| 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 |
PROTOCOL OF 1978 RELATING TO THE INTERNATIONAL CONVENTION FOR THEREVENTION OF POLLUTION FROM SHIPS, 197

PROTOCOL OF 1978 RELATING TO THE INTERNATIONAL CONVENTION FOR THEREVENTION OF POLLUTION FROM SHIPS, 197 Whole document 2.1.4 New oil tankers * of 20,000 tons deadweight and above [* 3 "New" oil tankers in this case means 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). The term "built" in this context means building contract or keellaying or delivery as defined in paragraph (a) or (b) or (c) of that regulation.] 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 [** As defined in regulation 1(27)] 2.1.6.1 These oil tankers may be designated as "crude oil/product carrier".

2.1.7 Existing oil takers 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 tanker" /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).

Regulation 5 (1) 2.2 IOPP Certificate for existing oil tankers 2.2.1 Under regulation 5(1) the issue of the IOPP Certificate to existing ships is not mandatory until twelve months have elapsed after the date of entry into force of MARPOL 73/78. it is, however, advisable for existing oil tankers of 40,000 tons deadweight and above to carry the IOPP Certificate or an appropriate document issued by the Administration upon entry into force of MARPOL 73/78 which can be presented to the control officers at foreign ports or terminals.

2.3 Validity of IOPP Certificate issued before the entry into force of the Convention 2.3.1 Where ships are surveyed and IOPP Certificates issued before the entry into force of the Convention, the period of validity of such certificates should be calculated from the date of their issue.

2.4 IOPP Certificate for crude oil/product carriers with CBT and COW 2.4.1 When an oil tanker with CBT and COW is surveyed for the conversion from a crude oil tanker operating with COW to a product carrier operating with CBT or vice versa (see paragraph 4.5.2), another IOPP Certificate should be issued for a period not exceeding the remaining period of validity of the existing certificate, unless the survey is as comprehensive as the periodical survey required by regulation 4 (1) (b) (see also paragraph 4.5.3).

2.4.2 The endorsement of surveys made on the existing certificate should be recorded on another IOPP Certificate issued as above.

Regulation 8 2.5 Revalidation of an IOPP Certificate 2.5.1 Where the survey required in regulation 4 of Annex I of MARPOL 73/78 is not carried out within the period specified in that regulation, the IOPP Certificate ceases to be valid. When a survey corresponding to the requisite survey is carried out subsequently, the validity of the certificate may be restored without altering the expiry date of the original certificate and the certificate endorsed to this effect. The thoroughness and stringency of such survey will depend on the period for which the prescribed survey has elapsed and the conditions of the ship.

3. Controls of discharge of oil
Regulation 9(1) 3.1 Discharges from machinery space bilges of oiltankers 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 back-flow 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 systems and oily-water separating equipment.

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.

Regulation9 (4) 3.3 Discharges from ships of 400 tons gross ton-nage and above but less than 10000 tons gross tonnage within 12 miles fromthe nearest land 3.3.1 Ships of 400 grt and above but less than 10,000grt, 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 100 ppm 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 15ppm. 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.

Regulation 10 (3) (as amended) 3.4 Automatic stopping device re-quired 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 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 stooping device is a contravention of the Convention even if the oil content of the effluent is below 15 ppm.

4. SBT, CBT, COW and PL requirements
Regulation 13(3) 4.1 Capacity of SBT (as amended) 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.

Regulation 13 (4) 4.2 Application of regulation 13(4) to new oiltankers 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 70,000tons 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).

Regulation 13(5) 4.3 segregated ballast conditions for oil tankersless 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.

Regulation 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.

Regulation 13(9) 4.5 Existing oil tankers with CBT and COW Regulation 13(10) 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 versa.

Regulation 13 4.6 Oil tankers used for the storage of oil 4.6.1 When an oil tanker is used for the storage of oil and its propulsion machinery arrangements have been so modified as to immobilize the ship, such a tanker is not required to comply with the provisions of regulation 13.

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.

Regulation 13A(3) 4.7 Installation of oil content meter for CBTtankers 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 4. 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.

Regulation 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 73/78 should at least comply with those provisions of the revised COW Specifications relating to safety.

Regulation 13E 4.10 Application of PL requirements to oil tankersof 70,000 tons deadweight and above 4.10.1 Oil tankers of 70,000tons 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 (PA and PA ) should be calculated in accordance c s with the Interim Recommendation for a Unified Interpretation of regulation 13E-Protective 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 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.

5. Fuel oil
Regulation 14(2) 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 MARRPOL 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.

Regulation 14(3) 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; and .3 all 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).

6. Retention of oil on board
Regulation 1(4), 15(2), 15(3)(b) 6.1 Equivalent provisions for thecarriage 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.

Regulation 15(2)(c) 6.2 Tanks with smooth walls (as amended) 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.

Regulation 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.

Regulation 15(5),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.

6.4.2 The phrase "all oily mixtures" in regulation 15(5) (a) and 15(5) (b) (ii) (3) includes all ballast water and tank washing residues from cargo oil tanks.

7. Oil discharge monitoring and control system and oily-water se-parating equipment
Regulation 16(1) 7.1 Control of discharge of ballast water fromoil 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 100 ppm oily-water separating 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.

Regulation 16(2) 7.2 Control of 100 ppm discharge through 15 ppmseparating/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).

Regulation 16(1),16(2)(b) 7.3 Oily-water separating and oil fil-tering equipment 7.3.1 Oily-water separating 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.

Regulation 16(3) (a) 7.3.3 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.

8. Sludge tanks
Regulation 17(1) 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.

These criteria should not be construed as determining the amount of oily residues which will be produced by the machinery installation in a given period of time. The capacity of sludge tanks may, however, be calculated upon any other reasonable assumptions. For a ship the keel of which is laid or which is at a similar stage of construction on or after 31 December 1990 the guidance given in items .4 and .5 below should be used in lieu of the guidance contained in items .1 and .2.

.1 For ships which do not carry ballast water in oil fuel tanks, the minimum sludge tank capacity (V ) should be calculated by the 1 following formula; V =K CD(cubic m) 1 1 Where: K =0.01 for ships where heavy fuel oil is purified for 1 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 (V ) should, in lieu of the above, be: 1 V =1 cubic m for ships of 400 tons gross and above but less 1 than 4,000 tons gross tonnage, or 2 cubic m 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 (V ) should be calculated by the following 2 formula: V =V + K B(cubic m ) 2 1 2 Where: V =sludge tank capacity specified in .1 or .2 above.

1 K = 0.01 for heavy fuel oil bunker tanks, or 0.005 for 2 diesel oil bunker tanks.

B= capacity of water ballast tanks which can also be used to carry oil fuel (metric tons).

