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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. Whether cleaned since they last contained oil and, if not, type of oil previously carried.

3. Cleaning process: .1 position of ship and time at the start and completion of cleaning; .2 identify tank(s) in which one or another method has been employed (rinsing through, steaming, cleaning with chemicals; type and quantity of chemicals used); .3 identity of tank(s) into which cleaning water was transferred.

4. Ballasting: .1 position of ship and time at start and end of ballasting; .2 quantity of ballast if tanks are not cleaned; .3 position of ship at start of cleaning; .4 position of ship at start of ballasting.

(B) Discharge of dirty ballast or cleaning water from oil fuel tanks referred to under section (A) 5. Identity of tank(s).

6. Position of ship at start of discharge.

7. Position of ship on completion of discharge.

8. Ship's speed(s) during discharge.

9. Method of discharge: .1 through 100 ppm equipment; .2 through 15 ppm equipment; .3 to reception facilities.

10. Quantity discharged.

(C) Collection and disposal of oil residues (sludge) 11. Collection of oil residues.

Quantities of oil residues (sludge) retained on board at the end of a voyage, but not more frequently than once a week. When ships are on short voyages, the quantity should be recorded weekly: * [* Only in tanks listed in item 3 of Form A and B of the Supplement to the IOPP Certificate.] .1 separated sludge (sludge resulting from purification of fuel and lubricating oils) and other residues, if applicable: -identity of tank(s).....................................

-capacity of tank(s)..............................cubic m -total quantity of retention .....................cubic m .2 other residues (such as oils residues resulting from drainages, leakages, exhausted oil, etc., in the machinery spaces), if applicable due to tank arrangement in addition to .1: -identity of tank(s)...................................

-capacity of tank(s)............................cubic m -total quantity of retention ...................cubic m 12. Methods of disposal of residue.

State quantity of oil residues disposed of, the tank(s) emptied and the quantity of contents retained: 2 .1 to reception facilities (identify port) ; .2 transferred to another (other) tank(s)(indicate tank(s) and the total content of tank(s)); .3 incinerated (indicated total time of operation); .4 other method (state which).

(D) Non-automatic discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces 13. Quantity discharged or disposed of.

14. Time of discharge or disposal (start and stop).

15. Method of discharge or disposal: .1 through 100 ppm equipment (state position at start and end); .2 through 15 ppm equipment (state position at start and end); .3 to reception facilities (identify port);** [** Ship's masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer.

This receipt or certificate, if attached to the Oil Record Book, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book.] .4 transfer to slop tank or holding tank (indicate tank(s); state quantity transferred and the total quantity retained in tank(s)).

(E)Automatic discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces 16. Time and position of ship at which the system has been put into automatic mode of operation for discharge overboard.

17. Time when the system has been put into automatic mode of operation for transfer of bilge water to holding tank(identify tank).

18. Time when the system has been put into manual operation.

19. Method of discharge overboard: .1 through 100 ppm equipment; .2 through 15 ppm equipment.

(F) Condition of oil discharge monitoring and control system 20. Time of system failure.

21. Time when system has been made operational.

22. Reasons for failure.

(G) Accidental or other exceptional discharges of oil 23. Time of occurrence.

24. Place or position of ship at time of occurrence.

25. Approximate quantity and type of oil.

26. Circumstances of discharge or escape, the reasons therefor and general remarks.

(H) Bunkering of fuel or bulk lubricating oil 27. Bunkering: .1 Place of bunkering.

.2 Time of bunkering.

.3 Type and quantity of fuel oil and identity of tank(s) (state quantity added and total content of tank(s)).

.4 Type and quantity of lubricating oil and identity of tank(s) (state quantity added and total content of tank(s)).

(I) Additional operational procedures and general remarks Name of ship .........................................................

Distinctive number or letters ...........................................................

