	l_s = 0.2L
Transverse extent	b_s = B /6 or 10 m whichever is less,but not less than 5 m
Vertical extent from the baseline	V_s= B/15

5.2 Calculation of outflow in case of side damage
Calculation of the outflow from a side damage should be done as follows:

Length between the forward and after extremities of the cargo tanks	= L_t (m}
Length of tank number l	= l_l (m)
Distance from hull plating to the tank boundary	= s_i(m)
Cargo volume in tanknumber i	= V_i(m³)
Length of side damage according to subparagraph 5.1.1	= l_c (m)
Transverse extent of damage according to subparagraph 5.1.1	= t_c (m)

Even longitudinal distribution of damage location is assumed
Probability factor for breaching tank number i due to side damage

Total hypothetical outflow in case of a side damage

This calculation method gives appropriate credit for any number and size of side ballast tanks. It also takes into account the effect of the cargo tank size. The risk of breaching a longitudinal bulkhead and outflow from centre tanks is also taken into account.

5.3 Calculation of outflow in case of bottom damage
Calculation of the outflow from bottom damages should be done as follows:

Length between the forward and after extremities of the cargo tanks	= L_t (m)
Width of the cargo tank area	= B_t(m)
Length of tank number i	= l_i(m)
Width of tank number i	= b_i (m)
Height of a double bottom	= h_i (m)
Cargo volume in tank number i	= V_i(m³)
Length of a bottom damage according to subparagraph 5.1.2	= l_s (m)
Width of a bottom damage according to subparagraph 5.1.2	= b_s (m)
Vertical extent of a bottom damage according to subparagraph 5.1.2	= V_s (m)

Probability factor for breaching tank number i due to bottom damage

Nominal density of the cargo according to paragraph 4	= p_c(t/m³)
Density of the seawater (normally 1025)	= P_s(t/m³)
Loaded condition draught	= d (m)
Height of cargo column above the cargo tank bottom	= h_c (m)
Highest normal overpressure in the inert gas system (normally 0.05 bar)	= p (bar)
Margin for average transient loss. swell and tide effects	= 11
Standard acceleration of gravity	g = 9.81 m/s2

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

3.1 An Administration of a Party to MARPQL73/78 which receives a request for approval of an alternative tanker design for the purpose of complying with regulason 13F should first evaluate the proposed design and satisfy itself that the design complies with these Guidelines and other applicable regulations of Annex I of MARPQL 73/78. That Administration should then submit the proposal and the supporting documentation, together with its own evaluation report, to the Organization for evaluation and approval of the design concept by the Marine Environment Protection Committee (MEPC) as an alternative to the requirements of regulation 13F(3). Only design concepts which have been approved in principle by the MEPC are allowed for the construction of tankers to which regulation 13F(5) applies.

3.2 The submission to the Administration and the Organization should at least include the foflowing items:
.1 Detailed specification of the alternative design concept
.2 Drawings showing the basic design of the tank system and. where necessary, of the entire ship
.3 Study of the oil outflow performance as outlined in paragraphs 1.3 to 15.
.4 Risk analysis as outlined in paragraph 1.7,
.5 Details of the calculation procedure or computer program used for the probabilistic oil outflow analysis to satisfy the Administration that the calculation procedure used gives satisfactory results. For verification of the computer program see paragraph 6.2
Any additional information may be required to be submitted if deemed necessary

3.3 In addition to the approval procedure for the design concept specified in 3 and 3.2 above, the final shipyard design should be approved by the Flag State Administration for compliance with these Guidelines and all other applicable regulations of Annex I of MARPOL 73/78. This should include survivability considerations as referred to in 5.1.5.10.

3.4 Any approved design concept will require reconsideration if the Guidelines have been amended.

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4 Oil outflow analysis

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

4.1 General

4.1.1 The oil pollution prevention performance of a tanker design is expressed by a non-dimensional oil pollution prevention index E which is a function of the three oil outflow parameters: "probability of zero oil outflow", "mean oil outflow" and "extreme oil outflow". The oil outflow parameters should be calculated for all conceivable damage cases within the entire envelope of damage conditions as detailed in section 5.
4.1.2 The three oil outflow parameters are defined as follows:
Probability of zero oil outflow
this parameter represents the probability that no cargo oil will escape from the tanker in case of collision or stranding If, eg,. the parameter equals 0.6, in 60% of all collision or stranding accidents no oil outflow is expected to occur
Mean offoutflowparameter
The mean oil outflow represents the sum of all outflow volumes multiplied by their respective probabilities The mean oil outflow parameter is expressed as a fraction of the total cargo oil capacity at 98% tank filling,
Extreme oil outflow parameter
The extreme oil outflow is calculated - after the volumes of all outflow cases have been arranged in ascending order - as the sum of the outflow volumes between 0.9 and 1.0 cumulative probability, multiplied by their respective probabilities. The value so derived is multiplied by 10. The extreme oil outflow parameter is expressed as a fraction of the total cargo oil capacity at 98% tank filling.
4.1.3 In general, consideration of ship's survivability will not be required for the conceptual approval of an alternative design. This may, however, be required in special cases,depending on special features of the design.

4.2 Pollution-prevention index
The level of protection against oil pollution in the event of coffision or stranding as compared to the reference double-hull designs should be determined by calculation of the pollution-prevention index E as follows:

where:

k_l, k₂ and k₃are weighting factors having the values:

k_l	= 0.5
k₂	= 0.4
k₃	= 0.1
P₀	= probability of zero oi) outflow for the alternative design
O_M	= mean oil outflow parameter for the alternative design
O_E	= extreme oil outflow parameter for the alternative design

P_OR,O_MRand O_ERare the corresponding parameters for the reference double-hull design of the same cargo oil capacity as specified in section 7.

4.3 Calculation of oil outflow parameters
The oil outflow parameters P_o, O_M end O_E should be calculated as follows:

Probabillity of zero oil outflow.P_o :

where:

i represents each compartment or group of compartments under consideration, running from i = 1 to i = n
P_i accounts for the probability that only the compartment or group of compartments under consideration ere breached K_i equals 0 if there is oil outflow from any of the breached cargo spaces in i. If there is no outflow. K_i equals 1.

Mean oil outflow parameter O_M :

where:

O_i = combined oil outflow (m³) from all cargo spaces breached in i
C = total cargo oil capacity at 98% tank filling (m³)

Extreme oil outflow parameter, O_E:

where the index "/e" represents the extreme outflow cases, which are the damage cases falling within te cumulative probillity range between 0.9 and 1.0 after they have been arranged as specified in 6.1.

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5 Àssumptions for calculating oil outflow parameters

Ingangsdatum: 02-10-1983

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5.1 General

5.1 1 The assumptions specified in this section should be used when calculating the oil outflow parameters.

5.1.2 Outflow parameters should be calculated independently for collisions and strandings and then combined as follows:
0.4 of the computed value for collisions plus
0.6 of the computed value for strandings.

5.1.3 For strandings independent calculations should be done for 0 m. 2 m and 6 m tides. The tide. however, need not be taken greater than 50% of the ship's maximum draught. Outflow parameters for the stranded conditions should be a weighted average, calculated as follows:
0.4 for 0 m tide condition
0.5 for minus 2 m tide condition
0.1 for minus 6 m tide condition.

5.1.4 The damage cases and the associated probability factor P_i for each damage case should be determined based on the damage density distribution functions as specified in paragraph 52

5.1.5 The following general assumptions apply for the calculation of outflow parameters:
.1 The ship should be assumed to be loaded to the maximum assigned load line with zero trim and heel and with a cargo having a density allowing all cargo tanks to be filled to 98%.
.2 For all cases of collision damage, the entire contents of all damaged cargo oil tanks should be assumed to be spilled into the sea. unless proven otherwise.
.3 For all stranded conditions, the ship should be assumed aground on a shelf. Assumed stranded draughts prior to tidal change should be equal to the initial intact draughts. Should the ship trim or float free due to the outflow of oil this should be accounted for in the calculations for the final shipyard design.
.4 In general, an inert gas overpressure of 0.05 bar gauge should be assumed
.5 For the calculation of oil outilow in case of stranding, the principles of hydrostatic balance should apply, and the location of damage used for calculations of hydrostatic pressure balance and related oil outflow calculations should be the lowest point in the cargo tank.
.6 For cargo tanks bounded by the bottom shell, unless proven otherwise, oil outflow equal to 1% of the volume of the damaged tank should be assumed to account for initial exchangelossesand dynamic effects due to current and waves
.7 For breached non-cargo spaces located wholly or in part below breached cargo oil tanks, the flooded volume of these spaces at equilibrium should be assumed to contain 50% oil and 50% seawater by volume, unless proven otherwise.
.8 If deemed necessary, model tests may be required to determine the influence of tidal, current and swell effects on the oil outflow performance.
.9 For ship designs which incorporate cargo transfer systems for reducing oil outflow, calculations should be provided illustrating the effectiveness of such devices For these calculations, damage openings consistent with the damage density distribution functions defined in 5.2 should be assumed.
.10 Where, for the final shipyard design referred to in 33 and in the special cases referred to in 4.1.3, damage stability calculations are required, the following should apply: A damage stability calculation should be performed for each damage case. The stability in the final stage of flooding should be regarded as sufficient if the requirements of regulation 25(3) of Annex I of MARPOL 73/78 are complied with. Sboutd the ship fail to meet the survivability criteria as defined in regulation 25(3), 100% oil outflow from all cargo tanks should be assumed for that damage ease

5.2 Damage assumptions

5.2.1General,definitions
The damage assumptions for the probabilistic oil outflow analysis are given in terms of the damage density distribution functions specified in subparagraphs 5.2.2 and 523. These functions are so scaled that the total probability for each damage parameter equals 100%, i.e. the area under each curve equals 1.0.

The location of a damage refers always to the centre of a damage. Damage location and extent to an inner horizontal bottom or vertical bulkhead should be assumed to be the same as the statistically derived damage to the outer hulL.

The location and extent of damage to compartment boundaries should be assumed to be of rectangular shape, following the hull surface in the extents defined in subparagraphs 5.2.2 and 5.23.

The following definitions apply for the purpose of subparagraphs 5.2.2 and 5.2.3

x	= dimensionless distance from A.P. relative to the ship's length between perpendiculars
y	= dimensionless longitudinal extent of damage relative to the ship's length between perpendiculars
z_r	= dimensionless transverse penetration extent relative to the ship's breadth
z_v	= dimensionless vertical penetration extent relative to the ship's depth
z_l	= dimensionless vertical distance between the baseline and the centre of the vertical extent z_v relative to the distance between baseline and deck level (normally the ship's depth)
b	= dimensionless transverse extent of bottom damage relative to the ship's breadth
b_l	_{= dimensionless transverse location of bottom damage relative to the ship's breadth.}

_{5.2.2 Sidedamage due to collision
Function for longitudinal location:

5.2.3Bottom damage due to stranding}

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6 Probabilistic methodology for calculating oil outflow

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

6.1 Damage cases

6.1.1 Using the damage probability distribution functions specified in paragraph 5.2, all damage cases n as per paragraph 4.3 should be evaluated and placed in ascending order of oil outflow. The cumulative probability for all damage cases should be computed, being the running sum of probabilities beginning at the minimum outflow damage case and proceeding to the maximum outflow damage case.The cumulative probability for gll damage cases should be 10.
6.1.2 For each damage case the damage consequences in terms of penetrations (breaching) of cargo tank boundaries should be evaluated and the related oil outflow calculated. A cargo tank should be considered as being breached in a damage case under consideration if the applied damage enve/ope reaches any part of the cargo tank boundaries
6.1.3 When determining the damage cases,it should be assumed for the purpose of these calculations that the location, extent and penetration of damages are independent of each other.

6.2 Oil outflow calculations

6.2.1 The probabilistic oil outflow calculations may be done as outlined by the "Example for the Application of the Interim Guidelines" given in the appendix to theseGuidelines Other calcuration procedures may be accepted, provided they show acceptable accuracy. 6.2.2 The computer program used for the oil outflow analysis should be verified against the data for oil outflow parameters for the reference double-hull designs given in section 7
6.2.3 After the f[na[ waterline has been determined, the oit outflow from each damaged cargo tank should be computed for each damage case under the assumptions specified in 5.1 5.

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7. Reference double-hull designs

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

Data for four reference double-hull designs of 5,0OO tdw, 60,000 tdw, 150,000 tdw and 283,000 tdw are summarized in tables 7.1 and 7.2 and are illustrated in figures 5 to 8.
Table 7.1 contains the data for the oil outflow parameters P_os, O_MR and O_ER to be used for the concept approval (ship survivability not considered). Table 7.2 contains the corresponding data to be used for the shipyard disgn approval (ship survivabilitiy considered)

Table 7.1 - Oil outflow parameters ( ship survivability not considered )

Table 7.2 - Oil outflow parameters ( ship survivability considered )

Figure I - Side damage due to collision:
density distribution functions f_s1, f_s2,f_s3

Figure 2 - Side damage due to collision:
density distribution functions f_s4 and f_s5

Figure 3 - Bottom damage due to stranding:
density distribution functions f_b1, f_b2, f_b3

Figure 4 - Bottom damage due to stranding:
density distribution functions f_b2 and f_b5

L	= 95.00 m
B	= 16.50 m
D	= 8.30 m
T	= 6.20 m
h_pa	= 1.10 m
W	= 1.00 m

Cargo oil capacity at 98% tank filing: 6,061 m³
Cargo oil density: 0.825 t/m³

Figure 5 - Reference double-hull design no. 1 Deadweight; 5,000 tdw

L	= 203.50 m
B	= 36.00 m
D	= 18.00 m
T	= 13.50 m
h_DB	= 2.00 m
W	= 2.00 m

Cargo oil capacity at 98% tank filling: 70.175 m³
Cargo oil density: 0855 t/m³

Figure 6 - Reference double-hull design no. 2 Deadweight: 60,000 tdw

L	= 264.00 M
B	= 48.00 M
D	= 24.00 M
T	= 16.80 M
h_DB	= 2.32 M
W	= 2.00 M

Cargo oil capacity at 98% tank filling: 175,439 m³
Cargo oil density: 0.855 t/m³

Figure 7 - Reference double-hull design no. 3 Deadweight: 150,000 tdw

l	= 318.00 M
B	= 57.00 M
D	= 31.00 M
T	= 22.00 m
b	= 18.00 m
h_DB	= 4.20 m
W	= 2.00 m

Calgo oil capacity at 98% tank filling: 330,994 m³
Calgo oil density: O 855 t/m³

Figure 8 - Reference double-hull design no. 4 Deadweight: 283.000 tdw

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Appendix

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Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

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1 General

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

The application of the Interim Guidelines, hereunder referred to as "the Guidelines", is shown in the following worked example illustrating the calculation procedure of the oil outflow parameters for a tank barge. For presentation purposes, a simplified hull form and level of compartmentation have been assumed The procedures described , herein are readily adaptable as a computer application, which will be necessary as more complicated arrangements are evaluated. This example is evaluated in accordance with the requirements for "concept approval". Additional requirements for a shipyard design approval are noted where applicable. "

An application of the Guidelines will typically follow these seven basic steps:

1)Vesse/design : In accordancewith paragraph 3.1 of the Guidelines,the vessel is designed to meet all applicable regulations of Annex I of MARPOL 73/78
2)Establishing of the fullload condition : In accordance with paragraph 515 of the Guidelines. a full load condition is developed.
3)Assembling of the damage cases : By applying the damage density distribution functions provided in the Guidelines. determine each unique grouping of damaged compartments and the probability associated with that damage condition. Independent sets of damage cases are derived for side (collision) and bottom (stranding) damage
4)Computation of the equilibriumcondition for each damage case : Compute the final equilibrium condition for all side and bottom damage conditions This step is only required for the final shipyard design, in accordance with paragraph 5. _.5.10 of the Guidelines.
5)Computation of the oil outflow for each damage case : Calculate the oil outflow for each damage case.Separate calculations are done for side damage. and for bottom damage at the 0.0 m, 20 m and 6.0 m tide conditions. For side damage, all oil is assumed to escape from damaged tanks. For bottom damage, a hydrostatic balance method is applied For the final shipyard design, survivability is evaluated in accordance with the requirements of regulation 25(3) of Annex I of MARPOL 73/78
6)Computation of the oil outflow parameters : The cumulative probability of occurrence of each level of oil outflow is developed. This is done for the side damage and for each bottom damage tide condition. The associated oil outflow parameters are then computed. The bottom damage tidal parameters are combined in accordance with paragraph 5.1.3 and the side and bottom damage parameters are then combined in accordance with paragraph 6.1.2 of the Guidelines.
7)Computation of the Pollution Prevention Index E : The new design has satisfactory characteristics ifE as defined in paragraph 4.2 of the Guidelines is greater than or equal to 1.0.

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2. Analysis procedure

Ingangsdatum: 02-10-1983

Geldig tot en met: 31-12-2006

The basic steps Nos. 1 through 6 are described in this section.

2.1 Step 1: Vessel design
The arrangement and dimensions of the example barge are as shown in figure A1 (Barge arrangement). For clarity purposes, a simple arrangement has been selected which does not meet all MARPOL 73/78 requirements. However, for actual designs submitted for approval as an alternative to double hull, the vessel must meet all applicable regulations of Annex I of MARPOL 73/78.

2.2 Step 2: Establishing of the full load condition
An intact load condition shall be developed with the vessel at its maximum assigned toad line with zero trim and heel. Departure quantities of constants and consumables (fuel oil, diesel oil, fresh water, lube oil. etc.) should be assumed. Capacities of cargo oil tanks should be based on actual permeabilities for these compartments. All cargo oil tanks shall be assumed to be filled to 98% of their capacities. All cargo oil shall be taken at a homogeneous density.
For this example, it is assumed that the permeability of the cargo oil tanks is 0.99 and 0.95 for the double bottom/wing tank ballast spaces. The 100% capacity of the cargo oil tanks CO¹ and CO² is:

Cargo tank capacity at 98 % filling C = Q.98 × 38,491 = 37,721 m³

For this barge, for simplicity reasons, zero weight for the constants and consumables has been assumed. At the 9.0 m assigned load line the following values for the cargo oil mass (W) and density (P_c) are obtained:
W = text displacement - light barge weight = 33,949 t
P_c = 33,949 t/C = 0.90 t/m³

2.3 Step 3: Assembling of the damage cases
In this step the damage cases have to be developed. This involves applying the probability density distribution functions for side damage (figures 1 and 2) and the probability density distribution functions for bottom damage (figures 3 and 4). Each unique grouping of damaged compartments is determined together with its associated probability. The sum of the probabilities should equal 1.0 for both the side and the bottom damage evaluations.
There are different methods available for developing the compartment groupings and probabilities, each of which should converge on the same results.

in this example, the compartment groupings and the use of the probability density functions is shown by a "step-wise" evaluation method. This method involves stepping through each damage location and extent at a sufficiently fine increment. For instance, it is assumed (for the side damage) to step through the functions asfollows: longitudinal location = 100 steps, longitudinal extent = 100 steps, transverse penetration = 100 steps,vertical location = 10 steps, and vertical extent = 100 steps. You will then be developing 10⁹ damage incidents. The probability of each step is equal to the area under the probability density distribution curve over that increment The probability for each damage incident is the product of the probabilities of the five functions There are many redundant incidents which damage identical compartments. These are combined by summing their probabilities. For a typical double-hull tanker, the 10⁹ damage incidents reduce down to 100 to 400 unique groupings of compartments.

2.3.1Side damage evaluation
The damage density distribution functions provide independent statistics for location, length, and penetration. For side damage, the probability of a given damage longitudinal location, longitudinal extent, transverse penetration, vertical location and vertical extent is the product of the probabilities of these five damage characteristics

To maintain the example at a manageable size, fairly coarse increments have been assumed:

Longitudinal location at 10 steps:	= L /10	= O.10L per step
Longitudinal extent at 3 steps:	= 0.3L /3	= 0.10L per step
Transverse penetration at 6 steps:	= 0.3B /6	= 0.05B per step

To further simplifly the evaluation, each damage is assumed to extend vertically without limit. Therefore, the probabilities of vertical location and vertical extent are taken as 1,0 for each damage case. This is a reasonable assumption as the double bottom height is only 10% of the depth. Taking the area under the density distribution function for vertical location up to 0.1D (see figure 2, function f_s5 yields a value of 0.005. This means that the probability of the centre of damage location falling within the double bottom region is 1/200

Figure A2 (Side damage definition) shows the steps for longitudinal Location, longitudinal extent and transverse penetration in relation to the barge. Table A1 (Increments for step-wise side damage evaluation) gives the range for each step, the mean or average value over the step. and the probability of occurrence of that particular step. For instance, Z₁ covers the range of transverse penetration beginning at the side shell and extending inboard 5% of the breadth The average penetration is 0.025B or 2.5% of the breadth. The probability of occurrence is the likelihood that the penetration will fall within the range of 0% to 5% of the breadth. The probability equals 0.749, which is the area under the density distribution function for transverse penetration (figure 1, function f_s3) between 0.0B and 0.05B . The area under each probabiLity density function is 1.0, and therefore the sum of the probabilities for all increments for each function is 1.0.