.4 For ships which do not carry ballast water in fuel oil tanks. the minimum sludge tank capacity (V ) should be calculated by the 1 following formula: V =K CD(cubic m ) 1 1 where: K =0.015 for ships where heavy fuel oil is purified for main 1 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(cubic m ).

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.

.5 For ships fitted with homogenizers, sludge incinerators or other recognized means on board for the control of sludge. the minimum sludge tank capacity should be: .5.1 50 per cent of the value calculated according to item .4 above; or .5.2 1 cubic m for ships of 400 gross tonnage and above but less than 4,000 gross tonnage or 2 cubic m for ships of 4,000 gross tonnage and above; Whichever is the greater.

8.1.2 Administrations should establish that in ship the keel of which is laid or which is at a similar stage of construction on or after 1 July 1990, adequate tank capacity. Which may include the sludge tank(s) referred to under 8.1.1 above, is available also for leakage, drain and waste oils from the machinery installations. In existing installations this should be taken into consideration as far as reasonable and practicable.

Regulation 17(2) 8.2 Cleaning of sludge tanks and discharge of re-sidues 8.2.1 To assist Administrations in determining the adequacy of the design and construction of sludge tanks to facilitate their cleaning and the discharge of residues to reception facilities, the following guidance is provided having effect on ships the keel of which is laid or which is at a similar stage of construction on or after 1 July 1990: .1 sufficient man-holes should be provided such that, taking into consideration the internal structure of the sludge tanks, all parts of the tank can be reached to facilitate cleaning; .2 sludge tanks in ships operating with heavy oil, that needs to be purified for use, should be fitted with adequate heating arrangements or other suitable means to facilitate the pumpability and discharge of the tank content; .3 there should be no interconnections between the sludge tank discharge piping and bilge-water piping other than possible common piping leading to the standard discharge connection referred to in regulation 19.

However, arrangements may be made for draining of settled water from the sludge tanks by means of manually operated self-closing valves or equivalent arrangements; and .4 the sludge tank should be provided with a designated pump for the discharge of the tank content to reception facilities. The pump should be of a suitable type, capacity and discharge head, having regard to the characteristics of the liquid being pumped and the size and position of tank (s) and the overall discharge time.

Regulation 17(3) 8.3 Overboard connection of sludge tanks 8.3.1 Ships with existing installations having piping to and from sludge tanks to overboard discharge outlets, other than the standard discharge connection referred to in regulation 19, may comply with regulation 17 (3) by the installation of blanks in this piping.

9. Pumping and piping arrangements
Regulation 18(2) 9.1 Piping arrangements for discharge above thewaterline (as amended) 9.1.1 Under regulation 18(2), pipelines for discharge to the sea above the waterline must be led either: .1 to a ship's discharge outlet located above the waterline in the deepest ballast condition; or .2 to a midship discharge manifold or, where fitted, a stern or bow loading/discharge facility above the upper deck.

9.1.2 The ship's side discharge outlet referred to in 9.1.1.1 should be so located that its lower edge will not be submerged when the ship carries the maximum quantity of ballast during its ballast voyages, having regard to the type and trade of the ship. The discharge outlet located above the waterline in the following ballast condition will be accepted as complying with this requirement: .1 on oil tankers not provided with SBT or CBT, the ballast condition when the ship carries both normal departure ballast and normal clean ballast simultaneously; .2 on oil tankers provided with SBT or CBT the ballast condition when the ship carries ballast water in segregated or dedicated clean ballast tanks, together with additional ballast in cargo oil tanks in compliance with regulation 13(3).

9.1.3 The Administration may accept piping arrangements which are led to the ship's side discharge outlet located above the departure ballast waterline but not above the waterline in the deepest ballast condition, if such arrangements have been fitted before 1 January 1981.

9.1.4 Although regulation 18(2) does not preclude the use of the facility referred to in 9.1.1.2 for the discharge of ballast water, it is recognized that the use of this facility is not desirable, and it is strongly recommended that ships be provided with either the side discharge outlets referred to in 9.1.1.1 or the part flow arrangements referred to in regulation 18(6)(e).

Regulation 18(4)(b) 9.2 Small diameter line (as amended) 9.2.1 For the purpose of application of regulation 18(4) (b), the cross-sectional area of the small diameter line should not exceed: .1 10 per cent of that of a main cargo discharge line for new oil tankers or existing oil tankers not already fitted with a small diameter line; or .2 25 per cent of that of a main cargo discharge line for existing oil tankers already fitted with such a line.

(See paragraph 4.4.5 of the revised COW Specifications contained in resolution A.446(XI)).

9.3 Connection of small diameter line to the manifold valve 9.3.1 The phrase "connected outboard of" with respect to the small diameter line for discharge ashore should be interpreted to mean a connection on the downstream side of the tanker's deck manifold valves, both port and starboard, when the cargo is being discharged.

This arrangement would permit drainage back from the tanker's cargo lines to be pumped ashore with the tanker's manifold valves closed through the same connections as for main cargo lines (see the sketch shown in appendix 4).

Regulation 18(6) (e) (ii) 9.4 Part flow system specifications (asamended) 9.4.1 The Specifications for the Design, Installation and Operation of a Part Flow System for Control of Overboard Discharges referred to in regulation 18 (6) (e) (ii) is set out in appendix 5.

A. Requirements for drilling rigs and other platforms
Regulation 21 Art. 2(3) (b) (ii) 10.1 Application of MARPOL 73/78 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 platform drainage; .2 offshore processing drainage; .3 production water discharge; and .4 displacement discharge.

Only the discharge of platform drainage should be subject to MARPOL 73/78 (see the diagram, p. 315).

B. Tank size limitation and damage stability
Regulation 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 aftermost point of the extent of damage.

Regulation23 11.2 Hypothetical oil outflow for combination car-riers 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.

Regulation 23(1) (b) 11.3 Calculation of hypothetical oil outflow 11.3.1 In a case where the width b is not constant along the i length of a particular wing tank, the smallest b value in the tank should i be used for the purposes of assessing the hypothetical outflows of oil Oc and Os.

Regulation 25(1) 11.4 Operating draft 11.4.1 With regard to the term "any operating draft reflecting actual partial or full load conditions", the information required should enable the damage stability to be assessed under conditions the same as or similar to those under which the ship is expected to operate.

Regulation 25 (2) 11.5 Suction wells.

11.5.1 For the purpose of determining the extent of assumed damage under regulation 25(2), suction wells may be neglected, 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.