CARGO/BALLAST OPERATIONS (OIL TANKERS)*/ MACHINERY SPACE OPERATIONS (ALL SHIPS)* [* Delete as appropriate] |---------------------- | Code | Item | Record of operations/signature of | | Date | | | (letter) | (number) | officer in charge | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |---------------------- Signature of master ..............................

OIL RECORD BOOK PART II-Cargo/ballast operations (Oil tankers) Name of ship: Distinctive number or letters: Gross tonnage: Period from: to: |------------------------ |Note: Every oil tanker of 150 tons gross tonnage and above shall be provided with Oil | |Record Book Part II to record relevant cargo/ballast operations. Such a tanker shall also | |be provided with Oil Record Book Part I to record relevant machinery space operation | |------------------------ Name of ship .........................................................

Distinctive number or letters ...........................................................

PLAN VIEW OF CARGO AND SLOP TANKS (to be completed on board) |----------- | Identification | | Capacity | | of the tanks | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | | | | |-------|-----| | Depth of slop | | tanks(s): | |----------- (Give the capacity of each tank and the depth of slop tank(s)) Introduction The following pages of this section show a comprehensive list of items of cargo and ballast operations which are, when appropriate, to be recorded in the Oil Record Book in accordance with regulation 20 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped into operational sections, each of which is denoted by a code letter.

When making entries in the Oil Record Book, the date, operational code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank spaces.

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

Each completed page shall be countersigned by the master of the ship.

In respect of the oil tankers engaged in specific trades in accordance with regulation 13C of Annex I of MARPOL 73/78, appropriate entry in the Oil Record Book shall be endorsed by the competent port State authority.* [* This sentence should only be inserted for the Oil Record Book of a tanker engaged in a specific trade.] The Oil Record Book contains many references to oil quantity. The limited accuracy of tank measurement devices, temperature variations and clingage will affect the accuracy of these readings. The entries in the Oil Record Book should be considered accordingly.

LIST OF ITEMS TO BE RECORDED (A) Loading of oil cargo 1. Place of loading.

2. Type of oil loaded and identity of tank(s).

3. Total quantity of oil loaded (state quantity added and the total content of tank (s)).

(B) Internal transfer of oil cargo during voyage 4. Identity of tank(s): .1 from: .2 to: (state quantity transferred and total quantity of tank (s)) 5. Was (were) the tank(s) in 4.1 emptied? (If not, state quantity retained.) (C) Unloading of oil cargo 6. Place of unloading.

7. Identity of tank(s) unloaded.

8. Was (were) the tank(s) emptied? (If not, state quantity retained.) (D) Crude oil washing (COW tankers only) (To be completed for each tank being crude oil washed) 9. Port where crude oil washing was carried out or ship's position if carried out between two discharge ports.

10. Identity of tank(s) washed. * [* When an individual tank has more machines than can be operated simultaneously, as described in the Operations and Equipment Manual, then the section being crude oil washed should be identified, e.g. No.2 centre, forward section.] 11. Number of machines in use.

12. Time of start of washing.

13. Washing pattern employed.** [** In accordance with the Operations and Equipment Manual, enter whether single-stage or multi-stage method of washing is employed. If multi-stage method is used, give the vertical are covered by the machines and the number of times that are is covered for that particular stage of the programme.] 14. Washing line pressure.

15. Time washing was completed or stopped.

16. State method of establishing that tank(s) was (were) dry.

17. Remarks.*** [*** If the programmes given in the Operations and Equipment Manual are not followed, then the reasons must be given under Remarks.] (E) Ballasting of cargo tanks 18. Position of ship at start and end of ballasting.

19. Ballasting process: .1 identity of tank(s) ballasted; .2 time of start and end; .3 quantity of ballast received. Indicate total quantity of ballast for each tank involved in the operation.

(F) Ballasting of dedicated clean ballast tanks(CBT tankers only) 20. Identity of tank(s) ballasted.

21. Position of ship when water intended for flushing, or port ballast was taken to dedicated clean ballast tank(s).

22. Position of ship when pump(s) and lines were flushed to slop tank.

23. Quantity of the oily water which, after line flushing, is transferred to the slop tank(s) or cargo tank(s) in which slop is preliminarily stored (identify tank(s)). State the total quantity.

24. Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).

25. Time and position of ship when valves separating the dedicated clean ballast tanks from cargo and stripping lines were closed.

26. Quantity of clean ballast taken on board.

(G) Cleaning of cargo tanks 27. Identity of tank(s) cleaned.

28. Port or ship's position.

29. Duration of cleaning.

30. Method of cleaning.* [* Hand-hosing, machine washing and/or chemical cleaning. Where chemically cleaned, the chemical concerned and amount used should be stated.] 31. Tank washings transferred to: .1 reception facilities (state port and quantity)**; [** Ships's masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer.

This receipt or certificate, if attached to the Oil Record Book, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book.] .2 slop tank(s) or cargo tank(s) designated as slop tank(s) (identify tank(s); state quantity transferred and total quantity).

(H) Discharge of dirty ballast 32. Identity of tank(s).

33. Position of ship at start of discharge into the sea.

34. Position of ship on completion of discharge into the sea.

35. Quantity discharged into the sea.

36. Ship's speed(s) during discharge.

37. Was the discharge monitoring and control system in operation during the discharge? 38. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge? 39. Quantity of oily water transferred to slop tank(s) (identify slop tank(s). State total quantity).

40. Discharged to shore reception facilities (identify port and quantity involved).* [* Hand-hosing, machine washing and/or chemical cleaning. Where chemically cleaned, the chemical concerned and amount used should be stated.] (I) Discharge of water from slop tanks into the sea 41. Identity of slop tanks.

42. Time of settling from last entry of residues, or 43. Time of settling form last discharge.

44. Time and position of ship at start of discharge.

45. Ullage of total contents at start of discharge.

46. Ullage of oil/water interface at start of discharge.

47. Bulk quantity discharged and rate of discharge.

48. Final quantity discharged and rate of discharge.

49. Time and position of ship on completion of discharge.

50. Was the discharge monitoring and control system in operation during the discharge? 51. Ullage of oil/water interface on completion of discharge.

52. Ship's speed(s) during discharge.

53. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge? 54. Confirm that all applicable valves in the ship's piping system have been closed on completion of discharge from the slop tanks.

(J) Disposal of residues and oily mixtures not otherwise dealt with 55. Identity of tank(s).

56. Quantity disposed of from each tank, (State the quantity retained.) 57. Method of disposal: .1 to reception facilities (identify port and quantity involved);* [* Ship's masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer.

This receipt or certificate, if attached to the Oil Record Book, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book.] .2 mixed with cargo(state quantity); .3 transferred to (an) other tank(s) (identify tank(s); state quantity transferred and total quantity in tank(s)); .4 other method (state which); state quantity disposed of.

(K) Discharge of clean ballast contained in cargo tanks 58. Position of ship at start of discharge of clean ballast.

59. Identity of tank(s) discharged.

60. Was (were) the tank(s) empty on completion? 61. Position of ship on completion if different from 58.

62. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge? (L) Discharge of ballast from dedicated clean ballast tanks (CBT tankers only) 63. Identity of tank(s) discharged.

64. Time and position of ship at start of discharge of clean ballast into the sea.

65. Time and position of ship on completion of discharge into the sea.

66. Quantity discharged: .1 into the sea; or .2 to reception facility (identify port).

67. Was there any indication of oil contamination of the ballast water before or during discharge into the sea? 68. Was the discharge monitored by an oil content meter? 69. Time and position of ship when valves separating dedicated clean ballast tanks from the cargo and stripping lines were closed on completion of deballasting.

(M) Condition of oil discharge monitoring and control system 70. Time of system failure.

71. Time when system has been made operational.

72. Reasons for failure.

(N) Accidental or other exceptional discharges of oil 73. Time of occurrence.