A total of ten longitudinal locations, three longitudinal extents and six transverse penetrations will be evaluated All combinations of damages must beconsidered for a total of (10) x (3) x (6) = 180 separate incidents The damaged compartments are found by overlaying each combination of location/extent/penetration onto the barge. These damage boundaries define a rectangular box. Any compartment which extends into this damage zone is considered damaged. Eachbof the 180 incidents results in damage to one or more compartments Incidents with identical damaged compartments are collected into a single damage case by summing the probabilities of the individual damage incidents.

Let us begin at the aft end of the barge and proceed forward. The first damage location X₁ is centred 0,05L forward of the transom. The first damage extent Y₁ has an average length of 0.05L . The average value for the first transverse penetration Z₁ is 0.025B The resulting damage box lies entirely within the WB1 compartment and therefore damages that compartment only The probabildy of this incident is:

P ₁₁₁( X₁Y₁Z₁) = (0.1000) x (1.7725) x (0.7490) = 0.06786

If we step through the transverse penetrations Z₂ through Z₆ we find that only the WB1 compartment is damaged for each of these cases. The probabilities for these cases are 0.01074, 000216, 0.00216, 0.00216. 0.00216. and 000216 respectively. The combined probability for the six cases at longitudinal damage location X₁ is:

P ₁₁₁ - ₆ (X₁Y₁Z₁ - ₆) = 0.05786 + 0.01074 + 0.00216 + 0.00218 + 0.00216 + 0.00216 = 0.07725

Next, we move to damage extent Y₂.The damage box X₁ Y₁ Z₁ once again falls within the WB1 compartment, Likewise, transverse penetrations Z₂ through Z₆ fall within this compartment. We compute the probability for these cases and find that:

P ₁₂₁ - _B(X₁Y₂Z₁-₆)= 0.01925

Similarly. the damage boxes defined by X₁ Y₃Z_{1 - 6} lie within the WB 1 compartment and have a combined probability:

P ₁₃₁_{- 6}(X₁ Y₃Z_{1 - 6}) = 0.00350.

We now move to the next longitudinal location, X₂. With longitudinal extent Y₁, the damage stays within the WB1 compartment. The combined probability is:

P _{211 - 6}(X₂Y₁Z_{1 - 8}) = 0.07725,

The forward bound of the damage box X₂ Y₂Z₁ extends forward of the transverse bulkhead located 20.0 m from the transom, damaging compartments both fore and aft of this bulkhead. Transverse penetration Z₁ extends to a point just outboard of the longitudinal bulkhead. Therefore, this combination damages both the WB1 and WB2S compartments The probability is:

P ₂₂₁ (X₂ Y₂Z₁ ) = 0.01442.

We find that the damage box X₂Y₂Z₂ extends inboard of the longitudinal bulkhead, damaging compartments WB1. WB2S and CO¹. A cargo oil tank has been damaged and oil outflow will occur. Similaby, damage penetrations Z₃ through Z₆ result in breaching of the three compartments. The combined probability for these five incidents is:

P _{222 - 6}(X₂Y₂Z_{2 - 6}) = 0.00268 + 0.00054 + 0.00054 + 0.00054 + 0.00054 = 0.00483

By stepping through the barge for all 180 incidents and combining unique damage compartment groupings, we obtain the compartment grouping and probability values shown in table A2 (Probability values for side damage). Each compartment group represents a unique set of compartments. The associated probability is the probability that each particular group of compartments will be damaged in a collision which breaches the hull. For instance, the probability of damaging the WB1 compartment is 0.17725. This means there is approximately a 17.7% likelihood that only this compartment will be damaged Likewise, the probability of concurrently damaging the WB1 and WB2S compartments is 0.03408 or about 3.4%. Note that the cumulative probability of occurrence for all groups equals 1.0.

2.3.2Bottom damage evaluation
For bottom damage, the probability of a given damage longitudinal location, longitudinal extent, vertical penetration, transverse location and transverse extent is, analogously to the side damage evaluation, the product of the probabilities of these five damage characteristics

The following increments are assumed for the bottom damage evaluation:

Longitudinal location at 10 steps:	= L / lO	= 0.10L per step
Longitudinal extent at 8 steps:	= 0.8L /8	= 0.10L per step
Vertical penetration at 6 steps:	= 0.3D /6	= 0.05D per step

To further simplify the evaluation, all damage is assumed to extend transversely without limit. Therefore, the probabilities of transverse extent and transverse location are taken as 1.0 for each damage case.

Compartment groupings are developed using the same process as previously described for side damage.

Analogously, a total of ten longitudinal locations, eight longitudinal extents and six vertical penetrations need to be evaluated The damage incidents to be taken into account for groundings sum up to a total of (10) x (8) x (6) = 480 separate incidents

Figure A3 (Bottom damage definition) shows the steps for longitudinal location, longitudinal extent and vertical penetration in relation to the barge. Table A3 (Increments for step-wise bottom damage definition) gives the range for each step, the mean or average value over the step, and the probability of occurrence of that particular step.

Again, putting the aftmost compartment WB1 together in terms of damage increments, the following probabilities have to be summed up:

P_111-6(X₁ Y₁Z_1-6) = (0.0240) × (0.38333) x (1.0) = 0.00920
P_121-6(X₁Y₂Z_1-6) = (0.0240) x (0.2500) x (1.0) = 0.00600
P_131-6(X₁Y₃Z_1-6) = (0.0240) × (0.11677) x (1.0) = 0.00280
P_211-6(X₂Y₁Z_1-6) = (0.0320) x (0.38333) x (1.0) = 0.01227.

Therefore the likelihood of damaging the WB1 compartment sums up to:

P_WB1= P₁₁ + P₁₂ + P₁₃ + P₂₁ = 0.03027.

By addressing each of the 480 incidents to the relevant compartment (or groups of compartments) the likelihood of a damage to these resulting from a grounding is obtained. This is shown in table A4 (Probability values for bottom damage).

2.4 Step 4: Computation of the equilibrium condition
for each damage case This example describes the concept analysis only. Damage stability analyses to determine the equilibrium conditions are only required for the final shipyard design, in accordance with paragraph 5.1.5.10 of the Guidelines.

2.5 Step 5: Computation of the oil outflow for each damage case
In this step the oil outflow associated with each of the compartment groupings is calculated for side and bottom damage as outlined below.

2.5 1Side damage evaluation
For side damage, 100% of the oil in a damaged cargo oil tank is assumed to outflow into the sea. If we review the eleven compartment groupings for side damage, we find that oil tank damage occurs in three combinations: CO¹ only, CO² only. and concurrent damage to CO¹ and C0², The oil outflow for these tanks is as follows:

CO¹ (98% full volume)	=	9.430 m³
CO² (98% full volume)	=	28.291 m³
CO¹+CO² (98% full volume)	=	37.721 m³

2.5.2Bottom damage evaluation
For bottom damage, a pressure balance calculation must be carried out. The vessel is assumed to remain stranded on a shelf at its original intact draught. For the concept analysis,zero trim and zero heel are assumed. An inert gas overpressure of 0.05 bar gauge is assumed in accordance with paragraph 5.1.5.4 of the Guidelines. The double bottom spaces located below the cargo oil tanks "capture" some portion of the oil outflow, In accordance with paragraph 5.1.5.7 of the Guidelines, the flooded volume of such spaces should be assumed to contain 50% oil and 50% seawater by volume at equilibrium When calculating the oil volume captured in these spaces, no assumptions are made on how the oil and seawater is distributed in these spaces
The calculations are generally carried out for three tidal conditions: 0.0 m tide. with a 2.0 m tidal drop, and with a 6.0 m tidal drop. In accordance with paragraph 5.1.3 of the Guidelines, the tidal drop need not be taken greater than 50% of the ship's maximum draught. For this example, the appropriate tidal conditions are therefore O.O m, 2.0 m and 45 m.

The actual oil volume lost from a cargo tank is calculated for each of the three tidal conditions, assuming hydrostatic balance as follows:

where:
z_c = height of remaining oil in the damaged tank (m)
P_c = cargo oil density (0,9 t/m³)
g = gravitational acceleration (981 m/s²)
p = set pressure of cargo tank pressure/vacuum valves (0.05 bar gauge)
z_s = external seawater head above inner bottom (m)
z_s = T-2=7.00 m
p_s = seawater density (1.025 t/m³)

See also figure A4.
From the above equation one obtains for the height of remaining oil z_c for the zerotide condition:

z_c= 7.40 m
Thus, the height of lost oil (h_l = 0.96h_c - Z_c) is:
h_l= 17.64 - 7.40 - 10.24 m.
The volume of lost oil (V_l) of cargo tank C0¹ is:
V_l = 10.24 × 36 x 15 x O.99 - 5,474 m³ .
In this case the total volume (V_wo) of oil and water in the water ballast tanks is:
V_wo 2 x [20 x 2 +Z_wo x 2] x 60 x 0.95 = 6,202 m³
where:
Z_wo = 0.5(z_c+z_s) = 7.20 m.
If one assumes that 50% of V_wo is occupied by captured oil, one obtains for the total oil outflow (V_outflow)of cargo tank CO¹:
V_outflow = V_l - 0.5V_wo = 2,373 m³.
The oil outflow of cargo tank CO² is:
V_outflow = 10.24 x 36 x 45 x 0.99 - 0.5 x 6,202 = 13,322 m³
and the total oil outflow of cargo tanks C0¹ and C0² is:
V_outflow = 10.24 x 36 x 60 x 0.99 - 0.5 x 6,202 = 18,796 m³.

Stepwise application of the damage extents and assumed increments results in fourteen compartment groupings for bottom damage. Oil tank and double bottom damage occurs in three combinations. The oil outflows for these tanks at 0.0 m, 2.0 m and 4.5 m tide are summarized in the table below:

2.6 Step 6: Computation of the oil outflow parameters
in this step the oil outflow parameters are computed in accordance with paragraph 4.3 of the Guidelines.To facilitate calculation of these parameters, place the damage groupings in a table in ascending order as a function of oil outflow. A running sum of probabilities is computed, beginning at the minimum outflow damage case and proceeding to the maximum outflow damage case. Tables A5 and A6 (Cumulative probability and oil outflow values) contain the outflow values for the side damage and bottom damage for the three tide conditions.

Probability of zero oil outflow,Po :This parameter equals the cumutative probability for eli damage cases for which there is no oil outflow. From table AS. we see that the probability of zero outflow for the side damage condition is 0.83798, and the probability of zero outflow for the bottom damage (0.0 m tide) condition is 0.84313.

Mean or outflow parameter. O_M :This is the weighted average of all cases, and is obtained by summing the products of each damage case probability and the computed outflow for that damage case.

Extreme oil outflow parameter , O_E:This represents the weighted average of the damage cases failing within the cumulative probability range between 0.9 and 1,0. It equals the sum of the products of each damage case probability with a cumulative probability between 0.90 and 1.0 and its corresponding oi( outftow, with the result multiplied by 10.

For this example, the computed outflow values are as shown in tables A5 and A6 In accordance with paragraph 5.1.3 of the Guidelines, the bottom damage outflow parameters for the 00 m, 2.0 m and 45 m tides are combined in a ratio of 0.4: 05: 0 1 respectively. In accordance with paragraph 5.7.2. the collision(side damage) and stranding (bottom damage) parameters are then combined in a ratio of 0,4: 0.6 respectively. In table A7 (Summary of oil outflow parameters) the oil outflow parameters P_o, O_M and O_E for the example tank barge are listed.

Table A1 - Increments for step-wise side damage evaluation
Longitudinal location step=O,1L

Longitudinal extent step = O.1L

Transverse penetration step = O.05B

Table A2 - Probability values for side damage

Table A3 - Increments for step-wise bottom damage definition
Longitudinal location step = 0.1L

Longitudinal extent step = 0.1L

Vertical penetration step = 0.05D

Table A4 - Probability values for bottom damage

Table A5 - Cumulative probability and oil outflow values
Side damage

Figure A1 - Barge arrangement

figure A2 - Side damage definition

Figure A3 - Bottom damage definition

Figure A4 - Oil outflow scheme for bottom damage

Permanente link

Annex I Regulations for the Prevention of Pollution by Oil

Appendices to Annex I

Appendix I List of oils

[Niet geldig (geldigheid vanaf 2007-01-01)]

Permanente link

Appendix II Form of IOPP Certificate and Supplements

IOPP Certificate

[Niet geldig (geldigheid vanaf 2007-01-01)]

Permanente link

Supplement to the IOPP Certificate Form A

FORM A

Supplement to the International Oil Pollution Prevention Certificate
(IOPP Certificate)

Record of Construction and Equipment for ships other than oil tankers

in respect of the provisions of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (hereinafter referred to as "the Convention").

Notes:

This form is to be used for the third type of ships as categorized in the IOPP Certificate, i.e. "ships other than any of the above". For oil tankers and ships other than oil tankers with cargo tanks coming under regulation 2.2 of Annex I of the Convention, Form B shall be used.
This Record shall be permanently attached to the IOPP Certificate. The IOPP Certificate shall be available on board the ship at all times.
If the language of the original Record is neither English nor French nor Spanish, the text shall include a translation into one of these languages.
Entries in boxes shall be made by inserting either a cross (x) for the answers "yes" and "applicable" or a dash (-) for the answers "no" and "not applicable" as appropriate.
Regulations mentioned in this Record refer to regulations of Annex I of the Convention and resolutions refer to those adopted by the International Maritime Organization.

1.	Particulars of ship
	1.1	Name of ship ________________
	1.2	Distinctive number or letters ________________
	1.3	Port of registry ________________
	1.4	Gross tonnage ________________
	1.5	Date of build:
		1.5.1	Date of building contract ________________
		1.5.2	Date on which keel was laid or ship was at a similar stage of construction ________________
		1.5.3	Date of delivery ________________
	1.6	Major conversion (if applicable):
		1.6.1	Date of conversion contract ________________
		1.6.2	Date on which conversion was commenced ________________
		1.6.3	Date of completion of conversion ________________
	1.7	The ship has been accepted by the Administration as a "ship delivered on or before 31 December 1979" under regulation 1.28.1 due to unforeseen delay in delivery "		O
2	Equipment for the control of oil discharge from machinery space bilges and oil fuel tanks (regulations 16 and 14)
	2.1	Carriage of ballast water in oil fuel tanks:
		2.1.1	The ship may under normal conditions carry ballast water in oil fuel tanks	O
	2.2	Type of oil filtering equipment fitted:
		2.2.1	Oil filtering (15 ppm) equipment(regulation 14.6)	O
		2.2.2	Oil filtering (15 ppm) equipment with alarm and automatic stopping device (regulation 14.7)	O
	2.3	Approval standards:¹
		2.3.1	The separating/filtering equipment:
		1	has been approved in accordance with resolution A.393(X);	O
		2	has been approved in accordance with resolution MEPC.60(33);	O
		3	has been approved in accordance with resolution MEPC.107(49);	O
		4	has been approved in accordance with resolution A.233(VII);	O
		5	has been approved in accordance with national standards not based upon resolution A.393(X) or A.233(VII);	O
		6	has not been approved.	O
		2.3.2	The process unit has been approved in accordance with resolution A.444(XI)	O
		2.3.3	The oil content meter:
		1	has been approved in accordance with resolution A.393(X);	O
		2	has been approved in accordance with resolution MEPC.60(33);	O
		3	has been approved in accordance with resolution MEPC.107(49).	O
	2.4	Maximum throughput of the system is ............m³/h
	2.5	Waiver of regulation 14:
		2.5.1	The requirements of regulation 14.1 or 14.2 are waived in respect of the ship in accordance with regulation 14.5.
		2.5.1.1	The ship is engaged exclusively on voyages within special area(s):	O
		2.5.1.2	The ship is certified under the International Code of Safety for High-Speed Craft and engaged on a scheduled service with a turn-around time not exceeding 24 hours	O
		2.5.2	The ship is fitted with holding tank(s) for the total retention on board of all oily bilge water as follows:

O

3	Means for retention and disposal of oil residues (sludge) (regulation 12) and bilge water holding tank(s)²
	3.1	The ship is provided with oil residue (sludge) tanks as follows:
	3.2	Means for the disposal of residues in addition to the provisions of sludge tanks:
		3.2.1	Incinerator for oil residues, capacity ........... l/h	O
		3.2.2	Auxiliary boiler suitable for burning oil residues	O
		3.2.3	Tank for mixing oil residues with fuel oil, capacity ........m³	O
		3.2.4	Other acceptable means:	O
	3.3	The ship is provided with holding tank(s) for the retention on board of oily bilge water as follows:
4	Standard discharge connection (regulation 13)
	4.1	The ship is provided with a pipeline for the discharge of residues from machinery bilges and sludges to reception facilities, fitted with a standard discharge connection in accordance with regulation 13		O
5	Shipboard oil/marine pollution emergency plan (regulation 37)
	5.1	The ship is provided with a shipboard oil pollution emergency plan in compliance with regulation 37		O
	5.2	The ship is provided with a shipboard marine pollution emergency plan in compliance with regulation 37.3		O
6	Exemption
	6.1	Exemptions have been granted by the Administration from the requirements of chapter 3 of Annex I of the Convention in accordance with regulation 3.1 on those items listed under paragraph(s) __________________________ __________________________ __________________________ of this Record		O
7	Equivalents (regulation 5)
	7.1	Equivalents have been approved by the Administration for certain requirements of Annex I on those items listed under paragraph(s) _________________________________of this Record		O

THIS IS TO CERTIFY that this Record is correct in all respects

Issued at ......................................................................................................

(Place of issue of the Record)

..............................................

(Date of issue)

.......................................................................

(Signature of duly authorized official issuing the Record)

(Seal or stamp of the issuing authority, as appropriate)

¹Refer to the Recommendation on international performance and test specifications of oily-water separating equipment and oil content meters adopted by the Organization on 14 November 1977 by resolution A.393(X), which superseded resolution A.233(VII). Further reference is made to the Guidelines and specifications for pollution prevention equipment for machinery space bilges adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.60(33), which, effective on 6 July 1993, superseded resolutions A.393(X) and A.444(XI)(see IMO sales publication IMO-646E); and to the revised Guidelines and specifications for pollution prevention equipment for machinery spaces of ships adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.107(49) which, effective on 1 January 2005, superseded resolutions MEPC.60(33), A.393(X) and A.444(XI) (see IMO sales publication IMO-……).

² Bilge water holding tank(s) are not required by the Convention, entries in the table under paragraph 3.3 are voluntary.

Permanente link

Supplement to the IOPP Certificate Form B

FORM B

Supplement to the International Oil Pollution Prevention Certificate
(IOPP Certificate)

Record of Construction and Equipment for oil tankers

Notes:

This form is to be used for the first two types of ships as categorized in the IOPP Certificate, i.e. "oil tankers" and "ships other than oil tankers with cargo tanks coming under regulation 2.2 of Annex I of the Convention". For the third type of ships as categorized in the IOPP Certificate, Form A shall be used.
This Record shall be permanently attached to the IOPP Certificate. The IOPP Certificate shall be available on board the ship at all times.
If the language of the original Record is neither English nor French nor Spanish, the text shall include a translation into one of these languages.
Entries in boxes shall be made by inserting either a cross (x) for the answers "yes" and "applicable" or a dash (-) for the answers "no" and "not applicable" as appropriate.
Unless otherwise stated, regulations mentioned in this Record refer to regulations of Annex I of the Convention and resolutions refer to those adopted by the International Maritime Organization.