Appendices to Unified Interpretation
Appendix 1 Guidance to administrations concerning draughts recom-mended for segregated ballast tankers below 150 metres in length 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 the 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 vassal'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 regard 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 .1 mean draught (m) = 0.200+0.032L -5 .2 maximum trim = (0.024-6ˇÁ10 L)L 6 These expressions were derived from a study of 26 tankers ranging in length from 50 to 150 metres. The draughts, in some cases, 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+0.0170L .2 minimum draught at stern (m) =2.300+0.030L, or .3 minimum mean draught (m) =1.550+0.023L .4 maximum trim =1.600+0.013L 8 These expressions resulted from investigations based on theoretical research, model and full scale tests. These formulae are based on the Sea 6 (International Sea Scale).

9 Formulation C .1 minimum draught aft (m) =2.0000+0.0275L .2 minimum draught forward (m) =0.5000+0.0225L 10 These expressions provide for certain increased draughts to aid in the prevention of propeller emergence and slamming in higher length ships.

Appendix 2 Interim recommendation for a unified interpretation ofregulation 13E 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 measurement of the tanks in the parallel middle body of the ship where the bilge area is clearly identified. The regulation does not explain how the 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 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 PA value for wing tank which does not have a minimum width of 2 c 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 PA to any double bottom s 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 requirement and provided the side bulkheads bounding the cargo tank above are vertical or have a slope of not more than 45ˇă 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 giver. This would not, however, preclude in the above cases credit being given to a PA value in the first case and to a s PA value in the second case where the respective vertical or horizontal c protection complies 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 of PA for double bottom tanks with sloping tank top. Figures c 9 and 10 represent the cases where credit is given in calculation of PA s to part or the whole of a double bottom tank.

----------------- Figure 1-Measurementof minimum width of wing ballast tank at ends of ship Section view (omitted) w must be at least 2 metres along the entire length of the tank for the tank to be used in the calculation of PA .

s for double bottoms tank amidships section view ----------------- ----------------- Figure 2-Measurement of minimum height of double bottom tank at ends of ship Section view (omitted) 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 ----------------- ----------------- Figure 3-Calculation of PA and PA c s for double bottom tank amidships Section view If h is at least 2 metres or B/15, whichever is less, along db entire tank length, PA =h ˇÁ double bottom tank lengthˇÁ 2 c db PA =BˇÁ double bottom tank length s If h is less than 2 metres or B/15, whichever is less, db PA =h ˇÁ double bottom tank lengthˇÁ 2 c db PA =0 s ----------------- ----------------- Figure4-Calculation of PA and PA c s for double bottom tank at ends of ship Section view (omitted) If h is at least 2 metres or B/15, whichever is less, along db entire tank length.

PA =hˇÁ double bottom tank lengthˇÁ 2 c PA =BˇÁ double bottom tank length s If h is less than 2 metres or B/5, whichever is less, db PA = h ˇÁ double bottom tank lengthˇÁ 2 c db PA =0 s ----------------- ----------------- Figure 5-Calculation of PA c and PA for wing tank amidships s Plan view If W is 2 metres or more, PA =D ˇÁtank length ˇÁ2* c PA =W ˇÁtank length ˇÁ2* s If W is less than 2 metres, PA =0 c PA = W ˇÁtank length ˇÁ2* s [* To include port and starboard.] ----------------- ----------------- Figure 6-Calculation of Pa and PA for c s wing tank end of ship (omitted) Plan view at D/5 If W is 2 metres or more, PA =D ˇÁtank length ˇÁ2* c PA =b ˇÁtank length ˇÁ2* s If W is less than 2 metres, PA =0 c PA = b ˇÁtank length ˇÁ2* s ----------------- ----------------- Figure 7- Measurement of h for calculation of P A for c double bottom tanks with sloping tank tops (1) (omitted) PA = h X double bottom tank length X 2 c ----------------- ----------------- Figure 8- Measurement of h for calculation of P A for c double bottom tanks with sloping tank tops (2) (omitted) PA = h X double bottom tank length X 2* c [ To include fort and starboard ] ----------------- ----------------- Figure 9-Calculation of PA for double bottom tank without clearly s defined turn of bilge area-when wing tank is cargo tank (omitted) If h is less than 2 metres or B/15, whichever is less, anywhere along the tank length, but h is at least 2 metres or B/15 , whichever is less, db along the entire tank length within the width of 2b, then: PA =2bˇÁcargo tank length s ----------------- ----------------- Figure 10-Calculation of PA for double bottom tank without s clearly defined turn of bilge area-when wing tank is segregated ballast tank or void space (omitted) If h is less than 2 metres or B/15, whichever is less, anywhere along the tank length, but h is at least 2 metres or B/15, whichever is db less, along the entire tank length within the width of 2b, then: PA =B ˇÁcargo tank length s ----------------- Appendix 3 Equivalent provisions for the carriage of oil by a che-mical tanker 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 regulation 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: Deadweight tons Capacity of separating 3 equipment (m /h) ------ Less than 2,000 5 2,000 and above but less than 5,000 7.5 5,000 and above but less than 1,0000 10 10,000 and above deadweight/1000 .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.

Appendix 4 Connection of small diameter line to the manifold valve (ommitted) Appendix 5 Specifications for the design, installation and opera-tion of a part flow system for control of overboard discharges 1 Purpose 1.1 The purpose of these Specifications is to provide specific design criteria and installation and operational requirements for the part flow system referred to in regulation 18 (6) (e) 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).

2 Application 2.1 Existing oil tankers may, in accordance with regulation 18 (6) (e) of Annex I of MARPOL 73/78, discharge dirty ballast water and oil contaminated water from cargo tank areas below the waterline, provided that a part of the flow is led through permanent piping to a readily accessible location on the upper deck or above where it may be visually observed during the discharge operation and provided that the arrangements comply with the requirements established by the Administration which shall at least contain all the provisions of these Specifications.

2.2 The part flow concept is based on the principle that the observation of a representative part flow of the overboard effluent is equivalent to observing the entire effluent stream. These specifications provide the details of the design, installation and operation of a part flow system.

3 General provisions 3.1 The part flow system shall be so fitted that it can effectively provide a representative sample of the overboard effluent for visual display under all normal operating conditions.

3.2 The part flow system is in many respects similar to the sampling system for an oil discharge monitoring and control system but shall have pumping and piping arrangements separate from such a system, or combined equivalent arrangements acceptable to the Administration.

3.3 The display of the part flow shall be arranged in a sheltered and readily accessible location on the upper deck or above, approved by the Administration (e.g. the entrance to the pump-room). Regard should be given to effective communication between the location of the part flow display and the discharge control position.

3.4 Samples shall be taken from relevant sections of the overboard discharge piping and be passed to the display arrangement through a permanent piping system.

3.5 The part flow system shall include the following components: .1 sampling probes; .2 sample water piping system; .3 sample feed pump (s); .4 display arrangements; .5 sample discharge arrangements; and, subject to the diameter of the sample piping, .6 flushing arrangements.