1.	Particulars of ship
	1.1	Name of ship ________________
	1.2	Distinctive number or letters ________________
	1.3	Port of registry ________________
	1.4	Gross tonnage ________________
	1.5	Carrying capacity of ship ________________ (m³)
	1.6	Deadweight of ship ________________ (tonnes) regulation 1.23
	1.7	Length of ship __________________ (m) (regulation 1.19)
	1.8	Date of build:
		1.8.1	Date of building contract ________________
		1.8.2	Date on which keel was laid or ship was at a similar stage of construction __________________
		1.8.3	Date of delivery __________________
	1.9	Major conversion (if applicable):
		1.9.1	Date of conversion contract __________________
		1.9.2	Date on which conversion was commenced __________________
		1.9.3	Date of completion of conversion. __________________
	1.10	Unforeseen delay in delivery:
		1.10.1	The ship has been accepted by the Administration as a "ship delivered on or before 31 December 1979" under regulation 1.28.1 due to unforeseen delay in delivery	O
		1.10.2	The ship has been accepted by the Administration as an "oil tanker delivered on or before 1 June 1982" under regulation 1.28.3 due to unforeseen delay in delivery	O
		1.10.3	The ship is not required to comply with the provisions of regulation 26 due to unforeseen delay in delivery	O
	1.11	Type of ship:
		1.11.1	Crude oil tanker;	O
		1.11.2	Product carrier;	O
		1.11.3	Product carrier not carrying fuel oil or heavy diesel oil as referred to in \|regulation 20.2, or lubricating oil.	O
		1.11.4	Crude oil/product carrier;	O
		1.11.5	Combination carrier;	O
		1.11.6	Ship, other than an oil tanker, with cargo tanks coming under regulation 2.2 of Annex I of the Convention.	O
		1.11.7	Oil tanker dedicated to the carriage of products referred to in regulation 2.4;	O
		1.11.8	The ship, being designated as a "crude oil tanker" operating with COW, is also designated as a "product carrier" operating with CBT, for which a separate IOPP Certificate has also been issued.	O
		1.11.9	The ship, being designated as a "product carrier" operating with CBT, is also designated as a "crude oil tanker" operating with COW, for which a separate IOPP Certificate has also been issued.	O
2.	Equipment for the control of oil discharge from machinery space bilges and oil fuel tanks (regulations 16 and 14)
	2.1	Carriage of ballast water in oil fuel tanks:
		2.1.1	The ship may under normal conditions carry ballast water in oil fuel tanks	O
	2.2	Type of oil filtering equipment fitted:
		2.2.1	Oil filtering (15 ppm) equipment (regulation 14.6)	O
		2.2.2	Oil filtering (15 ppm) equipment with alarm and automatic stopping device (regulation 14.7)	O
	2.3	Approval standards: ¹
		2.3.1	The separating/filtering equipment:
		1	has been approved in accordance with resolution A.393(X);	O
		2	has been approved in accordance with resolution MEPC.60(33);	O
		3	has been approved in accordance with resolution MEPC.107(49);	O
		4	has been approved in accordance with resolution A.233(VII);	O
		5	has been approved in accordance with national standards not based upon resolution A.393(X) or A.233(VII);	O
		6	has not been approved.	O
		2.3.2	The process unit has been approved in accordance with resolution A.444(XI)	O
		2.3.3	The oil content meter:
		1	has been approved in accordance with resolution A.393(X);	O
		2	has been approved in accordance with resolution MEPC.60(33);	O
		3	has been approved in accordance with resolution MEPC.107(49).	O
	2.4	Maximum throughput of the system is ________________ m³/h
	2.5	Waiver of regulation 14:
		2.5.1	The requirements of regulation 14.1 or 14.2 are waived in respect of the ship inaccordance with regulation 14.5. The ship is engaged exclusively on voyages within special area(s): ________________	O
		2.5.2	The ship is fitted with holding tank(s) for the total retention on board of all oily bilge water as follows :	O
		2.5.3	In lieu of the holding tank(s) the ship is provided with arrangements to transfer bilge water to the slop tank	O
3.	Means for retention and disposal of oil residues (sludge) (regulation 12) and bilge water holding tank(s)²
	3.1	The ship is provided with oil residue (sludge) tanks as follows:
	3.2	Means for the disposal of residues in addition to the provisions of sludge tanks:
		3.2.1	Incinerator for oil residues, capacity ________________ l/h	O
		3.2.2	Auxiliary boiler suitable for burning oil residues	O
		3.2.3	Tank for mixing oil residues with fuel oil, capacity ________________ m³	O
		3.2.4	Other acceptable means: ________________	O
	3.3	The ship is provided with holding tank(s) for the retention on board of oily bilge water as follows:
4	Standard discharge connection (regulation 13)
	4.1	The ship is provided with a pipeline for the discharge of residues from machinery bilges and sludges to reception facilities, fitted with a standard discharge connection in accordance with regulation 13		O
5	Construction (regulations 18, 19, 20, 23, 26, 27 and 28)
	5.1	In accordance with the requirements of regulation 18, the ship is:
		5.1.1	Required to be provided with SBT, PL and COW	O
		5.1.2	Required to be provided with SBT and PL	O
		5.1.3	Required to be provided with SBT	O
		5.1.4	Required to be provided with SBT or COW	O
		5.1.5	Required to be provided with SBT or CBT	O
		5.1.6	Not required to comply with the requirements of regulation 18	O
	5.2	Segregated ballast tanks (SBT):
		5.2.1	The ship is provided with SBT in compliance with regulation 18	O
		5.2.2	The ship is provided with SBT, in compliance with regulation 18, which are arranged in protective locations (PL) in compliance with regulations 18.12 to 18.15	O
		5.2.3	SBT are distributed as follows:
	5.3	Dedicated clean ballast tanks (CBT):
		5.3.1	The ship is provided with CBT in compliance with regulation 18.8, and may operate as a product carrier	O
		5.3.2	CBT are distributed as follows:
		5.3.3	The ship has been supplied with a valid Dedicated Clean Ballast Tank Operation Manual, which is dated ________________	O
		5.3.4	The ship has common piping and pumping arrangements for ballasting the CBT and handling cargo oil ________________	O
		5.3.5	The ship has separate independent piping and pumping arrangements for ballasting the CBT	O
	5.4	Crude oil washing (COW):
		5.4.1	The ship is equipped with a COW system in compliance with regulation 33	O
		5.4.2	The ship is equipped with a COW system in compliance with regulation 33 except that the effectiveness of the system has not been confirmed in accordance with regulation 33.1 and paragraph 4.2.10 of the Revised COW Specifications (resolution A.446(XI) as amended by resolutions A.497(XII) and A.897(21))	O
		5.4.3	The ship has been supplied with a valid Crude Oil Washing Operations and Equipment Manual which is dated ________________	O
		5.4.4	The ship is not required to be but is equipped with COW in compliance with the safety aspects of the Revised COW Specifications (resolution A.446(XI) as amended by resolutions A.497(XII) and A.897(21))	O
	5.5	Exemption from regulation 18:
		5.5.1	The ship is solely engaged in trade between ________________________________ ________________________________________________________________ in accordance with regulation 2.5 and is therefore exempted from the requirements of regulation 18	O
		5.5.2	The ship is operating with special ballast arrangements in accordance with regulation 18.10 and is therefore exempted from the requirements of regulation 18	O
	5.6	Limitation of size and arrangements of cargo tanks (regulation 26):
		5.6.1	The ship is required to be constructed according to, and complies with, the requirements of regulation 26	O
		5.6.2	The ship is required to be constructed according to and complies with, the requirements of regulation 26.4 (see regulation 2.2)	O
	5.7	Subdivision and stability (regulation 28):
		5.7.1	The ship is required to be constructed according to, and complies with, the requirements of regulation 28	O
		5.7.2	Information and data required under regulation 28.5 have been supplied to the ship in an approved form	O
		5.7.3	The ship is required to be constructed according to, and complies with, the requirements of regulation 27	O
		5.7.4	Information and data required under regulation 27 For combination carriers have been supplied to the ship in a written procedure approved by the Administration	O
	5.8	Double-hull construction:
		5.8.1	The ship is required to be constructed according to regulation 19 and complies with the requirements of:
		1	paragraph (3) (double-hull construction)	O
		2	paragraph (4) (mid-height deck tankers with double side construction)	O
		3	paragraph (5) (alternative method approved by the Marine Environment Protection Committee)	O
		5.8.2	The ship is required to be constructed according to and complies with the requirements of regulation 19.6 (double bottom requirements)	O
		5.8.3	The ship is not required to comply with the requirements of regulation 19	O
		5.8.4	The ship is subject to regulation 20 and:
		1	is required to comply with paragraphs 2 to 5, 7 and 8 of regulation 19 and regulation 28 in respect of paragraph 28.6 not later than ________________	O
		2	is allowed to continue operation in accordance with regulation 20.5 until ________________	O
		3	is allowed to continue operation in accordance with regulation 20.7 until ________________	O
		5.8.5	The ship is not subject to regulation 20	O
		5.8.6	The ship is subject to regulation 21 and:
		1	is required to comply with regulation 21.4 not later than ________________	O
		2	is allowed to continue operation in accordance with regulation 21.5 until ________________	O
		3	is allowed to continue operation in accordance with regulation 21.6.1 until ________________	O
		4	is allowed to continue operation in accordance with regulation 21.6.2 until ________________	O
		5	is exempted from the provisions of regulation 21 in accordance with regulation 21.7.2	O
		5.8.7	The ship is not subject to regulation 21	O
		5.8.8	The ship is subject to regulation 22 and:
		1	complies with the requirements of regulation 22.2 ________________	O
		2	complies with the requirements of regulation 22.3 ________________	O
		3	complies with the requirements of regulation 22.5 ________________	O
		5.8.9	The ship is not subject to regulation 22 ________________	O
	5.9	Accidental oil outflow performance
		5.9.1	The ship complies with the requirements of regulation 23	O
6	Retention of oil on board (regulations 29, 31 and 32)
	6.1	Oil discharge monitoring and control system:
		6.1.1	The ship comes under category ________________oil tanker as defined in resolution A.496(XII) or A.586(14)³ (delete as appropriate)	O
		6.1.2	The oil discharge monitoring and control system has been approved in accordance with resolution MEPC.108(49)⁴	O
		6.1.3	The system comprises:
		1	control unit	O
		2	computing unit	O
		3	calculating unit	O
		6.1.4	The system is:
		1	fitted with a starting interlock	O
		2	fitted with automatic stopping device	O
		6.1.5	The oil content meter is approved under the terms of resolution A.393(X) or A.586(14)⁵ or MEPC.108(49) (delete as appropriate) suitable for:
		1	crude oil	O
		2	black products	O
		3	white products	O
		4	oil-like noxious liquid substances as listed in the attachment to the certificate	O
		6.1.6	The ship has been supplied with an operations manual for the oil discharge monitoring and control system	O
	6.2	Slop tanks: The ship is provided with ________________ dedicated slop tank(s) with the total capacity of ________________ m³, which is ________________ % of the oil carrying capacity, in accordance with:
		1	regulation 29.2.3	O
		2	regulation 29.2.3.1	O
		3	regulation 29.2.3.2	O
		4	regulation 29.2.3.3	O
		6.2.2	Cargo tanks have been designated as slop tanks	O
	6.3	Oil/water interface detectors:
		6.3.1	The ship is provided with oil/water interface detectors approved under the terms of resolution MEPC.5(XIII)⁶	O
	6.4	Exemptions from regulations 29, 31 and 32:		O
		6.4.1	The ship is exempted from the requirements of regulations 29, 31 and 32 in accordance with regulation 2.4	O
		6.4.2	The ship is exempted from the requirements of regulations 29, 31 and 32 in accordance with regulation 2.2	O
	6.5	Waiver of regulation:
		6.5.1	The requirements of regulations 31 and 32 are waived in respect of the ship in accordance with regulation 3.5. The ship is engaged exclusively on:
		1	specific trade under regulation 2.5: ________________________________ ________________________________________________	O
		2	voyages within special area(s):________________________________ ________________________________________________	O
		3	voyages within 50 nautical miles of the nearest land outside special area(s) of 72 hours or less in duration restricted to:________________________________ ________________________________________________	O
7	Pumping, piping and discharge arrangements (regulation 30)
	7.1	The overboard discharge outlets for segregated ballast are located:
		7.1.1	Above the waterline	O
		7.1.2	Below the waterline	O
	7.2	The overboard discharge outlets, other than the discharge manifold, for clean ballast are located⁷:
		7.2.1	Above the waterline	O
		7.2.2	Below the waterline	O
	7.3	The overboard discharge outlets, other than the discharge manifold, for dirty ballast water or oil-contaminated water from cargo tank areas are located:
		7.3.1	Above the waterline	O
		7.3.2	Below the waterline in conjunction with the part flow arrangements in compliance with regulation 30.6.5	O
		7.3.3	Below the waterline	O
	7.4	Discharge of oil from cargo pumps and oil lines (regulations 30.4 and 30.5):
		7.4.1	Means to drain all cargo pumps and oil lines at the completion of cargo discharge:
		1	drainings capable of being discharged to a cargo tank or slop tank	O
		2	for discharge ashore a special small-diameter line is provided	O
8	Shipboard oil/marine pollution emergency plan (regulation 37)
	8.1	The ship is provided with a shipboard oil pollution emergency plan in compliance with regulation 37		O
	8.2	The ship is provided with a shipboard marine pollution emergency plan in compliance with regulation 37.3		O
9	Exemption
	9.1	Exemptions have been granted by the Administration from the requirements of chapter 3 of Annex I of the Convention in accordance with regulation 3.1 on those items listed under paragraph(s) ________________________________ of this Record		O
10	Equivalents (regulation 5)
	10.1	Equivalents have been approved by the Administration for certain requirements of Annex I on those items listed under paragraph(s) ________________________________ of this Record		O

THIS IS TO CERTIFY that this Record is correct in all respects

Issued at ......................................................................................................

(Place of issue of the Record)

..............................................

(Date of issue)

.......................................................................

(Signature of duly authorized official issuing the Record)

(Seal or stamp of the issuing authority, as appropriate)

¹Refer to the Recommendation on international performance and test specifications of oily-water separating equipment and oil content meters adopted by the Organization on 14 November 1977 by resolution A.393(X), which superseded resolution A.233(VII); Further reference is made to the Guidelines and specifications for pollution prevention equipment for machinery space bilges adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.60(33), which, effective on 6 July 1993, superseded resolutions A.393(X) and A.444(XI) (see IMO sales publication IMO-646E); and to the revised Guidelines and specifications for pollution prevention equipment for machinery spaces of ships adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.107(49) which, effective on 1 January 2005, superseded resolutions MEPC.60(33), A.393(X) and A.444(XI) (see IMO sales publication IMO….).

²Bilge water holding tank(s) are not required by the Convention, entries in the table under paragraph 3.3 are voluntary.

³Oil tankers the keels of which are laid, or which are at a similar stage of construction, on or after 2 October 1986 should be fitted with a system approved under resolution A.586(14); see IMO sales publication IMO-646E.

⁴Oil tankers the keels of which are laid, or which are at a similar stage of construction, on or after 1 January 2005 should be fitted with a system approved under resolution MEPC.108(49) (see IMO sales publication IMO …).

⁵For oil content meters installed on 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 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); see IMO sales publication IMO-646E. For oil content meters as part of discharge monitoring and control systems installed on tankers the keel of which are laid or 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); see IMO sales publication IMO …. ..

⁶ Refer to the Specification for oil/water interface detectors adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.5(XIII); see IMO sales publication IMO-646E.

⁷Only those outlets which can be monitored are to be indicated.

Permanente link

Appendix III Form of Oil Record Book

Form of Oil Record Book

Permanente link

Part I Machinery space operations

Form of Oil Record Book

Oil Record Book

Part I - Machinery space operation

(All Ships)

Name of Ship: _________________________

Distinctive number or letters: _________________________

Gross tonnage: _________________________

Period from: _________________________ to: _________________________

Note: Oil Record Book Part I shall be provided to every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above, other than oil tankers, to record relevant machinery space operations. For oil tankers, Oil Record Book Part II shall also be provided to record relevant cargo/ballast operations.

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.

When 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.

Each 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.

The 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.

In 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.

Any failure of the oil filtering equipment shall be noted in the Oil Record Book Part I.

The entries in the Oil Record Book Part I, for ships holding an IOPP Certificate, shall be at least in 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.

The 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.

The 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. Any 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.

LIST OF ITEMS TO BE RECORDED

(A) Ballasting or cleaning of oil fuel tanks

Identity of tank(s) ballasted.
Whether cleaned since they last contained oil and, if not, type of oil previously carried.
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.
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)

Identity of tank(s).
Position of ship at start of discharge.
Position of ship on completion of discharge.
Ship's speed(s) during discharge.
Method of discharge:
1. through 15 ppm equipment
2. to reception facilities.
Quantity discharged, in m³.

(C) Collection and disposal of oil residues (sludge and other oil residues)

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
Methods of disposal of residue.
State 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

Quantity discharged or disposed of, in cubic metres.³
Time of discharge or disposal (starts and stop).
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

Time and position of ship at which the system has been put into automatic mode of operation for discharge overboard, through 15 ppm equipment.
Time when the system has been put into automatic mode of operation for transfer of bilge water to holding tank (identify tank).
Time when the system has been put into manual operation.

(F) Condition of the oil filtering equipment

Time of system failure⁴.
Time when system has been made operational.
Reasons for failure.

(G) Accidental or other exceptional discharges of oil

Time of occurrence.
Place or position of ship at time of occurrence.
Approximate quantity and type of oil.
Circumstances of discharge or escape, the reasons therefore and general remarks.

(H) Bunkering of fuel or bulk lubricating oil

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 _________________________

Distinctive number or letters _________________________

Machinery Space Operations

Date	Code (letter)	Item (number)	Record of operations/signature of officer in charge

Signature of Master _________________________

¹Tanks listed in item 3.1 of form A and B of the supplement in the IOPP Certificate used for sludge.

² 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. The receipt or certificate should be kept together with the Oil Record Book Part I.

³ 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.

⁴ The condition of the oil filtering equipment covers also the alarm and automatic stopping devices, if applicable.

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Part I Machinery space operarations

[Niet geldig (geldigheid vanaf 2011-01-01)]

Permanente link

Part II Cargo / Ballast Operations

Form of Oil Record Book

Oil Record Book

Part II - Cargo / Ballast Operations

(Oil Tankers)

Name of Ship: _________________________

Distinctive number or letters: _________________________

Gross tonnage: _________________________

Period from: _________________________ to: _________________________

Note: Every oil tanker of 150 gross tonnage and above shall be provided with Oil Record Book Part II to record relevant cargo/ballast operations. Such a tanker shall also be provided with Oil Record Book Part I to record relevant machinery space operations.

Name of Ship: _________________________

Distinctive number or letters: _________________________

PLAN VIEW OF CARGO AND SLOP TANKS
(to be completed on board)

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.

When 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.

Each 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.

In 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 Part II shall be endorsed by the competent port State authority*.

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.

Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record Book Part II.

The entries in the Oil Record Book Part II, for ships holding an IOPP Certificate, 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 a dispute or discrepancy.

The 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.

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. Any 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.

LIST OF ITEMS TO BE RECORDED

(A) Loading of oil cargo

Place of loading.
Type of oil loaded and identity of tank(s).
Total quantity of oil loaded (state quantity added, in m³ at 15°C and the total content of tank(s), in m³).

(B) Internal transfer of oil cargo during voyage

Identity of tank(s):
1. from:
2. to: (state quantity transferred and total quantity of tank(s), in m³).
Was (were) the tank(s) in 4.1 emptied? (If not, state quantity retained, in m³.)

(C) Unloading of oil cargo

Place of unloading.
Identity of tank(s) unloaded.
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)

Port where crude oil washing was carried out or ship's position if carried out between two discharge ports.
Identity of tank(s) washed.¹
Number of machines in use.
Time of start of washing.
Washing pattern employed.²
Washing line pressure.
Time washing was completed or stopped.
State method of establishing that tank(s) was (were) dry.
Remarks.³

(E) Ballasting of cargo tanks

Position of ship at start and end of ballasting.
Ballasting process:
1. Identity of tank(s) ballasted;
2. time of start and end; and
3. quantity of ballast received. Indicate total quantity of ballast for each tank involved in operation, in m³.

(F) Ballasting of dedicated clean ballast tanks (CBT tankers only)

Identity of tank(s) ballasted.
Position of ship when water intended for flushing, or port ballast was taken to dedicated clean ballast tank(s).
Position of ship when pump(s) and lines were flushed to slop tank.
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.
Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).
Time and position of ship when valves separating the dedicated clean ballast tanks from cargo and stripping lines were closed.
Quantity of clean ballast taken on board, in m³.

(G) Cleaning of cargo tanks

Identity of tank(s) cleaned.
Port or ship's position.
Duration of cleaning.
Method of cleaning.⁴
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).

(H) Discharge of dirty ballast

Identity of tank(s).
Time and position of ship at start of discharge into the sea.
Time and position of ship on completion of discharge into the sea.
Quantity discharged into the sea, in m³.
Ship's speed(s) during discharge.
Was the discharge monitoring and control system in operation during the discharge?
Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
Quantity of oily water transferred to slop tank(s) (identify slop tank(s). State total quantity, in m³.
Discharged to shore reception facilities (identify port and quantity involved, in m³).⁵

(I) Discharge of water from slop tanks into the sea

Identity of slop tanks.
Time of settling from last entry of residues, or
Time of settling from last discharge.
Time and position of ship at start of discharge.
Ullage of total contents at start of discharge.
Ullage of oil/water interface at start of discharge.
Bulk quantity discharged, in m³ and rate of discharge, in m³ /hour.
Final quantity discharged, in m³ and rate of discharge, in m³/hour.
Time and position of ship on completion of discharge.
Was the discharge monitoring and control system in operation during the discharge?
Ullage of oil/ water interface on completion of discharge, in metres.
Ship's speed(s) during discharge.
Was regular check kept on the effluent and the surface of water in the locality of the discharge?
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

Identity of tanks.
Quantity disposed of from each tank. (State the quantity retained, in m³.)
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

Position of ship at start of clean ballast.
Identity of tank(s) discharged.
Was (were) the tank(s) empty on completion?
Position of ship on completion if different from 58.
Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?

(L) Discharge of ballast from dedicated clean ballast tanks (CBT tankers only)

Identity of tank(s) discharged.
Time and position of ship at start of discharge of clean ballast into the sea.
Time and position of ship on completion of discharge into the sea.
Quantity discharged, in m³:
1. into the sea; or
2. to reception facility (identify port).⁵
Was there any indication of oil contamination of the ballast water before or during discharge into the sea?
Was the discharge monitored by an oil content meter?
Time and position of ship when valves separating dedicated clean ballast tanks from the cargo and stripping lines were closed on completion of deballasting.

(M) Condition of oil discharge monitoring and control system

Time of system failure.
Time when system has been made operational.
Reasons for failure.

(N) Accidental or other exceptional discharges of oil

Time of occurrence.
Port or ship's position at time of occurrence.
Approximate quantity, in m³, and type of oil.
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

Identity of tank(s) ballasted.
Position of ship when ballasted.
Total quantity of ballast loaded in cubic metres.
Remarks.

(Q) Re-allocation of ballast water within the ship

Reason for re-allocation.

(R) Ballast water discharge to reception facility

Port(s) where ballast water was discharged.
Name or designation of reception facility.
Total quantity of ballast water discharged in cubic metres.
Date, signature and stamp of port authority official.

Name of Ship: _________________________

Distinctive number or letters: _________________________

CARGO/BALLAST OPERATIONS (OIL TANKERS)

Date	Code (letter)	Item (number)	Record of operations/signature of officer in charge

Signature of Master _________________________

^* This sentence should only be inserted for the Oil Record Book of a tanker engaged in a specific trade.

¹When 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. No.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.

³If the programmes given in the Operations and Equipment Manual are not followed, then the reasons must be given under Remarks.

⁴Hand-hosing, machine washing and/or chemical cleaning. Where chemically cleaned, the chemical concerned and amount used should be stated.

⁵Ships' 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. The receipt or the certificate should be kept together with the Oil Record Book Part II.

Permanente link

Part II Cargo/ Ballast Operations

[Niet geldig (geldigheid vanaf 2011-01-01)]

Permanente link

Chapter 1 General

General

Permanente link

Regulation 1 Definitions

Definitions

For the purposes of this Annex:

1 Oil means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products (other than those petrochemicals which are subject to the provisions of Annex II of the present Convention) and, without limiting the generality of the foregoing, includes the substances listed in appendix I to this Annex.

2 Crude oil means any liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to render it suitable for transportation and includes:

.1 crude oil from which certain distillate fractions may have been removed; and

.2 crude oil to which certain distillate fractions may have been added. 3Oily mixture means a mixture with any oil content.

4 Oil fuel means any oil used as fuel in connection with the propulsion and auxiliary machinery of the ship in which such oil is carried.

5 Oil tanker means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes combination carriers, any "NLS tanker" as defined in Annex II of the present Convention and any gas carrier as defined in regulation 3.20 of chapter II-1 of SOLAS 74 (as amended), when carrying a cargo or part cargo of oil in bulk.

6 Crude oil tanker means an oil tanker engaged in the trade of carrying crude oil.

7 Product carrier means an oil tanker engaged in the trade of carrying oil other than crude oil.

8 Combination carrier means a ship designed to carry either oil or solid cargoes in bulk.

9 Major conversion:

.1 means a conversion of a ship:

.1 which substantially alters the dimensions or carrying capacity of the ship; or

.2 which changes the type of the ship; or

.3 the intent of which in the opinion of the Administration is substantially to prolong its life; or

.4 which otherwise so alters the ship that, if it were a new ship, it would become subject to relevant provisions of the present Convention not applicable to it as an existing ship.
.2 Notwithstanding the provisions of this definition:

.1 conversion of an oil tanker of 20,000 tonnes deadweight and above delivered on or before 1 June 1982, as defined in regulation 1.28.3, to meet the requirements of regulation 18 of this Annex shall not be deemed to constitute a major conversion for the purpose of this Annex; and
.2 conversion of an oil tanker delivered before 6 July 1996, as defined in regulation 1.28.5, to meet the requirements of regulation 19 or 20 of this Annex shall not be deemed to constitute a major conversion for the purpose of this Annex. 10 Nearest land. The term from the nearest land means from the baseline from which the territorial sea of the territory 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 a 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.

11 Special area means a sea area where for recognized technical reasons in relation to its oceanographical and ecological condition and to the particular character of its traffic the adoption of special mandatory methods for the prevention of sea pollution by oil is required. For the purposes of this Annex, the special areas are defined as follows:

.1 the Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41° N parallel and bounded to the west by the Straits of Gibraltar at the meridian of 005°36' W;

.2 the Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.8' N;

.3 the Black Sea area means the Black Sea proper with the boundary between the Mediterranean Sea and the Black Sea constituted by the parallel 41° N;

.4 the Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (12°28.5' N, 043°19.6' E) and Husn Murad (12°40.4' N, 043°30.2' E);

.5 the Gulfs area means the sea area located north-west of the rhumb line between Ras al Hadd (22°30' N, 059°48' E) and Ras al Fasteh (25°04' N, 061° 25' E);

.6 the Gulf of Aden area means that part of the Gulf of Aden between the Red Sea and the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (12°28.5'N, 043°19.6' E) and Husn Murad (12°40.4' N, 043°30.2' E) and to the east by the rhumb line between Ras Asir (11°50' N, 051°16.9' E) and the Ras Fartak (15°35' N, 052°13.8' E);

.7 the Antarctic area means the sea area south of latitude 60°S; and

.8 the North West European waters include the North Sea and its approaches, the Irish Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part of the North East Atlantic immediately to the west of Ireland. The area is bounded by lines joining the following points:

48° 27' N on the French coast
48° 27' N; 006° 25' W
49° 52' N; 007° 44' W
50° 30' N; 012° W
56° 30' N; 012° W
62° N; 003° W
62° N on the Norwegian coast
57° 44.8' N on the Danish and Swedish coasts
.9 the Oman area of the Arabian Sea means the sea area enclosed by the following coordinates:

22° 30.00' N; 059° 48.00' E
23° 47.27' N; 060° 35.73' E
22° 40.62' N; 062° 25.29' E
21° 47.40' N; 063° 22.22' E
20° 30.37' N; 062° 52.41' E
19° 45.90' N; 062° 25.97' E
18° 49.92' N; 062° 02.94' E
17° 44.36' N; 061° 05.53' E
16° 43.71' N; 060° 25.62' E
16° 03.90' N; 059° 32.24' E
15° 15.20' N; 058° 58.52' E
14° 36.93' N; 058° 10.23' E
14° 18.93' N; 057° 27.03' E
14° 11.53' N; 056° 53.75' E
13° 53.80' N; 056° 19.24' E
13° 45.86' N; 055° 54.53' E
14° 27.38' N; 054° 51.42' E
14° 40.10' N; 054° 27.35' E
14° 46.21' N; 054° 08.56' E
15° 20.74' N; 053° 38.33' E
15° 48.69' N; 053° 32.07' E
16° 23.02' N; 053° 14.82' E
16° 39.06' N; 053° 06.52' E 12 Instantaneous rate of discharge of oil content means the rate of discharge of oil in litres per hour at any instant divided by the speed of the ship in knots at the same instant.

13 Tank means an enclosed space which is formed by the permanent structure of a ship and which is designed for the carriage of liquid in bulk.

14 Wing tank means any tank adjacent to the side shell plating.

15 Centre tank means any tank inboard of a longitudinal bulkhead.

16 Slop tank means a tank specifically designated for the collection of tank drainings, tank washings and other oily mixtures.

17 Clean ballast means the ballast in a tank which since oil was last carried therein, has been so cleaned that effluent therefrom if it were discharged from a ship which is stationary into clean calm water on a clear day would not produce visible traces of oil on the surface of the water or on adjoining shorelines or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is discharged through an oil discharge monitoring and control system approved by the Administration, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15 parts per million shall be determinative that the ballast was clean, notwithstanding the presence of visible traces.

18 Segregated ballast means the ballast water introduced into a tank which is completely separated from the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast or to the carriage of ballast or cargoes other than oil or noxious liquid substances as variously defined in the Annexes of the present Convention.

19 Length (L) means 96 per cent of the total length on a waterline at 85 per cent of the least moulded depth measured from the top of the keel, or the length from the foreside of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline on which this length is measured shall be parallel to the designed waterline. The length (L) shall be measured in metres.

20 Forward and after perpendiculars shall be taken at the forward and after ends of the length (L). The forward perpendicular shall coincide with the foreside of the stem on the waterline on which the length is measured.

21 Amidships is at the middle of the length (L).

22 Breadth (B) means the maximum breadth of the ship, measured amidships to the moulded line of the frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any other material. The breadth (B) shall be measured in metres.

23 Deadweight (DW) means the difference in tonnes between the displacement of a ship in water of a relative density of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship.

24 Lightweight means the displacement of a ship in metric tons without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores, and passengers and crew and their effects.

25 Permeability of a space means the ratio of the volume within that space which is assumed to be occupied by water to the total volume of that space.

26 Volumes and areas in a ship shall be calculated in all cases to moulded lines.

27 Anniversary date means the day and the month of each year, which will correspond to the date of expiry of the International Oil Pollution Prevention Certificate.

28.1 ship delivered on or before 31 December 1979 means a ship:

.1 for which the building contract is placed on or before 31 December 1975; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or before 30 June 1976; or

.3 the delivery of which is on or before 31 December 1979; or

.4 which has undergone a major conversion:

.1 for which the contract is placed on or before 31 December 1975; or

.2 in the absence of a contract, the construction work of which is begun on or before 30 June 1976; or

.3 which is completed on or before 31 December 1979. 28.2 ship delivered after 31 December 1979 means a ship:

.1 for which the building contract is placed after 31 December 1975; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction after 30 June 1976; or

.3 the delivery of which is after 31 December 1979; or

.4 which has undergone a major conversion:

.1 for which the contract is placed after 31 December 1975; or

.2 in the absence of a contract, the construction work of which is begun after 30 June 1976; or

.3 which is completed after 31 December 1979.

28.3 oil tanker delivered on or before 1 June 1982 means an oil tanker:

.1 for which the building contract is placed on or before 1 June 1979; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or before 1 January 1980; or

.3 the delivery of which is on or before 1 June 1982; or

.4 which has undergone a major conversion:

.1 for which the contract is placed on or before 1 June 1979; or

.2 in the absence of a contract, the construction work of which is begun on or before 1 January 1980; or

.3 which is completed on or before 1 June 1982 28.4 oil tanker delivered after 1 June 1982 means an oil tanker:

.1 for which the building contract is placed after 1 June 1979; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction after 1 January 1980; or

.3 the delivery of which is after 1 June 1982; or

.4 which has undergone a major conversion:

.1 for which the contract is placed after 1 June 1979; or

.2 in the absence of a contract, the construction work of which is begun after 1 January 1980; or

.3 which is completed after 1 June 1982. 28.5 oil tanker delivered before 6 July 1996 means an oil tanker:

.1 for which the building contract is placed before 6 July 1993; or
.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction before 6 January 1994; or

.3 the delivery of which is before 6 July 1996; or
.4 which has undergone a major conversion:

.1 for which the contract is placed before 6 July 1993; or

.2 in the absence of a contract, the construction work of which is begun before 6 January 1994; or

.3 which is completed before 6 July 1996. 28.6 oil tanker delivered on or after 6 July 1996 means an oil tanker:

.1 for which the building contract is placed on or after 6 July 1993; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 6 January 1994; or

.3 the delivery of which is on or after 6 July 1996; or

.4 which has undergone a major conversion:

.1 for which the contract is placed on or after 6 July 1993; or

.2 in the absence of a contract, the construction work of which is begun on or after 6 January 1994; or

.3 which is completed on or after 6 July 1996. 28.7 oil tanker delivered on or after 1 February 2002 means an oil tanker:

.1 for which the building contract is placed on or after 1 February 1999; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 August 1999; or
.3 the delivery of which is on or after 1 February 2002; or

.4 which has undergone a major conversion:

.1 for which the contract is placed on or after 1 February 1999; or

.2 in the absence of a contract, the construction work of which is begun on or after 1 August 1999; or

.3 which is completed on or after 1 February 2002. 28.8 oil tanker delivered on or after 1 January 2010 means an oil tanker:

.1 for which the building contract is placed on or after 1 January 2007; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 July 2007; or

.3 the delivery of which is on or after 1 January 2010; or

.4 which has undergone a major conversion:

.1 for which the contract is placed on or after 1 January 2007; or

.2 in the absence of a contract, the construction work of which is begun on or after 1 July 2007; or

.3 which is completed on or after 1 January 2010.

6 - Surveys

1 Every oil tanker of 150 gross tonnage and above, and every other ship of 400 gross tonnage and above shall be subject to the surveys specified below:

an initial survey before the ship is put in service or before the Certificate required under regulation 7 of this Annex is issued for the first time, which shall include a complete survey of its structure, equipment, systems, fittings, arrangements and material in so far as the ship is covered by this Annex. This survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex;
a renewal survey at intervals specified by the Administration, but not exceeding 5 years, except where regulation 10.2.2, 10.5, 10.6 or 10.7 of this Annex is applicable. The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex;
an intermediate survey within 3 months before or after the second anniversary date or within 3 months before or after the third anniversary date of the Certificate which shall take the place of one of the annual surveys specified in paragraph 1.4 of this regulation. The intermediate survey shall be such as to ensure that the equipment and associated pump and piping systems, including oil discharge monitoring and control systems, crude oil washing systems, oily-water separating equipment and oil filtering systems, fully comply with the applicable requirements of this Annex and are in good working order. Such intermediate surveys shall be endorsed on the Certificate issued under regulation 7 or 8 of this Annex;
an annual survey within 3 months before or after each anniversary date of the Certificate, including a general inspection of the structure, equipment, systems, fittings, arrangements and material referred to in paragraph 1.1 of this regulation to ensure that they have been maintained in accordance with paragraphs 4.1 and 4.2 of this regulation and that they remain satisfactory for the service for which the ship is intended. Such annual surveys shall be endorsed on the Certificate issued under regulation 7 or 8 of this Annex; and
an additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph 4.3 of this regulation, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this Annex.

2 The Administration shall establish appropriate measures for ships which are not subject to the provisions of paragraph 1 of this regulation in order to ensure that the applicable provisions of this Annex are complied with.

3.1 Surveys of ships as regards the enforcement of the provisions of this Annex shall be carried out by officers of the Administration. The Administration may, however, entrust the surveys either to surveyors nominated for the purpose or to organizations recognized by it. Such organizations shall comply with the guidelines adopted by the Organization by resolution A.739(18), as may be amended by the Organization, and the specifications adopted by the Organization by resolution A.789(19), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article 16 of the present Convention concerning the amendment procedures applicable to this Annex.

3.2 An Administration nominating surveyors or recognizing organizations to conduct surveys as set forth in paragraph 3.1 of this regulation shall, as a minimum, empower any nominated surveyor or recognized organization to:

require repairs to a ship; and
carry out surveys, if requested by the appropriate authorities of a port State. The Administration shall notify the Organization of the specific responsibilities and conditions of the authority delegated to the nominated surveyors or recognized organizations, for circulation to Parties to the present Convention for the information of their officers.

Requirements for machinery spaces of all ships

Permanente link

Part A Construction

Regulation 12 Tanks for oil residues (sludge)

Tanks for oil residues (sludge)

Every ship of 400 gross tonnage and above shall be provided with a tank or tanks of adequate capacity, having regard to the type of machinery and length of voyage, to receive the oil residues (sludge) which cannot be dealt with otherwise in accordance with the requirements of this Annex, such as those resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces.
Piping to and from sludge tanks shall have no direct connection overboard, other than the standard discharge connection referred to in regulation 13.
In ships delivered after 31 December 1979, as defined in regulation 1.28.2, tanks for oil residues shall be designed and constructed so as to facilitate their cleaning and the discharge of residues to reception facilities. Ships delivered on or before 31 December 1979, as defined in regulation 1.28.1, shall comply with this requirement as far as is reasonable and practicable.

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Regulation 12A Oil fuel tank protection

[Niet geldig (geldigheid vanaf 2007-08-01)]

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Regulation 13 Standard discharge connection

Standard discharge connection

To enable pipes of reception facilities to be connected with the ship's discharge pipeline for residues from machinery bilges and from sludge tanks, both lines shall be fitted with a standard discharge connection in accordance with the following table:

Standard dimensions of flanges for discharge connections

Description	Dimension
Outside diameter	215 mm
Inner diameter	According to pipe outside diameter
Bolt circle diameter	183 mm
Slots in flange	6 holes 22 mm in diameter equidistantly placed on a bolt circle of the above diameter, slotted to the flange periphery. The slot width to be 22 mm
Flange thickness	20 mm
Bolts and nuts:quantity, diameter	6, each of 20 mm in diameter and of suitable length
The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall be of steel or other equivalent material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 600 kPa.

Regulation 17 Oil Record Book, Part I - Machinery space operations

Oil Record Book, Part I - Machinery space operations

Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery Space Operations). The Oil Record Book, whether as a part of the ship's official log-book or otherwise, shall be in the Form specified in appendix III to this Annex.
The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following machinery space operations takes place in the ship:
1. ballasting or cleaning of oil fuel tanks;
2. discharge of dirty ballast or cleaning water from oil fuel tanks;
3. collection and disposal of oil residues (sludge and other oil residues);
4. discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces; and
5. bunkering of fuel or bulk lubricating oil.
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 I of the circumstances of, and the reasons for, the discharge.
Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in the Oil Record Book Part I, 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 I, for ships holding an International Oil Pollution Prevention Certificate, shall be at least in English, French or Spanish. Where entries in an official national 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.
Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.
The 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.
The competent authority of the Government of a Party to the present 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. Any 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 Part I shall be made admissible in any judicial 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.

Permanente link

Regulation 21 Prevention of oil pollution from oil tankers

Prevention of oil pollution from oil tankers carrying heavy grade oil as cargo

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.
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. fuel 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.
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.
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.
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.
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.
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.
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.

Regulation 37 Shipboard oil pollution emergency plan

[Niet geldig (geldigheid vanaf 2007-01-01)]

Permanente link

Chapter 6 Reception facilities

Regulation 38 Reception facilitie

A. Reception facilities outside special areas

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 adequate¹ to meet the needs of the ships using them without causing undue delay to ships.
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.
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.

B. Reception facilities within special areas

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 adequate¹ 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.
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.
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.
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.

C. General requirements

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.

¹ ^{See resolution MEPC.83(44) "Guidelines for ensuring the adequacy of port waste reception facilities".}

Appendices to Annex II

Appendix 1 Guidelines for the categorization of noxious liquid substances *

[Niet geldig (geldigheid vanaf 2007-01-01)]

Permanente link

Appendix 2 Form of Cargo record book for ships carrying noxious liquid substances in bulk

[Niet geldig (geldigheid vanaf 2007-01-01)]

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Appendix 3 Form of international pollution prevention certificate for the carriage of noxious liquid substances in bulk

[Niet geldig (geldigheid vanaf 2007-01-01)]

Permanente link

Appendix 4 Standard format for the procedures and arrangements manual

Note 1:

The format consists of a standardized introduction and index of the leading paragraphs to each section. This standardized part shall be reproduced in the Manual of each ship. It shall be followed by the contents of each section as prepared for the particular ship. When a section is not applicable, “NA” shall be entered, so as not to lead to any disruption of the numbering as required by the standard format. Where the paragraphs of the standard format are printed in italics, the required information shall be described for that particular ship. The contents will vary from ship to ship because of design, trade and intended cargoes. Where the text is not in italics, that text of the standard format shall be copied into the Manual without any modification.

Note 2:

If the Administration requires or accepts information and operational instructions in addition to those outlined in this Standard Format, they shall be included in Addendum D of the Manual.

STANDARD FORMAT

MARPOL 73/78 ANNEX II PROCEDURES AND ARRANGEMENTS MANUAL

Name of ship: ………………………………………………………………………………

Distinctive number or letters: ………………………………………………………………

IMO Number………………………………………………………………………………..

Port of registry: …………………………………………………………………….……....

Approval stamp of Administration:

INTRODUCTION

1 The International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (hereinafter referred to as MARPOL 73/78) was established in order to prevent the pollution of the marine environment by discharges into the sea from ships of harmful substances or effluents containing such substances. In order to achieve its aim, MARPOL 73/78 contains six Annexes in which detailed regulations are given with respect to the handling on board ships and the discharge into the sea or release into the atmosphere of six main groups of harmful substances, i.e. Annex I (Mineral oils), Annex II (Noxious Liquid Substances carried in bulk), Annex III (Harmful substances carried in packaged forms), Annex IV (Sewage), Annex V (Garbage) and Annex VI (Air Pollution).

2 Regulation 13 of Annex II of MARPOL 73/78 (hereinafter referred to as Annex II) prohibits the discharge into the sea of Noxious Liquid Substances of Categories X, Y or Z or of ballast water, tank washings or other residues or mixtures containing such substances, except in compliance with specified conditions including procedures and arrangements based upon standards developed by the International Maritime Organization (IMO) to ensure that the criteria specified for each Category will be met.

3 Annex II requires that each ship which is certified for the carriage of Noxious Liquid Substances in bulk shall be provided with a Procedures and Arrangements Manual, hereinafter referred to as the Manual.

4 This Manual has been written in accordance with Appendix 4 of Annex II and is concerned with the marine environmental aspects of the cleaning of cargo tanks and the discharge of residues and mixtures from these operations. The Manual is not a safety guide and reference shall be made to other publications specifically to evaluate safety hazards.

5 The purpose of the Manual is to identify the arrangements and equipment required to enable compliance with Annex II and to identify for the ship's officers all operational procedures with respect to cargo handling, tank cleaning, slops handling, residue discharging, ballasting and deballasting, which must be followed in order to comply with the requirements of Annex II.

6 In addition, this Manual, together with the ship's Cargo Record Book and the Certificate issued under Annex II*, will be used by Administrations for control purposes in order to ensure full compliance with the requirements of Annex II by this ship.

7 The master shall ensure that no discharges into the sea of cargo residues or residue/water mixtures containing Category X, Y or Z substances shall take place, unless such discharges are made in full compliance with the operational procedures contained in this Manual.