3.6 The part flow system shall comply with the applicable safety requirements.

4 System arrangement 4.1 Sampling points 4.1.1 sampling point location: .1 Sampling points shall be so located that relevant samples can be obtained of the effluent being discharged through outlets below the waterline which are used for operational discharges.

.2 Sampling points shall as far as practicable be located in pipe sections where a turbulent flow is normally encountered.

.3 Sampling points shall as far as practicable be arranged in accessible locations in vertical sections of the discharge piping.

4.1.2 Sampling probes: .1 Sampling probes shall be arranged to protrude into the pipe a distance of about one fourth of the pipe diameter.

.2 sampling probes shall be arranged for easy withdrawal for cleaning.

.3 The part flow system shall have a stop valve fitted adjacent to each probe, except that where the probe is mounted in a cargo line, two stop valves shall be fitted in series, in the sample line.

.4 Sampling probes should be of corrosion-resistant and oil-resistant material, of adequate strength, properly jointed and supported.

.5 Sampling probes shall have shape that is not prone to becoming clogged by particle contaminants and should not generate high hydrodynamic pressures at the sampling probe tip. Figure 1 is an example of one suitable shape of a sampling probe.

.6 Sampling probes shall have the same nominal bore as the sample piping.

4.2 Sample piping .1 The sample piping shall be arranged as straight as possible between the sampling points and the display arrangement. Sharp bends and pockets where settled oil or sediment may accumulate should be avoided.

.2 The sample piping shall be so arranged that sample water is conveyed to the display arrangement within 20 seconds. The flow velocity in the piping should not be less than 2 metres per second.

.3 The diameter of the piping shall not be less than 40 millimetres if no fixed flushing arrangement is provided and shall not be less than 25 millimetres if a pressurized flushing arrangement as detailed in paragraph 4.4 is installed.

.4 The sample piping should be of corrosion-resistant and oil-resistant material, of adequate strength, properly jointed and supported.

.5 Where several sampling points are installed, the piping shall be connected to a valve chest at the suction side of the sample feed pump.

4.3 Sample feed pump .1 The sample feed pump capacity shall be suitable to allow the flow rate of the sample water to comply with 4.2.2.

4.4 Flushing arrangement .1 If the diameter of sample piping is less than 40 millimetres, a fixed connection from a pressurized sea or fresh water piping system shall be installed for flushing of the sample piping system.

4.5 Display arrangement .1 The display arrangement shall consist of a display chamber provided with a sight glass. The chamber should be of a size that will allow a free fall stream of the sample water to be clearly visible over a length of at least 200 millimetres. The Administration may approve equivalent arrangements.

.2 The display arrangement shall incorporate valves and piping in order to allow part of the sample flow to bypass the display chamber to obtain a laminar flow for display in the chamber.

.3 The display arrangement shall be designed to be easily opened and cleaned.

.4 The interior of the display chamber shall be white except for the background wall which shall be so coloured as to facilitate the observation of any change in the quality of the sample water.

.5 The lower part of the display chamber shall be shaped like a funnel for collection of the sample water.

.6 A test cock for taking a grab sample shall be provided in order that a sample of the water can be examined independent of that in the display chamber.

.7 The display arrangement shall be adequately lighted to facilitate visual observation of the sample water.

4.6 Sample discharge arrangement .1 The sample water leaving the display chamber shall be routed to the sea or to a slop tank through fixed piping of adequate diameter.

5 Operation 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 Appendix 6 Offshore platform discharges (ommitted) Annex II of MARPOL 73/78: Regulations for the Control of Pollutionby Noxious Liquid Substances in Bulk (including amendments) Regulation 1 Definitions For the purposes of this Annex: (1) "Chemical tanker" means a ship constructed or adapted primarily to carry a cargo of noxious liquid substances in bulk and includes an "oil tanker" as defined in Annex I of the present Convention when carrying a cargo or part cargo of noxious liquid substances in bulk.

(2) "Clean ballast" means ballast carried in a tank which, since it was last used to carry a cargo containing a substance in Category A, B, C or D, has been thoroughly cleaned and the residues resulting therefrom have been discharged and the tank emptied in accordance with the appropriate requirements of this Annex.

(3) "Segregated ballast" means ballast water introduced into a tank 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, and which is completely separated from the cargo and oil fuel system.

(4) "Nearest land" is as defined in regulation l (9) of Annex I of the present Convention.

(5) "Liquid substances" are those having a vapour pressure not exceeding 2.8 kp/square cm at a temperature of 37.8ˇć.

(6) "Noxious liquid substance" means any substance designated in appendix II to this Annex or provisionally assessed under the provisions of regulation 3(4) as falling into Category A, B, C or D.

(7) "Special area" means a sea area where for recognized technical reasons in relation to its oceanographic and ecological condition and to the particular character of its traffic the adoption of special mandatory methods for the prevention of sea pollution by noxious liquid substances is required.

special areas shall be: (a) the Baltic Sea area, and (b) the Black Sea area (8) "Baltic Sea area" is as defined in regulation 10 (1) (b) of Annex I of the present Convention.

(9) "Black Sea area" is as defined in regulation 10 (1) (c) of Annex I of the present Convention.

(10) "International Bulk Chemical Code" means the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC. 19 (22), as may be amended by the organization, provided that such amendments are adopted and brought into force in accordance with the provisions of article 16 of the present Convention concerning amendment procedures applicable to an appendix to an Annex.

(11) "Bulk Chemical Code" means the Code for the Construction and Equipment of ships Carrying Dangerous Chemicals in Bulk adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC. 20 (22), as may be amended by the Organization, provided that such amendments are adopted and brought into force in accordance with the provisions of article 16 of the present Convention concerning amendment procedures applicable to an appendix to an Annex.

(12) "Ship constructed" means a ship the keel of which is laid or which is at a similar stage of construction. A ship converted to a chemical tanker, irrespective of the date of construction, shall be treated as a chemical tanker constructed on the date on which such conversion commenced. This conversion provision shall not apply to the modification of a ship which complies with all of the following conditions: (a) the ship is constructed before 1 July 1986; and (b) the ship is certified under the Bulk Chemical Code to carry only those products identified by the Code as substances with pollution hazards only.

(13) "Similar stage of construction" means the stage at which: (a) construction identifiable with a specific ship begins; and (b) assembly of that ship has commenced comprising at least 50 tons or one per cent of the estimated mass of all structural material, whichever is less.

Regulation 2 Application (1) Unless expressly provided otherwise the provisions of this Annex shall apply to all ships carrying noxious liquid substances in bulk.

(2) Where a cargo subject to the provisions of Annex I of the present Convention is carried in a cargo space of a chemical tanker, the appropriate requirements of Annex I of the present Convention shall also apply.

(3) Regulation 13 of this Annex shall apply only to ships carrying substances which are categorized for discharge control purposes in Category A, B or C.