8 This Manual has been approved by the Administration and no alteration or revision shall be made to any part of it without the prior approval of the Administration.

[Niet geldig (geldigheid vanaf 2007-01-01)]

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Appendix 6 Prewash procedures

A For ships built before 1 July 1994

[Niet geldig (geldigheid vanaf 2007-01-01)]

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B For ships built on or after 1 July 1994 and recommendatory for ships built before 1 July 1994

[Niet geldig (geldigheid vanaf 2007-01-01)]

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Appendix 7 Ventilation procedures

[Niet geldig (geldigheid vanaf 2007-01-01)]

[Niet geldig (geldigheid vanaf 2007-01-01)]

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Regulation 8 Surveys

Regulation 8 - Surveys

1 Ships carrying Noxious Liquid Substances in bulk shall be subject to the surveys specified below:

An initial survey before the ship is put in service or before the Certificate required under regulation 9 of this Annex is issued for the first time, and which shall include a complete survey of its structure, equipment, systems, fittings, arrangements and material in so far as the ship is covered by this Annex. This survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex.
A renewal survey at intervals specified by the Administration, but not exceeding 5 years, except where regulation 10.2, 10.5, 10.6, 10.7 of this Annex is applicable. The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex.
An intermediate survey within 3 months before or after the second anniversary date or within 3 months before or after the third anniversary date of the Certificate which shall take the place of one of the annual surveys specified in paragraph 1.4 of this regulation. The intermediate survey shall be such as to ensure that the equipment and associated pump and piping systems fully comply with the applicable requirements of this Annex and are in good working order. Such intermediate surveys shall be endorsed on the Certificate issued under regulation 9 of this Annex.
An annual survey within 3 months before or after each anniversary date of the Certificate including a general inspection of the structure, equipment, systems, fittings, arrangements and material referred to in paragraph 1.1 of this regulation to ensure that they have been maintained in accordance with paragraph 3 of this regulation and that they remain satisfactory for the service for which the ship is intended. Such annual surveys shall be endorsed on the Certificate issued under regulation 9 of this Annex.
An additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph 3 of this regulation, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this Annex.

2.1 Surveys of ships, as regards the enforcement of the provisions of this Annex, shall be carried out by officers of the Administration. The Administration may, however, entrust the surveys either to surveyors nominated for the purpose or to organizations recognized by it.

2.2 The recognized organization, referred to in paragraph 2.1 of this paragraph shall comply with the Guidelines adopted by the Organization by resolution A.739(18), as may be amended by the Organization, and the specification adopted by the Organization by resolution A.789(19), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article 16 of the present Convention concerning the amendment procedures applicable to this Annex.

2.3 An Administration nominating surveyors or recognizing organizations to conduct surveys as set forth in paragraph 2.1 of this regulation shall, as a minimum, empower any nominated surveyor or recognized organization to:

require repairs to a ship; and
carry out surveys if requested by the appropriate authorities of a port State.

2.4 The Administration shall notify the Organization of the specific responsibilities and conditions of the authority delegated to the nominated surveyors or recognized organizations, for circulation to Parties to the present Convention for the information of their officers.

2.5 When a nominated surveyor or recognized organization determines that the condition of the ship or its equipment does not correspond substantially with the particulars of the Certificate, or is such that the ship is not fit to proceed to sea without presenting an unreasonable threat of harm to the marine environment, such surveyor or organization shall immediately ensure that corrective action is taken and shall in due course notify the Administration. If such corrective action is not taken the Certificate should be withdrawn and the Administration shall be notified immediately, and if the ship is in a port of another Party, the appropriate authorities of the port State shall also be notified immediately. When an officer of the Administration, a nominated surveyor or a recognized organization has notified the appropriate authorities of the port State, the Government of the port State concerned shall give such officer, surveyor or organization any necessary assistance to carry out their obligations under this regulation. When applicable, the Government of the port State concerned shall take such steps as will ensure that the ship shall not sail until it can proceed to sea or leave the port for the purpose of proceeding to the nearest appropriate repair yard available without presenting an unreasonable threat of harm to the marine environment.

Regulation 18 Reception facilities and cargo unloading terminal arrangements

Regulation 18 - Reception facilities and cargo unloading terminal arrangements

The Government of each Party to the Convention undertakes to ensure the provision of reception facilities according to the needs of ships using its ports, terminals or repair ports as follows:
1. ports and terminals involved in ships’ cargo handling shall have adequate facilities for the reception of residues and mixtures containing such residues of Noxious Liquid Substances resulting from compliance with this Annex, without undue delay for the ships involved.
2. ship repair ports undertaking repairs to NLS tankers shall provide facilities adequate for the reception of residues and mixtures containing Noxious Liquid Substances for ships calling at that port.
The Government of each Party shall determine the types of facilities provided for the purpose of paragraph 1 of this regulation at each cargo loading and unloading port, terminal and ship repair port in its territories and notify the Organization thereof.
The Governments of Parties to the Convention, the coastlines of which border on any given special area, shall collectively agree and establish a date by which time the requirement of paragraph 1 of this regulation will be fulfilled and from which the requirements of the applicable paragraphs of regulation 13 in respect of that area shall take effect and notify the Organization of the date so established at least six months in advance of that date. The Organization shall then promptly notify all Parties of that date.
The Government of each Party to the Convention shall undertake to ensure that cargo unloading terminals shall provide arrangements to facilitate stripping of cargo tanks of ships unloading Noxious Liquid Substances at these terminals. Cargo hoses and piping systems of the terminal, containing Noxious Liquid Substances received from ships unloading these substances at the terminal, shall not be drained back to the ship.
Each Party shall notify the Organization, for transmission to the Parties concerned, of any case where facilities required under paragraph 1 or arrangements required under paragraph 3 of this regulation are alleged to be inadequate.

[Niet geldig (geldigheid vanaf 1990-10-13)]

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Chapter 10 Operational standards for existing ships carrying Category B substances

10.1 General

10.1.1 This chapter applies to any existing ship certified fit to carry Category B substances.

10.l.2 When a cargo tank on an existing ship is fitted with a cargo mtloading system capable of unloading the cargo to die residue quantities not in excess of the quantity specified in regulation 5A(2)(a) and if die tank is to be washed or ballasted and some or all oftbe residue left in tile rank is to be discharged into the sea, the requirements of chapter 5 apply.

10.1.3 If a tank od,er than that referred to in paragraph. 10.1.2 is to be washed or ballasted" and some or all of the residue left in tile tank is to be discharged into the sea, the requirements of sections 10.2 to 10.8 apply.

10.1.4 If die requirements of this chapter under which discharges into the sea of residues and residue/water mixtures containing Category B substances are allowed cannot be met, no such discharges may he made.

10.2Pumping and stripping

I0.2.1 In unloading a cargo tank containing a Category B substance, the tank and its associated piping should be erupted to the maximum extent practicable by maintaining a positive flow of cargo to tile tank's suction point and using the stripping procedure set out in the Manual.

10.3 Tank washingandresiduedischarge procedures outside special areas

10.3.1 High-viscosity or solidifying substances
.1 A prewash procedure as specified in appendix B should be applied;
.2 the residue/water mixture generated during the prewash should be discharged to a reception facility in accordance with regulation 8; and
.3 any water subsequently introduced into the cargo tank may be discharged into the sea at a rate not exceeding the maximum rate for which the underwater discharge outlet(s) referred to in section 8.6 is(are) designed. The discharge must also be in accordance with the other discharge requirements of regulation 5(2) in respect of ship's position, speed and discharge outlet location.

10.3.2 Low-viscosity, non-solidifying substances
.1 A prewash procedure as specified in appendix B should be applied;
.2 the refidue/water mixture generated during the prewash should be discharged to a reception facility in accordance with regulation 8 or transferred to a slop rank for subsequent discharge into the sea in accordance with sections 10.5 or 10.6; and
.3 any water subsequently introduced into the cargo tank may be discharged into the sea at a rate not exceeding the maxinmm rate for which the underwater discharge outlet(s) referred to in section 8.6 is(are) desigmed. The discharge must also be in accordance with the other discharge requirenlents of regulation 5(2) in respect of ship's position, speed and discharge outlet location.

10.4 Tank washing and residuedischargeprocedures within special areas

10.4.1 A prewash procedure as specified in appendix B should be applied.

10.4.2 The residue/water mixture generated during the prewash should be discharged to a reception facility in accordance with regulation 8.

10.4.3 Any water subsequently introduced into the tank may be discharged into the sea at a rate not exceeding the maximum rate for which the underwater discharge outlet(s) referred to in section 8.6 is(are) designed. The discharge must also be in accordance with the requirements of regulation 5(8) in respect of ship's position, speed and discharge outlet location.

10.4.4 Notwithstanding the provisions of paragraphs 10.4.1 to 10.4.3, residue or residue/water mixtures containing only low-viscosity, non-solidifying substances may he retained on board and discharged into the sea outside special areas in accordance with section 10.5 or 10.6.

10.5Discharge into the sea of a miscible residue/water mixture from a slop tank

10.5.1 Prewash residue/water mixtures containing Category B substances should not be discharged into the sea within special areas.

10.5.2 Before a miscible residue/water mixture is discharged into the sea outside special areas, the composite concentration, C, should he determined as follows:

C_s = n / V_v

where
n = number of tanks containing Category B residues which have been transferred to the slop tank. (For the sake of simplification, it is assumed that each tank contains 1 m³ of"residue.)
V_v =volume of residue/water mixtures in the slop tank prior

10.5.3 The residue/water mixture may be discharged into the sea, provided that the rate does not exceed the maximmn rate for which the mtderwater discharge outlet(s) referred to in section 8.6 is(are) designed or that defined by one of the equations below, whichever is smaller: to discharge (determined from ullage tables) (m³).

10.5.3 The residue/water mixture may be discharged into the sea, provided that the rate does not exceed the maximmn rate for which the mtderwater discharge outlet(s) referred to in section 8.6 is(are) designed or that defined by one of the equations below, whichever is smaller:

where:
QD = rate of discharge of residue/water mixture (m³/h)
V = ship's speed (knots)
L = ship's length (m)
K = 4.3 x 10 ^-5
C_s= composite concentration referred to in paragraph 10.5.2.

10.5.4 The discharge must also be in accordance with tire other discharge requirements of regulation 5(2) in respect of ship's position, speed and discharge outlet location.

I0.5.5 Residue/water mixtures discharged into the sea in accordance with this section should be recorded using the device referred to in paragraph 8.7.1. Ifa variable capacity pump is used for the discharge, the flow rate should so be recorded using the device referred in paragraph 8.7.2.

10.6 Discharge into the sea of an immiscible residue/water mixture from a slop tank

10.6.1 Prewash residue/water mixtures containing Category B substances should not be discharged into the sea within special areas.

10.6.2 The residue/water mixture may be discharged into the sea outside special areas, provided that the rate does not exceed the maximum rate for which the underwater discharge outlet(s) referred to in section 8.6 is(are) designed or that defined by one of the equations below, whichever is smaller:

QD = KV^I.4L^I.6
when a single outlet is used; or

QD = 1.5KV^I.4L^I.6
when dual outlets are used.

10.6.3 The discharge must also be in accordance with the other discharge requirements of regulation 5(2) in respect of ship's position, speed and discharge outlet location,

10.6.4 Residue/water mixtures discharged into the sea m accordance with this section should be recorded using the device referred to in paragraph 8.7.1. If a variable capacity pump is used for the discharge, the flow rate should also be recorded using the device referred to in paragraph 8.7.2.

10.7 Ventilation of Category B substance from cargo tanks

10.7.1 When ventilation procedures are used to remove residue from cargo tanks, the requirements set out in section 9.3 apply.

10.8 Ballasting and deballasting

10.8.1 After unloading, and, if required, carrying out a prewash, a cargo tank may be ballasted. Procedures for the discharge of such ballast are set out in sections 10.3 to 10.6.

10.8.2 Ballast introduced into a cargo tank which has beeu washed to such an extent that the ballast contains less than 1 ppm of the substance previously carried, may be discharged into the sea without regard to the discharge rate, ship's speed and discharge outlet location, provided that the ship is nor less than 12 miles from land and in water that is not less than 25 m deep. It is assumed this degree of cleanliness has been achieved when a prewash as specified in appendix B has been carried out and the tank has been subsequently washed with a complete cycle of the cleaning machine.

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Chapter 11 Operational standards for existing ships carrying Category C substances

[Niet geldig (geldigheid vanaf 1990-10-13)]

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Chapter 12 Operational standards for existing ships carrrying Category D substances

[Niet geldig (geldigheid vanaf 1990-10-13)]

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Annex III Regulation for the prevention of pollution by harmful substances carried by sea in packaged form

Regulation for the prevention of pollution by harmful substances carried by sea in packaged form

1 In all documents relation to the carriage of harmful substances by sea where such substances are named, the correct technical name of each such substance shall be used (trade names alone shall not be used) and the substance further identified by the addition of the words "MARINE POLLUTANT".

2 The shipping documents supplied by the shipper shall include, or be accompanied by, a signed certificate or declaration that the shipment offered for carriage is properly packaged and marked, labelled or placarded as appropriate and in proper condition for carriage to minimize the hazard to the marine environment.

3 Each ship carrying harmful substances shall have a special list or manifest setting forth the harmful substances on board and the location thereof. A detailed stowage plan, which sets out the location of the harmful substances on board, may be used in place of such special list or manifest. Copies of such documents shall also be retained on shore by the owner of the ship or his representative until the harmful substances are unloaded. A copy of one of these documents shall be made available before departure to the person or organization designated by the port State authority.

4 When the ship carries a special list or manifest or a detailed stowage plan, required for the carriage of dangerous goods by the International Convention for the Safety of Life at Sea, 1974, as amended, the documents required by this regulation may be combined with those for dangerous goods. Where documents are combined, a clear distinction shall be made between dangerous goods and harmful substances covered by this Annex.

Unified Interpretation
Reg. 4.3

1. At any stopover where any loading or unloading operations, even partial, are carried out, a revision of the documents, listing the harmful substances taken on board or showing a detailed stowage plan, shall be made available before departure to the person or organization designated by the port State authority.

** Reference to "documents" in this regulation does not preclude the use of electronic data processing (EDP) and electronic data interchange (EDI) transmission techniques as an aid to paper documentation.

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Reg.04 Documentation*

Documentation^*

In all documents related to the carriage of harmful substances by sea where such substances are named, the correct technical name of each such substance shall be used (trade names alone shall not be used) and the substance further identified by the addition of the words "MARINE POLLUTANT".
The shipping documents supplied by the shipper shall include, or be accompanied by, a signed certificate or declaration that the shipment offered for carriage is properly packaged and marked, labelled or placarded as appropriate and in proper condition for carriage to minimize the hazard to the marine environment.
Each ship carrying harmful substances shall have a special list or manifest setting forth the harmful substances on board and the location thereof. A detailed stowage plan, which sets out the location of the harmful substances on board, may be used in place of such special list or manifest. Copies of such documents shall also be retained on shore by the owner of the ship or his representative until the harmful substances are unloaded. A copy of one of these documents shall be made available before departure to the person or organization designated by the port State authority.
At any stopover where any loading or unloading operations, even partial, are carried out, a revision of the documents, listing the harmful substances taken on board indicating their location on board or showing a detailed stowage plan, shall be made available before departure to the person or organization designated by the port State authority.
When the ship carries a special list or manifest or a detailed stowage plan, required for the carriage of dangerous goods by the International Convention for the Safety of Life at Sea, 1974, as amended, the documents required by this regulation may be combined with those for dangerous goods. Where documents are combined, a clear distinction shall be made between dangerous goods and harmful substances covered by this Annex.

(1) A ship when in a port of another Party is subject to inspection by officers duly authorized by such Party concerning operational requirements under this Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relation to the prevention of pollution by harmful substances.

(2) In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex.

(3) Procedures relating to the port State control prescribed in article 5 of the present Convention shall apply to this regulation.

(4) Nothing in this regulation shall be construed to limit rights and obligations of a Party carrying out control over operational requirements specifically provided for in the present Convention.

* Refer to the Procedures for the control of operational requirements related to the safety of ships and pollution prevention, adopted by the Organization by resolution A.742(18). This regulation was adopted by mp/Conference at its 2nd session on 3 November 1994 and was entered into force on 3 march 1996.

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Annex IV Regulations for the prevention of pollution by sewage from ships

Appendix International Sewage Pollution Prevention Certificate

INTERNATIONAL SEWAGE POLLUTION PREVENTION CERTIFICATE

Issued under the provisions of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, and as amended by resolution MEPC...(...), (hereinafter referred to as "the Convention"):

under the authority of the Government of

_________________________________________________________________

(full designation of the country)

_________________________________________________________________

(full designation of the competent person or organization authorized
under the provisions of the Convention)

Particulars of ship¹

Name of ship ..........................................

Distinctive number or letters ..........................................

Port of registry ..........................................

Gross tonnage ..........................................

Number of persons which the ship is certified to carry ..........................................

IMO Number² ..........................................

New/existing ship³

Date on which keel was laid or shŒ¦ip was at a similar stage of construction or, where applicable, date on which work for a conversion or an alteration or modification of a major character was commenced. ..........................................

THIS IS TO CERTIFY

That the ship is equipped with a sewage treatment plant/comminuter/holding tank³ and a discharge pipeline in compliance with regulations 9 and 10 of Annex IV of the Convention as follows:

1.1³

Description of the sewage treatment plant:
Type of sewage treatment plant ..........................................
Name of manufacturer ..........................................
The sewage treatment plant is certified by the Administration to meet the effluent standards as provided for in resolution MEPC.2(VI)

1.2³

Description of comminuter:
Type of comminuter ..........................................
Name of manufacturer ..........................................
Standard of sewage after disinfection ..........................................

1.3³

Description of holding tank:
Total capacity of the holding tank .......................................... m³
Location ..........................................

1.4

A pipeline for the discharge of sewage to a reception facility, fitted with a standard shore connection

That the ship has been surveyed in accordance with regulation 4 of Annex IV of the Convention.

That the survey shows that the structure, equipment, systems, fittings, arrangements and material of the ship and the condition thereof are in all respects satisfactory and that the ship complies with the applicable requirements of Annex IV of the Convention.

This certificate is valid until ..........................................⁴ subject to survey in accordance with regulation 4 of Annex IV of the Convention.

Completion date of the survey on which this certificate is based: .......................................... (dd/mm/yyyy)

Issued at ......................................................................................................

(Place of issue of Certificate)

..............................................

(Date of issue)

.......................................................................

(Signature of authorized
official issuing the certificate)

(Seal or stamp of the issuing authority, as appropriate)

Endorsement to extend the Certificate if valid for less than 5 years where regulation 8.3 applies
The ship complies with the relevant provisions of the Convention, and this Certificate shall, in accordance with regulation 8.3 of Annex IV of the Convention, be accepted as valid until ..........................................
	Signed:	......................................................................................................
		(Signature of authorized official)
	Place:	......................................................................................................
	Date:	......................................................................................................
	(Seal or stamp of the authority, as appropriate)

Endorsement where the renewal survey has been completed and regulation 8.4 applies
The ship complies with the relevant provisions of the Convention, and this Certificate shall, in accordance with regulation 8.4 of Annex IV of the Convention, be accepted as valid until ..........................................
	Signed:	......................................................................................................
		(Signature of authorized official)
	Place:	......................................................................................................
	Date:	......................................................................................................
	(Seal or stamp of the authority, as appropriate)

Endorsement to extend the validity of the Certificate until reaching the port of survey or for a period of grace where regulation 8.5 or 8.6 applies
This certificate shall, in accordance with regulation 8.5 or 8.6³ of Annex IV of the Convention, be accepted as valid until ..........................................
	Signed:	......................................................................................................
		(Signature of authorized official)
	Place:	......................................................................................................
	Date:	......................................................................................................
	(Seal or stamp of the authority, as appropriate)

¹ Alternatively, the particulars of the ship may be placed horizontally in boxes.
² Refer to the IMO Ship Identification Number Scheme adopted by the Organization by resolution A.600(15).
³ Delete as appropriate
⁴ Insert the date of expiry as specified by the Administration in accordance with regulation 8.1 of Annex IV of the Convention. The day and the month of this date correspond to the anniversary date as defined in regulation 1.8 of Annex IV of the Convention.

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Chapter 1 General

Reg. 01 Definitions

Regulation 1 - Definitions

For the purposes of this Annex:

"New ship" means a ship:

for which the building contract is placed, or in the absence of a building contract, the keel of which is laid, or which is at a similar stage of construction, on or after the date of entry into force of this Annex; or
the delivery of which is three years or more after the date of entry into force of this Annex.

"Existing ship" means a ship which is not a new ship.
"Sewage" means:

drainage and other wastes from any form of toilets and urinals;
drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and scuppers located in such premises;
drainage from spaces containing living animals; or
other waste waters when mixed with the drainages defined above.

"Holding tank" means a tank used for the collection and storage of sewage.
"Nearest Land"
The term "from the nearest land" means from the baseline from which the territorial sea of the territory 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 a 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
"International voyage" means a voyage from a country to which the present Convention applies to a port outside such country, or conversely.
"Person" means member of the crew and passengers.
"Anniversary date" means the day and the month of each year which will correspond to the date of expiry of the International Sewage Pollution Prevention Certificate.

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Reg. 02 Application

[Niet geldig (geldigheid vanaf 2006-02-11)]

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Reg. 03 Exceptions

[Niet geldig (geldigheid vanaf 2006-02-11)]

Reg. 09 Sewage Systems

Regulation 9 - Sewage systems

Every ship which, in accordance with regulation 2, is required to comply with the provisions of this Annex shall be equipped with one of the following sewage systems:

a sewage treatment plant which shall be of a type approved by the Administration, taking into account the standards and test methods developed by the Organization¹, or
a sewage comminuting and disinfecting system approved by the Administration. Such system shall be fitted with facilities to the satisfaction of the Administration, for the temporary storage of sewage when the ship is less than 3 nautical miles from the nearest land, or
a holding tank of the capacity to the satisfaction of the Administration for the retention of all sewage, having regard to the operation of the ship, the number of persons on board and other relevant factors. The holding tank shall be constructed to the satisfaction of the Administration and shall have a means to indicate visually the amount of its contents.

¹ Refer to the Recommendation on International effluent standards and guidelines for performance tests for sewage treatment plants adopted by the Organization by resolution MEPC.2(VI). For existing ships national specifications are acceptable.

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Reg. 10 Standard Discharge Connections

[Niet geldig (geldigheid vanaf 2006-02-11)]

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Reg. 11 Discharge of Sewage

Regulation 11 - Discharge of sewage

Subject to the provisions of regulation 3 of this Annex, the discharge of sewage into the sea is prohibited, except when:
1. the ship is discharging comminuted and disinfected sewage using a system approved by the Administration in accordance with regulation 9.1.2 of this Annex at a distance of more than 3 nautical miles from the nearest land, or sewage which is not comminuted or disinfected, at a distance of more than 12 nautical miles from the nearest land, provided that, in any case, the sewage that has been stored in holding tanks, or sewage originating from spaces containing living animals, shall not be discharged instantaneously but at a moderate rate when the ship is en
  route and proceeding at not less than 4 knots; the rate of discharge shall be approved by the Administration based upon standards developed by the Organization; or
2. the ship has in operation an approved sewage treatment plant which has been certified by the Administration to meet the operational requirements referred to in regulation 9.1.1 of this Annex, and
  1. the test results of the plant are laid down in the ship’s International Sewage Pollution Prevention Certificate; and
  2. additionally, the effluent shall not produce visible floating solids nor cause discoloration of the surrounding water.
The provisions of paragraph 1 shall not apply to ships operating in the waters under the jurisdiction of a State and visiting ships from other States while they are in these waters and are discharging sewage in accordance with such less stringent requirements as may be imposed by such State.
When the sewage is mixed with wastes or waste water covered by other Annexes of MARPOL 73/78, the requirements of those Annexes shall be complied with in addition to the requirements of this Annex.

Permanente link

Chapter 4 Reception facilities

Reg. 12 Reception facilities

Regulation 12 - Reception facilities

The Government of each Party to the Convention, which requires ships operating in waters under its jurisdiction and visiting ships while in its waters to comply with the requirements of regulation 11.1, undertakes to ensure the provision of facilities at ports and terminals of the reception of sewage, without causing delay to ships, adequate to meet the needs of the ships using them.
The Government of each Party shall notify the Organization for transmission to the Contracting Governments concerned of all cases where the facilities provided under this regulation are alleged to be inadequate.

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Regulations 3, 4 and 5 of this Annex shall not apply to:

the disposal of garbage from a ship necessary for the purpose of securing the safety of a ship and those on board or saving life at sea; or
the escape of garbage resulting from damage to a ship or its equipment provided all reasonable precautions have been taken before and after the occurrence of the damage, for the purpose of preventing or minimizing the escape; or
the accidental loss of synthetic fishing nets or synthetic material incidental to the repair of such nets, provided that all reasonable precautions have been taken to prevent such loss.

Permanente link

Reg.07 Reception facilities

(1) The Government of each Party to the Convention undertakes to ensure the provision of facilities at ports and terminals for the reception of garbage, without causing undue delay to ships, and according to the needs of the ships using them.

(2) The Government of 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.

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Reg.08 Reception facilities

Regulation 8 - Reception facilities

Each Party undertakes to ensure the provision of adequate facilities at ports and terminals for the reception of garbage without causing undue delay to ships, and according to the needs of the ships using them.
Reception facilities within special areas
1. Each Party, the coastline of which borders a special area, undertakes to ensure that as soon as possible, in all ports and terminals within the special area, adequate reception facilities are provided, taking into account the needs of ships operating in these areas.
2. Each Party concerned shall notify the Organization of the measures taken pursuant to subparagraph 3.1 of this regulation. Upon receipt of sufficient notifications the Organization shall establish a date from which the requirements of regulation 6 of this Annex in respect of the area in question are to take effect. The Organization shall notify all Parties of the date so established no less than twelve months in advance of that date. Until the date so established, ships that are navigating in a special area shall comply with the requirements of regulation 4 of this Annex as regards discharges outside special areas.
Each Party shall notify the Organization for transmission to the Contracting Parties concerned of all cases where the facilities provided under this regulation are alleged to be inadequate.

Permanente link

Reg.08 Port State control on operational requirements*

(1) A ship when in a port of another Party is subject to inspection by officers duly authorized by such Party concerning operational requirements under this Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of pollution by garbage.

(2) In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex.

(3) Procedures relating to the port State control prescribed in article 5 of the present Convention shall apply to this regulation.

(4) Nothing in this regulation shall be construed to limit the right and obligations of a Party carrying out control over operational requirement specifically provided for in the present Convention.

* Refer to the Procedures for the control of operational requirements related to the safety of ships and pollution prevention, adopted by the Organization by resolution A.742(18). This regulation was adopted by mp/Conference at its 2nd session on 3 November 1994 and was entered into force on 3 march 1996.

Permanente link

Reg.09 Port State control on operational requirements

[Niet geldig (geldigheid vanaf 2013-01-01)]

Permanente link

Reg.09 Placards, garbage management plans & garbage record-keeping*

* This regulation was adopted by MEPC at its 37th session on 14th September 1995 and was entered into force on 1st July 1997

(1) (a) Every ship of 12 metres or more in length overall shall display placards which notify the crew and passengers of the disposal requirement of regulations 3 and 5 of this Annex, as applicable.
(b) The placards shall be written in the official language of the State whose flag the ship is entitled to fly and, for ships engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the convention, in English or French.

(2) Every ship of 400 tons gross tonnage and above, and every ship which is certified to carry 15 persons or more, shall carry a garbage management plan which the crew shall follow. This plan shall provide written procedures for collection storing, processing and disposing of garbage, including the use of the equipment on board. It shall also designate the person in charge of carrying out the plan. Such a plan shall be in accordance with the guidelines developed by the Organization and written in the working language of the crew.

(3) Every ship of 400 tons gross tonnage and above and every ship which is certified to carry 15 persons or more engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention and every fixed and floating platform engaged in exploration and exploitation of the sea-bed, shall be provided with a Garbage Record Book. The Garbage Record Book, whether as a part of the ship's official logbook or otherwise, shall be in the form specified in the Appendix to this Annex;
(a) each discharge operation, or completed incineration, shall be recorded in the Garbage Record Book and signed for on the date of the incineration or discharge by the officer in charge. Each completed page of the Garbage Record Book shall be signed by the master of the ship. The entries in the Garbage Record Book shall be both in an official language of the State whose flag the ship is entitled to fly, and in English or French. The entries in an official national language of the State whose flag the ship is entitled to fly shall prevail in case of a dispute or discrepancy;
(b) the entry for each incineration or discharge shall include date and time, position of the ship. description of the garbage and the estimated amount incinerated or discharged;
(c) the Garbage Record Book shall be kept on board the ship and in such a place as to be available for inspection in a reasonable time. This document shall be preserved for a period of two years after the last entry is made on the record;
(d) in the event of discharge, escape or accidental loss referred to in regulation 6 of this Annex an entry shall be made in the Garbage Record Book of the circumstances of, and the reasons for, the loss.

(4) The Administration may waive the requirement for Garbage Record Book for:
(i) any ship engaged on voyages of 1 hour or less in duration which is certified to carry 15 persons or more; or
(ii) fixed or floating platforms while engaged in exploration and exploitation of the sea-bed.

(5) The competent authority of the Government of a Party to the Convention may inspect the Garbage Record Book on board any ship to which this regulation applies while the ship is in its ports 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 an entry. Any copy so made, which has been in the ship's Garbage Record Book, shall be admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of a Garbage Record Book 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.

(6) In the case of ships built before 1 July 1997, this regulation shall apply as from 1 July 1998.

Permanente link

Annex VI Regulations for the prevention of air pollution from ships

Annex VI Regulations for the Prevention of Air Pollution from Ships

Appendix to Annex VI

Appendix I Form of IAPP Certificate (Regulation 8)

A International air pollution prevention certificate

Permanente link

B Supplement to international air pollution prevention certificate

In respect of the provisions of Annex VI of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (hereinafter referred to as "the Convention").

1 Particulars of ship

2 Control of emissions from ships

2.1 Ozone depleting substances (regulation 12)

Permanente link

Appendix II Test cycles and weighting factors (Regulation 13)

Permanente link

(1) Ships incinerators described in regulation 16(2) on board shall possess an IMO type approval certificate for each incinerator. In order to obtain such certificate, the incinerator shall be designed and built to an approved standard as described in regulation 16(2). Each model shall be subject to a specified type approval test operation at the factory or an approved test facility, and under the responsibility of the Administration, using the following standard fuel/waste specification for the type approval test for determining whether the incinerator operates within the limits specified in paragraph (2) of this appendix:

Permanente link

Appendix IV Typer approval and operating limits for shipboard incinerators (regulation 16)

[Niet geldig (geldigheid vanaf 2010-07-01)]

Permanente link

Appendix V Information to be include in the bunker delivery note (Reg. 18)

Name and IMO number of receiving ship

Port

Date, address, and telephone number of marine fuel oil supplier

Product name(s)

Quantity (metric tons)

Density at 15ºC (kg/㎥)*

Sulphur content (% m/m)**

A declaration signed and certified by the fuel oil supplier's representative that the fuel oil supplied is in conformity with regulation 14(1) or (4)(a) and regulation 18(1) of this Annex.

North American Emission Control Area
(Regulation 13.6 and regulation 14.3)

The North American area comprises:

the sea area located off the Pacific coasts of the United States and Canada, enclosed by geodesic lines connecting the following coordinates:

POINT	LATITUDE	LONGITUDE
1	32º 32' 10" N.	117º 06' 11" W.
2	32º 32' 04" N.	117º 07' 29" W.
3	32º 31' 39" N.	117º 14' 20" W.
4	32º 33' 13" N.	117º 15' 50" W.
5	32º 34' 21" N.	117º 22' 01" W.
6	32º 35' 23" N.	117º 27' 53" W.
7	32º 37' 38" N.	117º 49' 34" W.
83	1º 07' 59" N.	118º 36' 21" W.
9	30º 33' 25" N.	121º 47' 29" W.
10	31º 46' 11" N.	123º 17' 22" W.
11	32º 21' 58" N.	123º 50' 44" W.
12	32º 56' 39" N.	124º 11' 47" W.
13	33º 40' 12" N.	124º 27' 15" W.
14	34º 31' 28" N.	125º 16' 52" W.
15	35º 14' 38" N.	125º 43' 23" W.
16	35º 43' 60" N.	126º 18' 53" W.
17	36º 16' 25" N.	126º 45' 30" W.
18	37º 01' 35" N.	127º 07' 18" W.
19	37º 45' 39" N.	127º 38' 02" W.
20	38º 25' 08" N.	127º 52' 60" W.
21	39º 25' 05" N.	128º 31' 23" W.
22	40º 18' 47" N.	128º 45' 46" W.
23	41º 13' 39" N.	128º 40' 22" W.
24	42º 12' 49" N.	129º 00' 38" W.
25	42º 47' 34" N.	129º 05' 42" W.
26	43º 26' 22" N.	129º 01' 26" W.
27	44º 24' 43" N.	128º 41' 23" W.
28	45º 30' 43" N.	128º 40' 02" W.
29	46º 11' 01" N.	128º 49' 01" W.
30	46º 33' 55" N.	129º 04' 29" W.
31	47º 39' 55" N.	131º 15' 41" W.
32	48º 32' 32" N.	132º 41' 00" W.
33	48º 57' 47" N.	133º 14' 47" W.
34	49º 22' 39" N.	134º 15' 51" W.
35	50º 01' 52" N.	135º 19' 01" W.
36	51º 03' 18" N.	136º 45' 45" W.
37	51º 54' 04" N.	137º 41' 54" W.
38	52º 45' 12" N.	138º 20' 14" W.
39	53º 29' 20" N.	138º 40' 36" W.
40	53º 40' 39" N.	138º 48' 53" W.
41	54º 13' 45" N.	139º 32' 38" W.
42	54º 39' 25" N.	139º 56' 19" W.
43	55º 20' 18" N.	140º 55' 45" W.
44	56º 07' 12" N.	141º 36' 18" W.
45	56º 28' 32" N.	142º 17' 19" W.
46	56º 37' 19" N.	142º 48' 57" W.
47	58º 51' 04" N.	153º 15' 03" W.

the sea areas located off the Atlantic coasts of the United States, Canada, and France (Saint-Pierre-et-Miquelon) and the Gulf of Mexico coast of the United States enclosed by geodesic lines connecting the following coordinates:

POINT	LATITUDE	LONGITUDE
1	60º 00' 00" N.	64º 09' 36" W.
2	60º 00' 00" N.	56º 43' 00" W.
3	58º 54' 01" N.	55º 38' 05" W.
4	57º 50' 52" N.	55º 03' 47" W.
5	57º 35' 13" N.	54º 00' 59" W.
6	57º 14' 20" N.	53º 07' 58" W.
7	56º 48' 09" N.	52º 23' 29" W.
8	56º 18' 13" N.	51º 49' 42" W.
9	54º 23' 21" N.	50º 17' 44" W.
10	53º 44' 54" N.	50º 07' 17" W.
11	53º 04' 59" N.	50º 10' 05" W.
12	52º 20' 06" N.	49º 57' 09" W.
13	51º 34' 20" N.	48º 52' 45" W.
14	50º 40' 15" N.	48º 16' 04" W.
15	50º 02' 28" N.	48º 07' 03" W.
16	49º 24' 03" N.	48º 09' 35" W.
17	48º 39' 22" N.	47º 55' 17" W.
18	47º 24' 25" N.	47º 46' 56" W.
19	46º 35' 12" N.	48º 00' 54" W.
20	45º 19' 45" N.	48º 43' 28" W.
21	44º 43' 38" N.	49º 16' 50" W.
22	44º 16' 38" N.	49º 51' 23" W.
23	43º 53' 15" N.	50º 34' 01" W.
24	43º 36' 06" N.	51º 20' 41" W.
25	43º 23' 59" N.	52º 17' 22" W.
26	43º 19' 50" N.	53º 20' 13" W.
27	43º 21' 14" N.	54º 09' 20" W.
28	43º 29' 41" N.	55º 07' 41" W.
29	42º 40' 12" N.	55º 31' 44" W.
30	41º 58' 19" N.	56º 09' 34" W.
31	41º 20' 21" N.	57º 05' 13" W.
32	40º 55' 34" N.	58º 02' 55" W.
33	40º 41' 38" N.	59º 05' 18" W.
34	40º 38' 33" N.	60º 12' 20" W.
35	40º 45' 46" N.	61º 14' 03" W.
36	41º 04' 52" N.	62º 17' 49" W.
37	40º 36' 55" N.	63º 10' 49" W.
38	40º 17' 32" N.	64º 08' 37" W.
39	40º 07' 46" N.	64º 59' 31" W.
40	40º 05' 44" N.	65º 53' 07" W.
41	39º 58' 05" N.	65º 59' 51" W.
42	39º 28' 24" N.	66º 21' 14" W.
43	39º 01' 54" N.	66º 48' 33" W.
44	38º 39' 16" N.	67º 20' 59" W.
45	38º 19' 20" N.	68º 02' 01" W.
46	38º 05' 29" N.	68º 46' 55" W.
47	37º 58' 14" N.	69º 34' 07" W.
48	37º 57' 47" N.	70º 24' 09" W.
49	37º 52' 46" N.	70º 37' 50" W.
50	37º 18' 37" N.	71º 08' 33" W.
51	36º 32' 25" N.	71º 33' 59" W.
52	35º 34' 58" N.	71º 26' 02" W.
53	34º 33' 10" N.	71º 37' 04" W.
54	33º 54' 49" N.	71º 52' 35" W.
55	33º 19' 23" N.	72º 17' 12" W.
56	32º 45' 31" N.	72º 54' 05" W.
57	31º 55' 13" N.	74º 12' 02" W.
58	31º 27' 14" N.	75º 15' 20" W.
59	31º 03' 16" N.	75º 51' 18" W.
60	30º 45' 42" N.	76º 31' 38" W.
61	30º 12' 48" N.	77º 18' 29" W.
62	29º 25' 17" N.	76º 56' 42" W.
63	28º 36' 59" N.	76º 47' 60" W.
64	28º 17' 13" N.	76º 40' 10" W.
65	28º 17' 12" N.	79º 11' 23" W.
66	27º 52' 56" N.	79º 28' 35" W.
67	27º 26' 01" N.	79º 31' 38¿ W.
68	27º 16' 13" N.	79º 34' 18" W.
69	27º 11' 54" N.	79º 34' 56" W.
70	27º 05' 59" N.	79º 35' 19" W.
71	27º 00' 28" N.	79º 35' 17" W.
72	26º 55' 16" N.	79º 34' 39" W.
73	26º 53' 58" N.	79º 34' 27" W.
74	26º 45' 46" N.	79º 32' 41" W.
75	26º 44' 30" N.	79º 32' 23" W.
76	26º 43' 40" N.	79º 32' 20" W.
77	26º 41' 12" N.	79º 32' 01" W.
78	26º 38' 13" N.	79º 31' 32" W.
79	26º 36' 30" N.	79º 31' 06" W.
80	26º 35' 21" N.	79º 30' 50" W.
81	26º 34' 51" N.	79º 30' 46" W.
82	26º 34' 11" N.	79º 30' 38" W.
83	26º 31' 12" N.	79º 30' 15" W.
84	26º 29' 05" N.	79º 29' 53" W.
85	26º 25' 31" N.	79º 29' 58" W.
86	26º 23' 29" N.	79º 29' 55" W.
87	26º 23' 21" N.	79º 29' 54" W.
88	26º 18' 57" N.	79º 31' 55" W.
89	26º 15' 26" N.	79º 33' 17" W.
90	26º 15' 13" N.	79º 33' 23" W.
91	26º 08' 09" N.	79º 35' 53" W.
92	26º 07' 47" N.	79º 36' 09" W.
93	26º 06' 59" N.	79º 36' 35" W.
94	26º 02' 52" N.	79º 38' 22" W.
95	25º 59' 30" N.	79º 40' 03" W.
96	25º 59' 16" N.	79º 40' 08" W.
97	25º 57' 48" N.	79º 40' 38" W.
98	25º 56' 18" N.	79º 41' 06" W.
99	25º 54' 04" N.	79º 41' 38" W.
100	25º 53' 24" N.	79º 41' 46" W.
101	25º 51' 54" N.	79º 41' 59" W.
102	25º 49' 33" N.	79º 42' 16" W.
103	25º 48' 24" N.	79º 42' 23" W.
104	25º 48' 20" N.	79º 42' 24" W.
105	25º 46' 26" N.	79º 42' 44" W.
106	25º 46' 16" N.	79º 42' 45" W.
107	25º 43' 40" N.	79º 42' 59" W.
108	25º 42' 31" N.	79º 42' 48" W.
109	25º 40' 37" N.	79º 42' 27" W.
110	25º 37' 24" N.	79º 42' 27" W.
111	25º 37' 08" N.	79º 42' 27" W.
112	25º 31' 03" N.	79º 42' 12" W.
113	25º 27' 59" N.	79º 42' 11" W.
114	25º 24' 04" N.	79º 42' 12" W.
115	25º 22' 21" N.	79º 42' 20" W.
116	25º 21' 29" N.	79º 42' 08" W.
117	25º 16' 52" N.	79º 41' 24" W.
118	25º 15' 57" N.	79º 41' 31" W.
119	25º 10' 39" N.	79º 41' 31" W.
120	25º 09' 51" N.	79º 41' 36" W.
121	25º 09' 03" N.	79º 41' 45" W.
122	25º 03' 55" N.	79º 42' 29" W.
123	25º 02' 60" N.	79º 42' 56" W.
124	25º 00' 30" N.	79º 44' 05" W.
125	24º 59' 03" N.	79º 44' 48" W.
126	24º 55' 28" N.	79º 45' 57" W.
127	24º 44' 18" N.	79º 49' 24" W.
128	24º 43' 04" N.	79º 49' 38" W.
129	24º 42' 36" N.	79º 50' 50" W.
130	24º 41' 47" N.	79º 52' 57" W.
131	24º 38' 32" N.	79º 59' 58" W.
132	24º 36' 27" N.	80º 03' 51" W.
133	24º 33' 18" N.	80º 12' 43" W.
134	24º 33' 05" N.	80º 13' 21" W.
135	24º 32' 13" N.	80º 15' 16" W.
136	24º 31' 27" N.	80º 16' 55" W.
137	24º 30' 57" N.	80º 17' 47" W.
138	24º 30' 14" N.	80º 19' 21" W.
139	24º 30' 06" N.	80º 19' 44" W.
140	24º 29' 38" N.	80º 21' 05" W.
141	24º 28' 18" N.	80º 24' 35" W.
142	24º 28' 06" N.	80º 25' 10" W.
143	24º 27' 23" N.	80º 27' 20" W.
144	24º 26' 30" N.	80º 29' 30" W.
145	24º 25' 07" N.	80º 32' 22" W.
146	24º 23' 30" N.	80º 36' 09" W.
147	24º 22' 33" N.	80º 38' 56" W.
148	24º 22' 07" N.	80º 39' 51" W.
149	24º 19' 31" N.	80º 45' 21" W.
150	24º 19' 16" N.	80º 45' 47" W.
151	24º 18' 38" N.	80º 46' 49" W.
152	24º 18' 35" N.	80º 46' 54" W.
153	24º 09' 51" N.	80º 59' 47" W.
154	24º 09' 48" N.	80º 59' 51" W.
155	24º 08' 58" N.	81º 01' 07" W.
156	24º 08' 30" N.	81º 01' 51" W.
157	24º 08' 26" N.	81º 01' 57" W.
158	24º 07' 28" N.	81º 03' 06" W.
159	24º 02' 20" N.	81º 09' 05" W.
160	23º 59' 60" N.	81º 11' 16" W.
161	23º 55' 32" N.	81º 12' 55" W.
162	23º 53' 52" N.	81º 19' 43" W.
163	23º 50' 52" N.	81º 29' 59" W.
164	23º 50' 02" N.	81º 39' 59" W.
165	23º 49' 05" N.	81º 49' 59" W.
166	23º 49' 05" N.	82º 00' 11" W.
167	23º 49' 42" N.	82º 09' 59" W.
168	23º 51' 14" N.	82º 24' 59" W.
169	23º 51' 14" N.	82º 39' 59" W.
170	23º 49' 42" N.	82º 48' 53" W.
171	23º 49' 32" N.	82º 51' 11" W.
172	23º 49' 24" N.	82º 59' 59" W.
173	23º 49' 52" N.	83º 14' 59" W.
174	23º 51' 22" N.	83º 25' 49" W.
175	23º 52' 27" N.	83º 33' 01" W.
176	23º 54' 04" N.	83º 41' 35" W.
177	23º 55' 47" N.	83º 48' 11" W.
178	23º 58' 38" N.	83º 59' 59" W.
179	24º 09' 37" N.	84º 29' 27" W.
180	24º 13' 20" N.	84º 38' 39" W.
181	24º 16' 41" N.	84º 46' 07" W.
182	24º 23' 30" N.	84º 59' 59" W.
183	24º 26' 37" N.	85º 06' 19" W.
184	24º 38' 57" N.	85º 31' 54" W.
185	24º 44' 17" N.	85º 43' 11" W.
186	24º 53' 57" N.	85º 59' 59" W.
187	25º 10' 44" N.	86º 30' 07" W.
188	25º 43' 15" N.	86º 21' 14" W.
189	26º 13' 13" N.	86º 06' 45" W.
190	26º 27' 22" N.	86º 13' 15" W.
191	26º 33' 46" N.	86º 37' 07" W.
192	26º 01' 24" N.	87º 29' 35" W.
193	25º 42' 25" N.	88º 33' 00" W.
194	25º 46' 54" N.	90º 29' 41" W.
195	25º 44' 39" N.	90º 47' 05" W.
196	25º 51' 43" N.	91º 52' 50" W.
197	26º 17' 44" N.	93º 03' 59" W.
198	25º 59' 55" N.	93º 33' 52" W.
199	26º 00' 32" N.	95º 39' 27" W.
200	26º 00' 33" N.	96º 48' 30" W.
201	25º 58' 32" N.	96º 55' 28" W.
202	25º 58' 15" N.	96º 58' 41" W.
203	25º 57' 58" N.	97º 01' 54" W.
204	25º 57' 41" N.	97º 05' 08" W.
205	25º 57' 24" N.	97º 08' 21" W.
206	25º 57' 24" N.	97º 08' 47" W.