(4) For ships constructed before 1 July 1986, the provisions of regulation 5 of this Annex in respect of the requirement to discharge below the waterline and maximum concentration in the wake astern of the ship shall apply as from 1 January 1988.

(5) The Administration may allow any fitting, material, appliance or apparatus to be fitted in a ship as an alternative to that required by this Annex if such fitting, material, appliance or apparatus is at least as effective as that required by this Annex. This authority of the Administration shall not extend to the substitution of operational methods to effect the control of discharge of noxious liquid substances as equivalent to those design and construction features which are prescribed by regulations in this Annex.

(6) The Administration which allows a fitting, material, appliance or apparatus as alternative to that required by this Annex, under paragraph (5) of this regulation, shall communicate to the Organization for circulation to the Parties to the Convention, particulars thereof, for their information and appropriate action, if any.

Regulation 3 Categorization and listing of noxious liquid sub-stances (1) For the purpose of the regulations of this Annex, noxious liquid substances shall be divided into four categories as follows: (a) Category A: Noxious liquid substances which if discharged into the sea from tank cleaning or deballasting operations would present a major hazard to either marine resources or human health or cause serious harm to amenities or other legitimate uses of the sea and therefore justify the application of stringent anti-pollution measures.

(b) Category B: Noxious liquid substances which if discharged into the seat from tank cleaning or deballasting operations would present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify the application of special anti-pollution measures.

(c) Category C: Noxious liquid substances which if discharged into the sea from tank cleaning or deballasting operations would present a minor hazard to either marine resources or human health or cause minor harm to amenities or other legitimate uses of the sea and therefore require special operational conditions.

(d) Category D: Noxious liquid substances which if discharged into the sea from tank cleaning or deballasting operations would present a recognizable hazard to either marine resources or human health or cause minimal harm to amenities or other legitimate uses of the sea and therefore require some attention in operational conditions.

(2) Guidelines for use in the categorization of noxious liquid substances are given in appendix I to this Annex.

(3) The list of noxious substances carried in bulk and presently categorized which are subject to the provisions of this Annex is set out in appendix II to this Annex.

(4) Where it is proposed to carry a liquid substance in bulk which has not been categorized under paragraph (1) of this regulation or evaluated as referred to in regulation 4 (1) of this Annex, the Governments of Parties to the Convention involved in the proposed operation shall establish and agree on a provisional assessment for the proposed operation on the basis of the guidelines referred to in paragraph (2) of this regulation. Until full agreement between the Governments involved has been reached, the substance shall be carried under the most severe conditions proposed. As soon as possible, but not later than 90 days after its first carriage, the Administration concerned shall notify the Organization and provide details of the substance and the provisional assessment for prompt circulation to all Parties for their information and consideration. The Government of each Party shall have a period of 90 days in which to forward its comments to the Organization, with a view to the assessment of the substance.

Regulation 4 Other liquid substances (1) The substances listed in appendix III to this Annex have been evaluated and found to fall outside the Categories A, B, C and D, as defined in regulation 3 (1) of this Annex because they are presently considered to present no harm to human health, marine resources, amenities or other legitimate uses of the sea, when discharged into the sea from tank cleaning or deballasting operations.

(2) The discharge of bilge or ballast water or other residues or mixtures containing only substances listed in appendix III to this Annex shall not be subject to any requirement of this Annex.

(3) The discharge into the sea of clean ballast or segregated ballast shall not be subject to any requirement of this Annex.

Regulation 5 Discharge of noxious liquid substances Category A, B and C substances outside special areas and Category D substances in all areas Subject to the provisions of regulation 6 of this Annex, (1) The discharge into the sea of substances in Category A as defined in regulation 3 (1) (a) of this Annex or of those provisionally assessed as such or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited. If tanks containing such substances or mixtures are to be washed, the resulting residues shall be discharged to a reception facility until the concentration of the substance in the effluent to such facility is at or below the residual concentration prescribed for that substance in column III of appendix II to this Annex and until the tank is empty. Any water subsequently added to the tank may be discharged into the sea when all the following conditions are satisfied: (a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (c) the discharge is made at a distance of not less than 12 nautical miles from the nearest land in a depth of water of not less than 25 metres.

(2) The discharge into the sea of substances in Category B as defined in regulation 3 (1) (b) of this Annex or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited except when all the following conditions are satisfied: (a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) the procedures and arrangements for discharge are approved by the Administration. Such procedures and arrangements shall be based upon standards developed by the Organization and shall ensure that the concentration and rate of discharge of the effluent is such that the concentration of the substance in the wake astern of the ship does not exceed 1 part per million; (c) the maximum quantity of cargo discharged from each tank and its associated piping system does not exceed the maximum quantity approved in accordance with the procedures referred to in subparagraph (b) of this paragraph, which shall in no case exceed the greater of 1 cubic metre or 1/3,000 of the tank capacity in cubic metres; (d) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (e) the discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a depth of water of not less than 25 metres.

(3) The discharge into the sea of substances in Category C as defined in regulation 3 (1) (c) of this Annex or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited except when all the following conditions are satisfied: (a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) the procedures and arrangements for discharge are approved by the Administration. Such procedures and arrangements shall be based upon standards developed by the Organization and shall ensure that the concentration and rate of discharge of the effluent is such that the concentration of the substance in the wake astern of the ship does not exceed 10 parts per million; (c) the maximum quantity of cargo discharged from each tank and its associated piping system does not exceed the maximum quantity approved in accordance with the procedures referred to in subparagraph (b) of this paragraph, which shall in no case exceed the greater of 3 cubic metres or 1/1,000 of the tank capacity in cubic metres; (d) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (e) the discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a depth of water of not less than 25 metres.

(4) The discharge into the sea of substances in Category D as defined in regulation 3 (1) (d) of this Annex, or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited except when all the following conditions are satisfied: (a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) such mixtures are of a concentration not greater than one part of the substance in ten parts of water; and (c) the discharge is made at a distance of not less than 12 nautical miles from the nearest land.

(5) Ventilation procedures approved by the Administration may be used to remove cargo residues from a tank. Such procedures shall be based upon standards developed by the Organization. Any water subsequently introduced into the tank shall be regarded as clean and shall not be subject to paragraph (1), (2), (3) or (4) of this regulation.

(6) The discharge into the sea of substances which have not been categorized, provisionally assessed, or evaluated as referred to in regulation 4 (1) of this Annex, or of ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited.