the sea area located off the coasts of the Hawaiian Islands of Hawai'i, Maui, Oahu, Moloka'i, Ni'ihau, Kaua'i, Lana'i, and Kaho'olawe, enclosed by geodesic lines connecting the following coordinates:

POINT	LATITUDE	LONGITUDE
1	22º 32' 54" N.	153º 00' 33" W.
2	23º 06' 05" N.	153º 28' 36" W.
3	23º 32' 11" N.	154º 02' 12" W.
4	23º 51' 47" N.	154º 36' 48" W.
5	24º 21' 49" N.	155º 51' 13" W.
6	24º 41' 47" N.	156º 27' 27" W.
7	24º 57' 33" N.	157º 22' 17" W.
8	25º 13' 41" N.	157º 54' 13" W.
9	25º 25' 31" N.	158º 30' 36" W.
10	25º 31' 19" N.	159º 09' 47" W.
11	25º 30' 31" N.	159º 54' 21" W.
12	25º 21' 53" N.	160º 39' 53" W.
13	25º 00' 06" N.	161º 38' 33" W.
14	24º 40' 49" N.	162º 13' 13" W.
15	24º 15' 53" N.	162º 43' 08" W.
16	23º 40' 50" N.	163º 13' 00" W.
17	23º 03' 20" N.	163º 32' 58" W.
18	22º 20' 09" N.	163º 44' 41" W.
19	21º 36' 45" N.	163º 46' 03" W.
20	20º 55' 26" N.	163º 37' 44" W.
21	20º 13' 34" N.	163º 19' 13" W.
22	19º 39' 03" N.	162º 53' 48" W.
23	19º 09' 43" N.	162º 20' 35" W.
24	18º 39' 16" N.	161º 19' 14" W.
25	18º 30' 31" N.	160º 38' 30" W.
26	18º 29' 31" N.	159º 56' 17" W.
27	18º 10' 41" N.	159º 14' 08" W.
28	17º 31' 17" N.	158º 56' 55" W.
29	16º 54' 06" N.	158º 30' 29" W.
30	16º 25' 49" N.	157º 59' 25" W.
31	15º 59' 57" N.	157º 17' 35" W.
32	15º 40' 37" N.	156º 21' 06" W.
33	15º 37' 36" N.	155º 22' 16" W.
34	15º 43' 46" N.	154º 46' 37" W.
35	15º 55' 32" N.	154º 13' 05" W.
36	16º 46' 27" N.	152º 49' 11" W.
37	17º 33' 42" N.	152º 00' 32" W.
38	18º 30' 16" N.	151º 30' 24" W.
39	19º 02' 47" N.	151º 22' 17" W.
40	19º 34' 46" N.	151º 19' 47" W.
41	20º 07' 42" N.	151º 22' 58" W.
42	20º 38' 43" N.	151º 31' 36" W.
43	21º 29' 09" N.	151º 59' 50" W.
44	22º 06' 58" N.	152º 31' 25" W.
45	22º 32' 54" N.	153º 00' 33" W.

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Appendix VII Emission Control Areas

[Niet geldig (geldigheid vanaf 2013-01-01)]

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Appendix VIII Form of International Energy Efficiency (IEE) Certificate

Appendix VIII - Form of International Energy Efficiency (IEE) Certificate

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1 International energy efficiency certificate

[Niet geldig (geldigheid vanaf 2013-01-01)]

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Chapter 1 General

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Reg. 05 Surveys

Surveys

Every ship of 400 gross tonnage and above and every fixed and floating drilling rig and other platforms shall be subject to the surveys specified below:
1. An initial survey before the ship is put into service or before the certificate required under regulation 6 of this Annex is issued for the first time. This survey shall be such as to ensure that the equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex;
2. A renewal survey at intervals specified by the Administration, but not exceeding five years, except where regulation 9(2), 9(5), 9(6) or 9(7) of this Annex is applicable. The renewal survey shall be such as to ensure that the equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex;
3. An intermediate survey within three months before or after the second anniversary date or within three months before or after the third anniversary date of the certificate which shall take the place of one of the annual surveys specified in paragraph (1)(d) of this regulation. The intermediate survey shall be such as to ensure that the equipment and arrangements fully comply with the applicable requirements of this Annex and are in good working order. Such intermediate surveys shall be endorsed on the certificate issued under regulation 6 or 7 of this Annex;
4. An annual survey within three months before or after each anniversary date of the certificate, including a general inspection of the equipment, systems, fittings, arrangements and material referred to in paragraph (1)(a) of this regulation to ensure that they have been maintained in accordance with paragraph (4) of this regulation and that they remain satisfactory for the service for which the ship is intended. Such annual surveys shall be endorsed on the certificate issued under regulation 6 or 7 of this Annex; and
5. An additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph (4) of this regulation, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this Annex.
In the case of ships of less than 400 gross tonnage, the Administration may establish appropriate measures in order to ensure that the applicable provisions of this Annex are complied with.
1. Surveys of ships as regards the enforcement of the provisions of this Annex shall be carried out by officers of the Administration. The Administration may, however, entrust the surveys either to surveyors nominated for the purpose or to organizations recognized by it. Such organizations shall comply with the guidelines adopted by the Organization¹.
2. The survey of engines and equipment for compliance with regulation 13 of this Annex shall be conducted in accordance with the NOx Technical Code.
3. When a nominated surveyor or recognized organization determines that the condition of the equipment does not correspond substantially with the particulars of the certificate, they shall ensure that corrective action is taken and shall in due course notify the Administration. If such corrective action is not taken, the certificate should be withdrawn by the Administration. If the ship is in a port of another Party, the appropriate authorities of the port State shall also be notified immediately. When an officer of the Administration, a nominated surveyor or recognized organization has notified the appropriate authorities of the port State, the Government of the port State concerned shall give such officer, surveyor or organization any necessary assistance to carry out their obligations under this regulation.
4. In every case, the Administration concerned shall fully guarantee the completeness and efficiency of the survey and shall undertake to ensure the necessary arrangements to satisfy this obligation.
1. The equipment shall be maintained to conform with the provisions of this Annex and no changes shall be made in the equipment, systems, fittings, arrangements, or material covered by the survey, without the express approval of the Administration. The direct replacement of such equipment and fittings with equipment and fittings that conform with the provisions of this Annex is permitted.
2. Whenever an accident occurs to a ship or a defect is discovered, which substantially affects the efficiency or completeness of its equipment covered by this Annex, the master or owner of the ship shall report at the earliest opportunity to the Administration, a nominated surveyor, or recognized organization responsible for issuing the relevant certificate.

¹ Refer to the Guidelines for the authorization of organizations acting on behalf of the Administration, adopted by the Organization by resolution A.739(18), and the Specifications on the survey and certification functions of recognized organizations acting on behalf of the Administration, adopted by the Organization by resolution A.789(19).

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Reg. 06 Issue of International Air Pollution Prevention Certificate

(1) An International Air Pollution Prevention Certificate shall be issued, after survey in accordance with the provisions of regulation 5 of this Annex, to:
(a) any ship of 400 gross tonnage or above engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties; and
(b) platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction of other Parties to the Protocol of 1997.

(2) Ships constructed before the date of entry into force of the Protocol of 1997 shall be issued with an International Air Pollution Prevention Certificate in accordance with paragraph (1) of this regulation no later than the first scheduled drydocking after entry into force of the Protocol of 1997, but in no case later than 3 years after entry into force of the Protocol of 1997.

(3) Such certificate shall be issued either by the Administration or by any person or organization duly authorized by it. In every case the Administration assumes full responsibility for the certificate.

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Reg. 06 Issue or Endorsement of Certificate

(1) An International Air Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 5 of this Annex, to:

(a) any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties; and

(b) platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction of other Parties to the Protocol of 1997.

(2) Ships constructed before the date of entry into force of the Protocol of 1997 shall be issued with an International Air Pollution Prevention Certificate in accordance with paragraph (1) of this regulation no later than the first scheduled drydocking after entry into force of the Protocol of 1997, but in no case later than three years after entry into force of the Protocol of 1997.

(3) Such certificate shall be issued or endorsed either by the Administration or by any person or organization duly authorized by it. In every case, the Administration assumes full responsibility for the certificate.

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Reg. 06 Issue or endorsement of a Certificate

Issue or endorsement of a Certificate

An International Air Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 5 of this Annex, to:
1. any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties; and
2. platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction of other Parties.
A ship constructed before the date of entry into force of Annex VI for such ship’s Administration shall be issued with an International Air Pollution Prevention Certificate in accordance with paragraph 1 of this regulation no later than the first scheduled dry-docking after the date of such entry into force, but in no case later than three years after this date.
Such certificate shall be issued or endorsed either by the Administration or by any person or organization duly authorized by it. In every case, the Administration assumes full responsibility for the certificate.

A ship, when in a port or an offshore terminal under the jurisdiction of another Party, is subject to inspection by officers duly authorized by such Party concerning operational requirements under this Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of air pollution from ships.
In the circumstances given in paragraph 1 of this regulation, the Party shall take such steps as to ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex.
Procedures relating to the port State control prescribed in article 5 of the present Convention shall apply to this regulation.
Nothing in this regulation shall be construed to limit the rights and obligations of a Party carrying out control over operational requirements specifically provided for in the present Convention.

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Reg. 11 Detection of Violations and Enforcement

(1) Parties to this Annex shall co-operate in the detection of violations and the enforcement of the provisions of this Annex, using all appropriate and practicable measures of detection and environmental monitoring, adequate procedures for reporting and accumulation of evidence.

(2) A ship to which the present Annex applies may, in any port or offshore terminal of a Party, be subject to inspection by officers appointed or authorized by that Party for the purpose of verifying whether the ship has emitted any of the substances covered by this Annex in violation of the provision of this Annex. If an inspection indicates a violation of this Annex, a report shall be forwarded to the Administration for any appropriate action.
(3) Any Party shall furnish to the Administration evidence, if any, that the ship has emitted any of the substances covered by this Annex in violation of the provisions of this Annex. If it is practicable to do so, the competent authority of the former Party shall notify the master of the ship of the alleged violation.

(4) Upon receiving such evidence, the Administration so informed shall investigate the matter, and may request the other Party to furnish further or better evidence of the alleged contravention. If the Administration is satisfied that sufficient evidence is available to enable proceedings to be brought in respect of the alleged violation, it shall cause such proceedings to be taken in accordance with its law as soon as possible. The Administration shall promptly inform the Party which has reported the alleged violation, as well as the Organization, of the action taken.

(5) A Party may also inspect a ship to which this Annex applies when it enters the ports or offshore terminals under its jurisdiction, if a request for an investigation is received from any Party together with sufficient evidence that the ship has emitted any of the substances covered by the Annex in any p1ace in violation of this Annex. The report of such investigation shall be sent to the Party requesting it and to the Administration so that the appropriate action may be taken under the present Convention.

(6) The international law concerning the prevention, reduction, and control of pollution of the marine environment from ships, including that law relating to enforcement and safeguards, in force at the time of application or interpretation of this Annex, applies, mutatis mutandis, to the rules and standards set forth this Annex.

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Reg. 11 Detection of violations and enforcement

[Niet geldig (geldigheid vanaf 2010-07-01)]

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Chapter 3 Requirements for control of emissions from ships

Reg. 12 Ozone Depleting Substances

(1) Subject to the provisions of regulation 3, any deliberate emissions of ozone depleting substances shall be prohibited. Deliberate emissions include emissions occurring in the course of maintaining, servicing, repairing or disposing of systems or equipment, except that deliberate emissions do not include minimal releases associated with the recapture or recycling of an ozone depleting substance. Emissions arising from leaks of an ozone depleting substance, whether or not the leaks are deliberate, may be regulated by Parties to the Protocol of 1997.

(2) New installations which contain ozone depleting substances shall be prohibited on all ships, except that new installations containing hydrochlorofluorocarbons (HCFCs) are permitted until 1 January 2020.

(3) The substances referred to in this regulation, and equipment containing such substances, shall be delivered to appropriate reception facilities when removed from ships.

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Reg. 12 Ozone depleting substances

[Niet geldig (geldigheid vanaf 2010-07-01)]

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Reg. 13 Nitrogen Oxides (NOx)

(1) (a) This regulation shall apply to:
(i) each diesel engine with a power output of more than 130 kW which is installed on a ship constructed on or after 1 January 2000; and
(ii) each diesel engine with a power output of more than 130 kW which undergoes a major conversion on or after 1 January 2000.

(b) This regulation does not apply to;
(i) emergency diesel engines, engines installed in lifeboats and any device or equipment intended to be used solely in case of emergency; and
(ii) engines installed on ships solely engaged in voyages within waters subject to the sovereignty or jurisdiction of the State the flag of which the ship is entitled to fly, provided that such engines are subject to an alternative NOx control measure established by the Administration.

(c) Notwithstanding the provisions of sub-paragraph (a) of this paragraph, the Administration may allow exclusion from the application of this regulation to any diesel engine which is Installed on a ship constructed, or on a ship which undergoes a major conversion, before the date of entry into force of the present Protocol, provided that the ship is solely engaged in voyages to ports or offshore terminals within the State the flag of which the ship is entitled to fly.

(2) (a) For the purpose of this regulation, "major conversion" means a modification of an engine where:
(i) the engine is replaced by a new engine built on or after 1 January 2000, or
(ii) any substantial modification, as defined in the NOx Technical Code, is made to the engine, or
(iii) the maximum continuous rating of the engine is increased by more than 10%.

(b) The NOx emission resulting from modifications referred to in the subparagraph
(a) of this paragraph shall be documented in accordance with the NOx Technical Code for approval by the Administration.

(3) (a) Subject to the provision of regulation 3 of this Annex, the operation of each diesel engine to which this regulation applies is prohibited, except when the emission of nitrogen oxides (calculated as the total weighted emission of NO2) from the engine is within the following limits:
(i) 17.0 g/kW h when n is less than 130 rpm
(ii) 45.0 x n ^(-0.2) g/kW h when n is 130 rpm or more but less than 2000 rpm
(iii) 9.8 g/kW h when n is 2000 rpm or more
where n = rated engine speed (crankshaft revolutions per minute).
When using fuel composed of blends from hydrocarbons derived from petroleum refining, test procedure and measurement methods shall be in accordance with the NOx Technical Code, taking into consideration the Test Cycles and Weighting Factors outlined in appendix II to this Annex.

(b) Notwithstanding the provisions of sub-paragraph (a) of this paragraph, the operation of a diesel engine is permitted when:
(i) an exhaust gas cleaning system, approved by the Administration in accordance with the NOx Technical Code, is applied to the engine to reduce onboard NOx emissions at least to the limites specified in sub-paragraph (a), or
(ii) any other equivalent method, approved by the Administration taking into account relevant guidelines to be developed by the Organization, is applied to reduce onboard NOx emissions at least to the limit specified in sub-paragraph (a) of this paragraph.

Permanente link

Reg. 13 Nitrogen oxides (NOx)

Nitrogen oxides (NO_x)

Application
1.1 This regulation shall apply to:

each marine diesel engine with a power output of more than 130 kW installed on a ship; and
each marine diesel engine with a power output of more than 130 kW which undergoes a major conversion on or after 1 January 2000 except when demonstrated to the satisfaction of the Administration that such engine is an identical replacement to the engine which it is replacing and is otherwise not covered under paragraph 1.1.1 of this regulation.

1.2 This regulation does not apply to:

a marine diesel engine intended to be used solely for emergencies, or solely to power any device or equipment intended to be used solely for emergencies on the ship on which it is installed, or a marine diesel engine installed in lifeboats intended to be used solely for emergencies; and
a marine diesel engine installed on a ship solely engaged in voyages within waters subject to the sovereignty or jurisdiction of the State the flag of which the ship is entitled to fly, provided that such engine is subject to an alternative NO_x control measure established by the Administration.

1.3 Notwithstanding the provisions of subparagraph 1.1 of this paragraph, the Administration may provide an exclusion from the application of this regulation for any marine diesel engine which is installed on a ship constructed, or for any marine diesel engine which undergoes a major conversion, before 19 May 2005, provided that the ship on which the engine is installed is solely engaged in voyages to ports or offshore terminals within the State the flag of which the ship is entitled to fly.

Major Conversion
2.1 For the purpose of this regulation, major conversion means a modification on or after 1 January 2000 of a marine diesel engine that has not already been certified to the standards set forth in paragraph 3, 4, or 5.1.1 of this regulation where:

the engine is replaced by a marine diesel engine or an additional marine diesel engine is installed, or
any substantial modification, as defined in the revised NOx Technical Code 2008, is made to the engine, or
the maximum continuous rating of the engine is increased by more than 10% compared to the maximum continuous rating of the original certification of the engine.

2.2 For a major conversion involving the replacement of a marine diesel engine with a non-identical marine diesel engine or the installation of an additional marine diesel engine, the standards in this regulation in force at the time of the replacement or addition of the engine shall apply. On or after 1 January 2016, in the case of replacement engines only, if it is not possible for such a replacement engine to meet the standards set forth in paragraph 5.1.1 of this regulation (Tier III), then that replacement engine shall meet the standards set forth in paragraph 4 of this regulation (Tier II). Guidelines are to be developed by the Organization to set forth the criteria of when it is not possible for a replacement engine to meet the standards in subparagraph 5.1.1 of this regulation.