Category A, B and C substances within special areas Subject to the provisions of regulation 6 of this Annex, (7) The discharge into the sea of substances in Category A as defined in regulation 3 (1) (a) of this Annex or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited. If tanks containing such substances or mixtures are to be washed, the resulting residues shall be discharged to a reception facility which the States bordering the special area shall provide in accordance with regulation 7 of this Annex, until the concentration of the substance in the effluent to such facility is at or below the residual concentration prescribed for that substance in column IV of appendix II to this Annex and until the tank is empty. Any water subsequently added to the tank may be discharged into the sea when all the following conditions are satisfied: (a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (c) the discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a depth of water of not less than 25 metres.

(8) The discharge into the sea of substances in Category b as defined in regulation (3) (1) (b) of this Annex or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited except when all the following conditions are satisfied: (a) the tank has been prewashed in accordance with the procedure approved by the Administration and based on standards developed by the Organization and the resulting tank washings have been discharged to a reception facility; (b) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled; (c) the procedures and arrangements for discharge and washings are approved by the Administration. Such procedures and arrangements shall be based upon standards developed by the Organization and shall ensure that the concentration and rate of discharge of the effluent is such that the concentration of the substance in the wake astern of the ship does not exceed 1 part per million; (d) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (e) the discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a depth of water of not less than 25 metres.

(9) The discharge into the sea of substances in Category C as defined in regulation 3 (1) (c) of this Annex or of those provisionally assessed as such, or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited except when all the following conditions are satisfied: (a) the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled; (b) the procedures and arrangements for discharge are approved by the Administration. Such procedures and arrangements shall be based upon standards developed by the Organization and shall ensure that the concentration and rate of discharge of the effluent is such that the concentration of the substance in the wake astern of the ship does not exceed 1 part per million; (c) the maximum quantity of cargo discharged from each tank and its associated piping system does not exceed the maximum quantity approved in accordance with the procedures referred to in subparagraph (b) of this paragraph which shall in no case exceed the greater of 1 cubic metre or 1/3,000 of the tank capacity in cubic metres; (d) the discharge is made below the waterline, taking into account the location of the seawater intakes; and (e) the discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a depth of water of not less than 25 metres.

(10) Ventilation procedures approved by the Administration may be used to remove cargo residues from a tank. Such procedures shall be based upon standards developed by the Organization. Any water subsequently introduced into the tank shall be regarded as clean and shall not be subject to paragraph (7), (8) or (9) of this regulation.

(11) The discharge into the sea of substances which have not been categorized, provisionally assessed or evaluated as referred to in regulation 4 (1) of this Annex, or of ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited.

(12) Nothing in this regulation shall prohibit a ship from retaining on board the residues from a Category B or C cargo and discharging such residues into the sea outside a special area in accordance with paragraph (2) or (3) of this regulation, respectively.

(13) (a) 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 regulation 7 (1) of this Annex will be fulfilled and from which the requirements of paragraphs (7), (8), (9) and (10) of this regulation 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.

(b) If the date of entry into force of the present Convention is earlier than the date established in accordance with subparagraph (a) of this paragraph, the requirements of paragraphs (1), (2) and (3) of this regulation shall apply during the interim period.

Regulation 5A Pumping, piping and unloading arrangements (1) Every ship constructed on or after 1 July 1986 shall be provided with pumping and piping arrangements to ensure, through testing under favourable pumping conditions, that each tank designated for the carriage of a Category B substance does not retain a quantity of residue in excess of 0.1 cubic metres in the tank's associated piping and in the immediate vicinity of that tank's suction point.

(2) (a) Subject to the provisions of subparagraph (b) of this paragraph, every ship constructed before 1 July 1986 shall be provided with pumping and piping arrangements to ensure, through testing under favourable pumping conditions, that each tank designated for the carriage of a Category B substance does not retain a quantity of residue in excess of 0.3 cubic metres in the tank's associated piping and in the immediate vicinity of that tank's suction point.

(b) Until 2 October 1994 ships referred to in subparagraph (a) of this paragraph if not in compliance with the requirements of that subparagraph shall, as a minimum, be provided with pumping and piping arrangements to ensure, through testing under favourable pumping conditions and surface residue assessment, that each tank designated for the carriage of a Category B substance does not retain a quantity of residue in excess of 1 cubic metre or 1/3000 of the tank capacity in cubic metres, whichever is greater, in that tank and the associated piping.

(3) Every ship constructed on or after 1 July 1986 shall be provided with pumping and piping arrangements to ensure, through testing under favourable pumping conditions, that each tank designated for the carriage of a Category C substance does not retain a quantity of residue in excess of 0.3 cubic metres in the tank's associated piping and in the immediate vicinity of that tank's suction point.

(4) (a) Subject to the provisions of subparagraph (b) of this paragraph, every ship constructed before 1 July 1986 shall be provided with pumping and piping arrangements to ensure, through testing under favourable pumping conditions, that each tank designated for the carriage of a Category C substance does not retain a quantity of residue in excess of 0.9 cubic metres in the tank's associated piping and in the immediate vicinity of that tank's suction point.

(b) Until 2 October 1994 the ships referred to in subparagraph (a) of this paragraph if not in compliance with the requirements of that sub-paragraph shall, as a minimum, be provided with pumping and piping arrangements to ensure, through testing under favourable pumping conditions and surface residue assessment, that each tank designated for the carriage of a Category C substance does not retain a quantity of residue in excess of 3 cubic metres or 1/1000 of the tank capacity in cubic metres, whichever is greater, in that tank and the associated piping.

(5) Pumping conditions referred to in paragraphs (1), (2), (3) and (4) of this regulation shall be approved by the Administration and based on standards developed by the Organization. Pumping efficiency tests referred to in paragraphs (1), (2), (3) and (4) of this regulation shall use water as the test medium and shall be approved by the Administration and based on standards developed by the Organization. The residues on cargo tank surfaces, referred to in paragraphs (2) (b) and (4) (b) of this regulation shall be determined based on standards developed by the Organization.

(6) (a) Subject to the provisions of subparagraph (b) of this paragraph, the provisions of paragraphs (2) and (4) of this regulation need not apply to a ship constructed before 1 July 1986 which is engaged in restricted voyages as determined by the Administration between: (i) ports or terminals within a State Party to the present Convention; or (ii) ports or terminals of States Parties to the present Convention.

(b) The provisions of subparagraph (a) of this paragraph shall only apply to a ship constructed before 1 July 1986 if: (i) each time a tank containing Category B or C substances or mixtures is to be washed or ballasted, the tank is washed in accordance with a prewash procedure approved by the Administration and based on standards developed by the Organization and the tank washings are discharged to a reception facility; (ii) subsequent washings or ballast water are discharged to a reception facility or at sea in accordance with other provisions of this Annex; (iii) the adequacy of the reception facilities at the ports or terminals referred to above, for the purpose of this paragraph, is approved by the Governments of the States Parties to the present Convention within which such ports or terminals are situated; (iv) in the case of ships engaged in voyages to ports or terminals under the jurisdiction of other States Parties to the present Convention, the Administration communicates to the Organization, for circulation to the Parties to the Convention, particulars of the exemption, for their information and appropriate action, if any; and (v) the certificate required under this Annex is endorsed to the effect that the ship is solely engaged in such restricted voyages.

(7) For a ship whose constructional and operational features are such that ballasting of cargo tanks is not required and cargo tank washing is only required for repair or dry-docking, the Administration may allow exemption from the provisions of paragraphs (1), (2), (3) and (4) of this regulation, provided that all of the following conditions are complied with: (a) the design, construction and equipment of the ship are approved by the Administration, having regard to the service for which it is intended; (b) any effluent from tank washings which may be carried out before a repair or dry-docking is discharged to a reception facility, the adequacy of which is ascertained by the Administration; (c) the certificate required under this Annex indicates: (i) that each cargo tank is certified for the carriage of only one named substance; and (ii) the particulars of the exemption; (d) the ship carries a suitable operational manual approved by the Administration; and (e) in the case of ships engaged in voyages to ports or terminals under the jurisdiction of other States Parties to the present Convention, the Administration communicates to the Organization, for circulation to the Parties to the Convention, particulars of the exemption, for their information and appropriate action, if any.

Regulation 6 Exceptions Regulation 5 of this Annex shall not apply to: (a) the discharge into the sea of noxious liquid substances or mixtures containing such substances necessary for the purpose of securing the safety of a ship or saving life at sea; or (b) the discharge into the sea of noxious liquid substances or mixtures containing such substances 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 noxious liquid substances or mixtures containing such substances, 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.

Regulation 7 Reception facilities and cargo unloading terminalarrangements (1) 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: (a) cargo loading and unloading ports and terminals shall have facilities adequate for reception without undue delay to ships of such residues and mixtures containing noxious liquid substances as would remain for disposal from ships carrying them as a consequence of application of this Annex; and (b) ship repair ports undertaking repairs to chemical tankers shall have facilities adequate for the reception of residues and mixtures containing noxious liquid substances.

(2) 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.

(3) 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.

(4) 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.

Regulation 8 Measures of control (1) (a) The Government of each Party to the Convention shall appoint or authorize surveyors for the purpose of implementing this regulation.

The surveyors shall execute control in accordance with control procedures developed by the Organization.

(b) The master of the ship carrying noxious liquid substances in bulk shall ensure that the provisions of regulation 5 and this regulation have been complied with and that the Cargo Record Book is completed in accordance with regulation 9 of this Annex whenever operations as referred to in that regulation take place.

(c) An exemption referred to in paragraph (2) (b), (5) (b), (6) (c) or (7) (c) of this regulation may only be granted by the Government of the receiving Party to a ship engaged in voyages to ports or terminals under the jurisdiction of other States Parties to the present Convention.

When such an exemption has been granted, the appropriate entry made in the Cargo Record Book shall be endorsed by the survey or referred to in subparagraph (a) of this paragraph. Category A substances in all areas (2) With respect to Category A substances the following provisions shall apply in all areas: (a) A tank which has been unloaded shall, subject to the provisions of subparagraph (b) of this paragraph, be washed in accordance with the requirements of paragraph (3) or (4) of this regulation before the ship leaves the port of unloading.

(b) At the request of a ship's master, the Government of the receiving Party may exempt the ship from the requirements referred to in subparagraph (a) of this paragraph, where it is satisfied that: (i) the tank unloaded is to be reloaded with the same substance or another substance compatible with the previous one and that the tank will not be washed or ballasted prior to loading; or (ii) the tank unloaded is neither washed nor ballasted at sea and the provisions of paragraph (3) or (4) of this regulation are complied with at another port provided that it has been confirmed in writing that a reception facility at that port is available and is adequate for such a purpose; or (iii) the cargo residues will be removed by a ventilation procedure approved by the Administration and based on standards developed by the Organization.

(3) If the tank is to be washed in accordance with subparagraph (2) (a) of this regulation, the effluent from the tank washing operation shall be discharged to a reception facility at least until the concentration of the substance in the discharge, as indicated by analyses of samples of the effluent taken by the surveyor, has fallen to the residual concentration specified for that substance in appendix II to this Annex. When the required residual concentration has been achieved, remaining tank washings shall continue to be discharged to the reception facility until the tank is empty. Appropriate entries of these operations shall be made in the Cargo Record Book and endorsed by the surveyor referred to under paragraph (1) (a) of this regulation.

(4) Where the Government of the receiving party is satisfied that it is impracticable to measure the concentration of the substance in the effluent without causing undue delay to the ship, that Party may accept an alternative procedure as being equivalent to paragraph (3) of this regulation provided that: (a) the tank is prewashed in accordance with a procedure approved by the Administration and based on standards developed by the Organization; and (b) the surveyor referred to under paragraph (1) (a) certifies in the Cargo Record Book that: (i) the tank, its pump and piping systems have been emptied; and (ii) the prewash has been carried out in accordance with the prewash procedure approved by the Administration for that tank and that substance; and (iii) the tank washings resulting from such prewash have been discharged to a reception facility and the tank is empty. Category B and C substances outside special areas (5) With respect to Category B and C substances, the following provisions shall apply outside special areas: (a) A tank which has been unloaded shall, subject to the provisions of subparagraph (b) of this paragraph, be prewashed before the ship leaves the port of unloading, whenever: (i) the substance unloaded is identified in the standards developed by the Organization as resulting in a residue quantity exceeding the maximum quantity which may be discharged into the sea under regulation 5 (2) or (3) of this Annex in case of Category B or C substances respectively; or (ii) the unloading is not carried out in accordance with the pumping conditions for the tank approved by the Administration and based on standards developed by the Organization as referred to under regulation 5A (5) of this Annex, unless alternative measures are taken to the satisfaction of the surveyor referred to in paragraph (1) (a) of this regulation to remove the cargo residues from the ship to quantities specified in regulation 5A of this Annex as applicable.

The prewash procedure used shall be approved by the Administration and based on standards developed by the Organization and the resulting tank washings shall be discharged to a reception facility at the port of unloading.

(b) At the request of the ship's master, the Government of the receiving party may exempt the ship from the requirements of subparagraph (a) of this paragraph, where it is satisfied that: (i) the tank unloaded is to be reloaded with the same substance or another substance compatible with the previous one and that the tank will not be washed nor ballasted prior to loading; or (ii) the tank unloaded is neither washed nor ballasted at sea and the tank is prewashed in accordance with a procedure approved by the Administration and based on standards developed by the Organization and resulting tank washings are discharged to a reception facility at another port, provided that it has been confirmed in writing that a reception facility at that port is available and adequate for such a purpose; or (iii) the cargo residues will be removed by a ventilation procedure approved by the Administration and based on standards developed by the Organization. Category B substances within special areas (6) With respect to Category B substances, the following provisions shall apply within special areas: (a) A tank which has been unloaded shall, subject to the provisions of subparagraphs (b) and (c), be prewashed before the ship leaves the port of unloading. The prewash procedure used shall be approved by the Administration and based on standards developed by the Organization and the resulting tank washings shall be discharged to a reception facility at the port of unloading.