2.3 A marine diesel engine referred to in paragraph 2.1.2 or 2.1.3 shall meet the following standards:

for ships constructed prior to 1 January 2000, the standards set forth in paragraph 3 of this regulation shall apply; and
for ships constructed on or after 1 January 2000, the standards in force at the time the ship was constructed shall apply.

Tier I
3 Subject to regulation 3 of this Annex, the operation of a marine diesel engine which is installed on a ship constructed on or after 1 January 2000 and prior to 1 January 2011 is prohibited, except when the emission of nitrogen oxides (calculated as the total weighted emission of NO2) from the engine is within the following limits, where n = rated engine speed (crankshaft revolutions per minute):

17.0 g/kWh when n is less than 130 rpm;
45 · n^(-0.2) g/kWh when n is 130 or more but less than 2,000 rpm;
9.8 g/kWh when n is 2,000 rpm or more.

Tier II
4 Subject to regulation 3 of this Annex, the operation of a marine diesel engine which is installed on a ship constructed on or after 1 January 2011 is prohibited, except when the emission of nitrogen oxides (calculated as the total weighted emission of NO2) from the engine is within the following limits, where n = rated engine speed (crankshaft revolutions per minute):

14.4 g/kWh when n is less than 130 rpm;
44 · n^(-0.23) g/kWh when n is 130 or more but less than 2,000 rpm;
7.7 g/kWh when n is 2,000 rpm or more.

Tier III
5.1 Subject to regulation 3 of this Annex, the operation of a marine diesel engine which is installed on a ship constructed on or after 1 January 2016:

is prohibited except when the emission of nitrogen oxides (calculated as the total weighted emission of NO2) from the engine is within the following limits, where n = rated engine speed (crankshaft revolutions per minute):
1. 3.4 g/kWh when n is less than 130 rpm;
2. 9 · n^(-0.2) g/kWh when n is 130 or more but less than 2,000 rpm; and
3. 2.0 g/kWh when n is 2,000 rpm or more;
is subject to the standards set forth in subparagraph 5.1.1 of this paragraph when the ship is operating in an Emission Control Area designated under paragraph 6 of this regulation; and
is subject to the standards set forth in paragraph 4 of this regulation when the ship is operating outside of an Emission Control Area designated under paragraph 6 of this regulation.

5.2 Subject to the review set forth in paragraph 10 of this regulation, the standards set forth in paragraph 5.1.1 of this regulation shall not apply to:

a marine diesel engine installed on a ship with a length (L), as defined in regulation 1.19 of Annex I to the present Convention, less than 24 metres when it has been specifically designed, and is used solely, for recreational purposes; or
a marine diesel engine installed on a ship with a combined nameplate diesel engine propulsion power of less than 750 kW if it is demonstrated, to the satisfaction of the Administration, that the ship cannot comply with the standards set forth in paragraph 5.1.1 of this regulation because of design or construction limitations of the ship.

Emission Control Area
6 For the purpose of this regulation, an Emission Control Area shall be any sea area, including any port area, designated by the Organization in accordance with the criteria and procedures set forth in appendix III to this Annex.

Marine Diesel Engines Installed on a Ship Constructed Prior to 1 January 2000
7.1 Notwithstanding paragraph 1.1.1 of this regulation, a marine diesel engine with a power output of more than 5,000 kW and a per cylinder displacement at or above 90 litres installed on a ship constructed on or after 1 January 1990 but prior to 1 January 2000 shall comply with the emission limits set forth in subparagraph 7.4 of this paragraph, provided that an Approved Method for that engine has been certified by an Administration of a Party and notification of such certification has been submitted to the Organization by the certifying Administration. Compliance with this paragraph shall be demonstrated through one of the following:

installation of the certified Approved Method, as confirmed by a survey using the verification procedure specified in the Approved Method File, including appropriate notation on the ship’s International Air Pollution Prevention Certificate of the presence of the Approved Method; or
certification of the engine confirming that it operates within the limits set forth in paragraph 3, 4, or 5.1.1 of this regulation and an appropriate notation of the engine certification on the ship’s International Air Pollution Prevention Certificate.

7.2 Subparagraph 7.1 shall apply no later than the first renewal survey that occurs 12 months or more after deposit of the notification in subparagraph 7.1. If a shipowner of a ship on which an Approved Method is to be installed can demonstrate to the satisfaction of the Administration that the Approved Method was not commercially available despite best efforts to obtain it, then that Approved Method shall be installed on the ship no later than the next annual survey of that ship which falls after the Approved Method is commercially available.

7.3 With regard to a ship with a marine diesel engine with a power output of more than 5,000 kW and a per cylinder displacement at or above 90 litres installed on a ship constructed on or after 1 January 1990 but prior to 1 January 2000, the International Air Pollution Prevention Certificate shall, for a marine diesel engine to which paragraph 7.1 of this regulation applies, indicate that either an Approved Method has been applied pursuant to paragraph 7.1.1 of this regulation or the engine has been certified pursuant to paragraph 7.1.2 of this regulation or that an Approved Method does not yet exist or is not yet commercially available as described in subparagraph 7.2 of this regulation.

7.4 Subject to regulation 3 of this Annex, the operation of a marine diesel engine described in subparagraph 7.1 is prohibited, except when the emission of nitrogen oxides (calculated as the total weighted emission of NO₂) from the engine is within the following limits, where n = rated engine speed (crankshaft revolutions per minute):

17.0 g/kWh when n is less than 130 rpm;
45 · n^(-0.2) g/kWh when n is 130 or more but less than 2,000 rpm; and
9.8 g/kWh when n is 2,000 rpm or more.

7.5 Certification of an Approved Method shall be in accordance with chapter 7 of the revised NO_x Technical Code 2008 and shall include verification:

by the designer of the base marine diesel engine to which the Approved Method applies that the calculated effect of the Approved Method will not decrease engine rating by more than 1.0%, increase fuel consumption by more than 2.0% as measured according to the appropriate test cycle set forth in the revised NO_x Technical Code 2008, or adversely affect engine durability or reliability; and
that the cost of the Approved Method is not excessive, which is determined by a comparison of the amount of NOx reduced by the Approved Method to achieve the standard set forth in subparagraph 7.4 of this paragraph and the cost of purchasing and installing such Approved Method.³

Certification
8 The revised NOx Technical Code 2008 shall be applied in the certification, testing, and measurement procedures for the standards set forth in this regulation.

9 The procedures for determining NO_x emissions set out in the revised NO_x Technical Code 2008 are intended to be representative of the normal operation of the engine. Defeat devices and irrational emission control strategies undermine this intention and shall not be allowed. This regulation shall not prevent the use of auxiliary control devices that are used to protect the engine and/or its ancillary equipment against operating conditions that could result in damage or failure or that are used to facilitate the starting of the engine.

Review
10 Beginning in 2012 and completed no later than 2013, the Organization shall review the status of the technological developments to implement the standards set forth in paragraph 5.1.1 of this regulation and shall, if proven necessary, adjust the time periods set forth in that subparagraph.

(1) The Government of each Party to the Protocol of 1997 undertakes to ensure the provision of facilities adequate to meet the:
(a) needs of ships using its repair ports for the reception of ozone depleting substances and equipment containing such substances when removed from ships;
(b) needs of ships using its ports, terminals or repair ports for the reception of exhaust gas cleaning residues from an approved exhaust gas cleaning system when discharge into the marine environment of these residues is not permitted under regulation 14 of this Annex; without causing undue delay to ships, and
(c) needs in ship breaking facilities for the reception of ozone depleting substances and equipment containing such substances when removed from ships.

(2) Each Party to the Protocol of 1997 shall notify the Organization for transmission to the Members of the Organization of all cases where the facilities provided under this regulation are unavailable or alleged to be inadequate.

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Reg. 17 Reception facilities

Reception facilities

Each Party undertakes to ensure the provision of facilities adequate to meet the:
1. needs of ships using its repair ports for the reception of ozone depleting substances and equipment containing such substances when removed from ships;
2. needs of ships using its ports, terminals or repair ports for the reception of exhaust gas cleaning residues from an exhaust gas cleaning system, without causing undue delay to ships; and
3. needs in ship-breaking facilities for the reception of ozone depleting substances and equipment containing such substances when removed from ships.
If a particular port or terminal of a Party is – taking into account the guidelines to be developed by the Organization – remotely located from, or lacking in, the industrial infrastructure necessary to manage and process those substances referred to in paragraph 1 of this regulation and therefore cannot accept such substances, then the Party shall inform the Organization of any such port or terminal so that this information may be circulated to all Parties and Member States of the Organization for their information and any appropriate action. Each Party that has provided the Organization with such information shall also notify the Organization of its ports and terminals where reception facilities are available to manage and process such substances.
Each Party shall notify the Organization for transmission to the Members of the Organization of all cases where the facilities provided under this regulation are unavailable or alleged to be inadequate.

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Ingangsdatum: 01-08-0013

Reception facilities

Each Party undertakes to ensure the provision of facilities adequate to meet the:
1. needs of ships using its repair ports for the reception of ozone depleting substances and equipment containing such substances when removed from ships;
2. needs of ships using its ports, terminals or repair ports for the reception of exhaust gas cleaning residues from an exhaust gas cleaning system, without causing undue delay to ships; and
3. needs in ship-breaking facilities for the reception of ozone depleting substances and equipment containing such substances when removed from ships.
1bis Small Island Developing States may satisfy the requirements in paragraph 1 of this regulation through regional arrangements when, because of those States' unique circumstances, such arrangements are the only practical means to satisfy these requirements. Parties participating in a regional arrangement shall develop a Regional Reception Facilities Plan, taking into account the guidelines developed by the Organization.The Government of each Party participating in the arrangement shall consult with the Organization for circulation to the Parties of the present Convention:

how the Regional Reception Facilities Plan takes into account the Guidelines;
particulars of the identified Regional Ships Waste Reception Centres; and
particulars of those ports with only limited facilities.

I f a particular port or terminal of a Party is – taking into account the guidelines to be developed by the Organization – remotely located from, or lacking in, the industrial infrastructure necessary to manage and process those substances referred to in paragraph 1 of this regulation and therefore cannot accept such substances, then the Party shall inform the Organization of any such port or terminal so that this information may be circulated to all Parties and Member States of the Organization for their information and any appropriate action. Each Party that has provided the Organization with such information shall also notify the Organization of its ports and terminals where reception facilities are available to manage and process such substances.
Each Party shall notify the Organization for transmission to the Members of the Organization of all cases where the facilities provided under this regulation are unavailable or alleged to be inadequate.

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Reg. 18 Fuel Oil Quality

(1) Fuel oil for combustion purposes delivered to and used on board ships to which this Annex applies shall meet the following requirements:
(a) except as provided in sub-paragraph (b):
(i) the fuel oil shall be blends of hydrocarbons derived from petroleum refining. This shall not preclude the incorporation of small amounts of additives intended to improve some aspects of performance;
(ii) the fuel oil shall be free from inorganic acid;
(iii) the fuel oil shall not include any added substance or chemical waste which either;

(1) jeopardizes the safety of ships or adversely affects the performance of the machinery, or
(2) is harmful to personnel, or
(3) contributes overall to additional air pollution, and (b) fuel oil for combustion purposes derived by methods other than petroleum refining shall not:
(i) exceed the sulphur content set forth in regulation 14 of this Annex ;
(ii) cause an engine to exceed the NOx emission limits set forth in regulation 13(3)(a) of this Annex;
(iii) contain inorganic add;and
(iv)

(1) jeopardizes the safety of ships or adversely affects the performance of the machinery, or
(2) is harmful to personnel, or
(3) contributes overall to additional air pollution.
(2) This regulation does not apply to coal in it's solid form or nuclear fuels.

(3) For each ship subject to regulations 5 and 6 of this Annex, details of fuel oil for combustion purposes delivered to and used on board shall be recorded by means of a bunker delivery note which shall contain at least the information specified in appendix V to this Annex.

(4) The bunker delivery note shall be kept on board the ship in such a place as to be readily available for inspection at all reasonable times. It shall be retained for a period of three years after the fuel oil has been delivered on board.

(5) (a) The competent authority*, of the Government of a Party to the Protocol of 1997 may inspect the bunker delivery notes on board any ship to which this Annex applies while the ship is in its port or offshore terminal, may make a copy of each delivery note, and may require the master or person in charge of the ship to certify that each copy is a true copy of such bunker delivery note. The competent authority may also verify the contents of each note through consultations with the port where the note was issued.
(b) The inspection of the bunker delivery notes and the taking of certified copies by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.

(6) The bunker delivery note shall be accompanied by a representative sample of the fuel oil delivered having regard to guidelines to be developed by the Organization. The sample is to be sealed and signed by the supplier's representative and the master or officer in charge of the bunker operation on completion of bunkering operations and retained under the ship's control until the fuel oil is substantially consumed, but in any case for a period of not less than twelve months from the time of delivery.

(7) Parties to the Protocol of 1997 undertake ensure that appropriate authorities designated by them:
(a) maintain a register of local suppliers of fuel oil;
(b) require local suppliers to provide the bunker delivery note and sample as required by this regulation, certified by the fuel oil supplier that the fuel oil meets the requirements of regulations 14 and 18 of this Annex;
(c) require local suppliers to retain a copy of the bunker delivery note for at least 3 years for inspection and verification by the port State as necessary;
(d) take action as appropriate against fuel oil suppliers that have been found to deliver fuel oil that does not comply with that stated on the bunker delivery note;
(e) inform the Administration of any ship receiving fuel oil found to be noncompliant with the requirements of regulations 14 or 18 of this Annex;and
(f) inform the Organization for transmission to Parties to the Protocol of 1997 of all cases where fuel oil suppliers have failed to meet the requirements specified in regulations 14 or 18 of this Annex.

(8) In connection with port State inspections carried out by Parties to the Protocol of 1997, the Parties further undertake to:
(a) inform the Party or non-Party under whose jurisdiction bunker delivery note was issued of cases of delivery of noncompliant fuel oil, giving all relevant information;and
(b) ensure that remedial action as appropriate is taken to bring noncompliant fuel oil discovered into compliance.

* Reference is made to Resolution A.787(19) on Procedure for Port State Control.

Permanente link

Reg. 18 Fuel oil availability and quality

[Niet geldig (geldigheid vanaf 2010-07-01)]

Permanente link

Reg. 19 Requirements for Platforms and Drilling Rigs

[Niet geldig (geldigheid vanaf 2006-01-02)]

Permanente link

Unified Interpretations to Annex VI

		dd-mm-yyyy = Entry into force
Document	MEPC.1/Circ.735	26-10-2010
Document	MEPC.1/Circ.795	12-10-2012

Huidige versie: 3

Datum beschikbaarheid huidige versie: 10-06-2009 (vanaf dit moment beschikbaar op Netherlands Regulatory Framework (NeRF) – Maritime)

Datum document:

Versie	Geldigheidsdatum	Status
47	01-10-2014 t/m 31-12-2014	Was geldig
46	01-01-2014 t/m 30-09-2014	Was geldig
45	01-08-2013 t/m 31-12-2013	Was geldig
44	01-01-2013 t/m 31-07-2013	Was geldig
43	12-10-2012 t/m 31-12-2012	Was geldig
42	01-02-2012 t/m 11-10-2012	Was geldig
41	01-08-2011 t/m 31-01-2012	Was geldig
40	01-01-2011 t/m 31-07-2011	Was geldig
39	26-10-2010 t/m 31-12-2010	Was geldig
38	01-07-2010 t/m 25-10-2010	Was geldig
37	01-01-2010 t/m 30-06-2010	Was geldig
36	01-12-2008 t/m 31-12-2009	Was geldig
35	01-07-2008 t/m 30-11-2008	Was geldig
34	01-03-2008 t/m 30-06-2008	Was geldig
33	01-08-2007 t/m 29-02-2008	Was geldig
32	01-01-2007 t/m 31-07-2007	Was geldig
31	22-11-2006 t/m 31-12-2006	Was geldig
30	11-02-2006 t/m 21-11-2006	Was geldig
29	02-01-2006 t/m 10-02-2006	Was geldig
28	01-08-2005 t/m 01-01-2006	Was geldig
27	05-04-2005 t/m 31-07-2005	Was geldig
26	27-09-2003 t/m 04-04-2005	Was geldig
25	01-09-2002 t/m 26-09-2003	Was geldig
24	01-03-2002 t/m 31-08-2002	Was geldig
23	01-01-2002 t/m 28-02-2002	Was geldig
22	01-01-2001 t/m 31-12-2001	Was geldig
21	05-10-2000 t/m 31-12-2000	Was geldig
20	03-02-2000 t/m 04-10-2000	Was geldig
19	01-02-1999 t/m 02-02-2000	Was geldig
18	01-07-1997 t/m 31-01-1999	Was geldig
17	03-03-1996 t/m 30-06-1997	Was geldig
16	01-07-1994 t/m 02-03-1996	Was geldig
15	28-02-1994 t/m 30-06-1994	Was geldig
14	06-07-1993 t/m 27-02-1994	Was geldig
13	04-04-1993 t/m 05-07-1993	Was geldig
12	01-07-1992 t/m 03-04-1993	Was geldig
11	17-03-1992 t/m 30-06-1992	Was geldig
10	18-02-1991 t/m 16-03-1992	Was geldig
9	13-10-1990 t/m 17-02-1991	Was geldig
8	01-04-1989 t/m 12-10-1990	Was geldig
7	31-12-1988 t/m 31-03-1989	Was geldig
6	06-04-1987 t/m 30-12-1988	Was geldig
5	06-04-1986 t/m 05-04-1987	Was geldig
4	07-01-1986 t/m 05-04-1986	Was geldig
3 [versie op het scherm]	02-10-1983 t/m 06-01-1986	Was geldig
2	01-08-1983 t/m 01-10-1983	Was geldig
1	t/m 31-07-1983	Was geldig

Inhoudsopgave

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Externe relaties

Themastructuur^

Annex II Regulations for the control of pollution by Noxious Liquid Substances in Bulk

Appendices to Annex II

Appendix I Guidelines for the categorization of noxious liquid substances

Appendix II List of noxious liquid substances carried in bulk

Appendix III List of other liquid substances

Appendix IV Cargo Record Book for ships carrying noxious liquid subst. in bulk

Appendix V Form of NLS Certificate

P&A manual Adoption of the standards for procedures and arrangements for the discharge of noxious liquid substances

Preamble

Chapter 01 Introduction

1.1 Purpose

1.2 Scope

1.3 Definitions

1.4 Equivalents

1.5 Certification

1.6 Responsibilities of the master

1.7 Safety considerations

1.8 Cleaning agents or additives

Chapter 02 Preparation of the Procedures and Arrangements Manual

Chapter 03 Equipment and constructional standards for new ships

3.1 General

3.2 Carriage requirements

3.3 Cargo unloading system

3.4 Underwater discharge outlet location

3.5 Underwater discharge outlet size

3.6 Slop tanks

3.7 Ventilation equipment

Chapter 04 Operational standards for new ships carrying Category A substances

4.1 General

4.2 Prewash of category A substances from cargo tanks

4.2 Pumping and stripping*

4.3 Ventilation of Category A substances from cargo tanks

Chapter 05 Operational standards for new ships carrying Category B substances

5.1 General

5.2 Pumping and stripping

5.3 Tank wash and residue discharge procedures outside special areas.

5.4 Tank washing and residue discharge procedures within special areas

5.5 Discharges from a slop tank

5.6 Ventilation of Category B substances from cargo tanks

5.7 Ballasting and deballasting

Chapter 06 Operational standards for new ships carrying Category C substances

6.1 General

6.2 Pumping and stripping

6.3 Tank washing and residue discharge procedures outside special areas

6.4 Tank washing and residue discharge procedures within special areas

6.5 Discharges from a slop tank

6.6 Ventilation of Category C substances from cargo tanks

6.7 Ballasting and deballasting

Chapter 07 Operational standards for new ships carrying Category D substances

7.1 General

7.2 Discharge of Category D residues

7.3 Ventilation of Category D substances from cargo tanks

Chapter 08 Equipment and constructional standards for existing ships

8.1 General

8.2 Carriage requirements

8.3 Cargo unloading system

8.4 Residue discharge system

8.5 Underwater discharge outlet location

8.6 Underwater discharge outlet size

8.7 Recording devices

8.8 Slop tanks

8.9 Ventilation equipment

Chapter 09 Operational standards for existing ships carrying Category A substances

9.1 General

9.2 Prewash of a Category A substance from a cargo tank

9.3 Ventilation of Category A substances from cargo tanks

Chapter 10 Operational standards for existing ships carrying Category B substances

10.1 General

10.2 Pumping and stripping

10.3 Tank washing and residue discharge procedures outside special areas

10.4 Tank washing and residue discharge procedures within special areas

10.5 Discharge into the sea of a miscible residue/water mixtures from a slop tank

10.6 Discharge into the sea of an immiscible residue/water mixtures from a slop tank

10.7 Ventilation of Category B substances from cargo tanks

10.8 Ballasting and deballasting

Chapter 11 Operational standards for existing ships carrying Category C substances

11.1 General

11.2 Pumping and strippings