(b) The requirements of subparagraph (a) of this paragraph do not apply when all the following conditions are satisfied: (i) the Category B substance unloaded is identified in the standards developed by the Organization as resulting in a residue quantity not exceeding the maximum quantity which may be discharged into the sea outside special areas under regulation 5 (2) of this Annex, and the residues are retained on board for subsequent discharge into the sea outside the special area in compliance with regulation 5 (2) of this Annex; and (ii) the unloading is carried out in accordance with the pumping conditions for the tank approved by the Administration and based on standards developed by the Organization as referred to under regulation 5A (5) of this Annex, or failing to comply with the approved pumping conditions, alternative measures are taken to the satisfaction of the surveyor referred to in paragraph (1) (a) of this regulation to remove the cargo residues from the ship to quantities specified in regulation 5A of this Annex as applicable.

(c) At the request of the ship's master, the Government of the receiving party may exempt the ship from the requirements of subparagraph (a) of this paragraph, where it is satisfied that: (i) the tank unloaded is to be reloaded with the same substance or another substance compatible with the previous one and that the tank will not be washed nor ballasted prior to loading; or (ii) the tank unloaded is neither washed nor ballasted as sea and the tank is prewashed in accordance with a procedure approved by the Administration and based on standards developed by the Organization and resulting tank washings are discharged to a reception facility at another port, provided that it has been confirmed in writing that a reception facility at that port is available and adequate for such a purpose; or (iii) the cargo residues will be removed by a ventilation procedure approved by the Administration and based on standards developed by the Organization. Category C substances within special areas (7) With respect to Category C substances, the following provisions shall apply within special areas: (a) A tank which has been unloaded shall, subject to the provisions of subparagraphs (b) and (c) of this paragraph, be prewashed before the ship leaves the port of unloading, whenever: (i) the Category C substance unloaded is identified in the standards developed by the Organization as resulting in a residue quantity exceeding the maximum quantity which may be discharged into the sea under regulation 5 (9) of this Annex; or (ii) the unloading is not carried out in accordance with the pumping conditions for the tank approved by the Administration and based on standards developed by the Organization as referred to under regulation 5A (5) of this Annex, unless alternative measures are taken to the satisfaction of the surveyor referred to in paragraph (1) (a) of this regulation to remove the cargo residues from the ship to quantities specified in regulation 5A of this Annex as applicable.

The prewash procedure used shall be approved by the Administration and based on standards developed by the Organization and the resulting tank washings shall be discharged to a reception facility at the port of unloading.

(b) The requirements of subparagraph (a) of this paragraph do not apply when all the following conditions are satisfied: (i) the Category C substance unloaded is identified in the standards developed by the Organization as resulting in a residue quantity not exceeding the maximum quantity which may be discharged into the sea outside special areas under regulation 5 (3) of this Annex, and the residues are retained on board for subsequent discharge into the sea outside the special area in compliance with regulation 5 (3) of this Annex; and (ii) the unloading is carried out in accordance with the pumping conditions for the tank approved by the Administration and based on standards developed by the Organization as referred to under regulation 5A (5) of this Annex, or failing to comply with the approved pumping conditions, alternative measures are taken to the satisfaction of the surveyor referred to in paragraph (1) (a) of this regulation to remove the cargo residues from the ship to quantities specified in regulation 5A of this Annex as applicable, (c) At the request of the ship's master, the Government of the receiving party may exempt the ship from the requirements of subparagraph (a) of this paragraph, where it is satisfied that: (i) the tank unloaded is to be reloaded with the same substance or another substance compatible with the previous one and that the tank will not be washed or ballasted prior to loading; or (ii) the tank unloaded is neither washed nor ballasted at sea and the tank is prewashed in accordance with a procedure approved by the Administration and based on standards developed by the Organization and resulting tank washings are discharged to a reception facility at another port, provided that it has been confirmed in writing that a reception facility at that port is available and adequate for such a purpose; or (iii) the cargo residues will be removed by a ventilation procedure approved by the Administration and based on standards developed by the Organization. Category D substances in all areas (8) With respect to Category D substances, a tank which has been unloaded shall either be washed and the resulting tank washings shall be discharged to a reception facility, or the remaining residues in the tank shall be diluted and discharged into the sea in accordance with regulation 5 (4) of this Annex. Discharge from a slop tank (9) Any residues retained on board in a slop tank, including those from cargo pump-room bilges, which contain a Category A substance, or within a special area either a Category A or a Category B substance, shall be discharged to a reception facility in accordance with the provisions of regulation 5 (1), (7) or (8) of this Annex, whichever is applicable.

Regulation 9 Cargo Record Book (1) Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether as part of the ship's official log-book or otherwise, in the form specified in appendix IV to this Annex.

(2) The Cargo Record Book shall be completed, on a tank-to-tank basis, whenever any of the following operations with respect to a noxious liquid substance take place in the ship: (i) loading of cargo; (ii) internal transfer of cargo; (iii) unloading of cargo; (iv) cleaning of cargo tanks; (v) ballasting of cargo tanks; (vi) discharge of ballast from cargo tanks; (vii) disposal of residues to reception facilities; (viii) discharge into the sea or removal by ventilation of residues in accordance with regulation 5 of this Annex.

(3) In the event of any discharge of the kind referred to in article 8 of the present Convention and regulation 6 of this Annex of any noxious liquid substance or mixture containing such substance, whether intentional or accidental, an entry shall be made in the Cargo Record Book stating the circumstances of, and the reason for, the discharge.

(4) When a surveyor appointed or authorized by the Government of the Party to the Convention to supervise any operations under this Annex has inspected a ship, then that surveyor shall make an appropriate entry in the Cargo Record Book.

(5) Each operation referred to in paragraphs (2) and (3) of this regulation shall be fully recorded without delay in the Cargo Record Book so that all the entries in the book appropriate to that operation are completed Each entry shall be signed by the officer or officers in charge of the operation concerned and each page shall be signed by the master of the ship. The entries in the Cargo 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 Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk or a certificate referred to in regulation 12A of this Annex 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.

(6) The Cargo Record Book shall be kept in such a place as to be readily available for inspection and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be retained for a period of three years after the last entry has been made.

(7) The competent authority of the Government of a Party may inspect the Cargo Record Book on board any ship to which this Annex applies while the ship is in its port, 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 Cargo Record Book shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of a Cargo 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.

| 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 |