74. Port or ship's position at time of occurrence.

75. Approximate quantity and type of oil.

76. Circumstances of discharge or escape, the reasons therefor and general remarks.

(O) Additional operational procedures and general remarks TANKERS ENGAGED IN SPECIFIC TRADES (P) Loading of ballast water 77. Identity of tank(s) ballasted.

78. Position of ship when ballasted.

79. Total quantity of ballast loaded in cubic metres.

80. Remarks.

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

81. Reasons for re-allocation.

(R) Ballast water discharge to reception facility 82. Port(s) where ballast water was discharged.

83. Name or designation of reception facility.

84. Total quantity of ballast water discharged in cubic metres.

85. Date, signature and stamp of port authority official.

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

Distinctive number or letters ...........................................................

CARGO/BALLAST OPERATIONS (OIL TANKERS) * /MACHINERY SPACE OPERATIONS (ALL SHIPS)* [* Delete as appropriate] |---------------------- | Code | Item | Record of operations/signature of | | Date | | | (letter) | (number) | officer in charge | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |----|----|----|-----------| | | | |---------------------- Signature of master ..............................

Unified Interpretation of Annex I of MARPOL, 73/78 Notes: For the purposes of the Unified interpretation, the following abbreviations are used: MARPOL 73/78 The 1973 MARPOL Convention as modified by the 1978 Protocol relating thereto Regulation Regulation in Annex I of MARPOL 73/78 IOPP Certificate International Oil Pollution Prevention Certificate SBT Segregated ballast tanks CBT Dedicated clean ballast tanks COW Crude oil Washing system LGS Inert gas systems PL Protective location of Segregated ballast tanks H Date of entry into force of MARPOL 73/78 (see 2.0.1), "H+2" means two years after the date of entry into force of MARPOL 73/ 78.

1. Definitions
Regulation 1 (1) 1A.0 Definition of "oil" 1A.0.1 (Animal and vegetable oils are found to fall under the category of "noxious liquid substance", and therefore this interpretation has been deleted (see Annex II, appendix II, of MARPOL 73/78).) Treatment for oily rags 1.A.0.2 Oily rags, as defined in the Guidelines for the Implementation of Annex V of MARPOL 73/78, should be treated in accordance with Annex V and the procedures set out in the Guidelines.

Regulation 1 (4) 1.0 Definition of an "oil tanker" 1.0.1 A gas carrier as defined in regulation 3.20 of chapter 11-1 of SOLAS 74 (as amended), when carrying a cargo or part cargo of oil in bulk, should be treated as an "oil tanker" as defined in regulation 1 (4).

Regulation 1 (6) .1 (26) 1.1 Definition of "new ships" 1.1.1 Regulations 1 (6) and 1 (26) defining "new ship" and "new oil tanker", respectively, should be construed to mean that a shop which falls into any one of the categories listed in subparagraphs (a), (b), (c), (d) (i), (d) (ii), or (d) (iii) of these paragraphs should be considered as a new ship or a new oil tanker, as appropriate.

Regulation 1 (6),1 (26) 1.2 Unforeseen delay in delivery of ships ,24 1.2.1 For the purpose of defining "new" or "existing" ships under regulations 1(6), 1 (26) and 24, a ship for which the building contract (or keel laying) and delivery were scheduled before the dates specified in these regulations, but which has been subject to delay in delivery beyond the specified date due to unforeseen circumstances beyond the control of the builder and the owner, may be accepted by the Administration as an "existing ship", The treatment of such ships should be considered by the Administration on a case by case basis, bearing in mind the particular circumstances.

1.2.2 it is important that ships delivered after the specified dates due to unforeseen delay and allowed to be treated as existing ships by the Administration, should also be accepted as such by port States., In order to ensure this, the following practice is recommended to Administrations when considering an application for such a ship; .1 The Administration should thoroughly consider applications on a case by case basis, bearing in mind the particular circumstances. In doing so in the case of a ship built in a foreign country, the Administration may require a formal report from the authorities of the country in which the ship was built, stating that the delay was due to unforeseen circumstances beyond the control of the builder and the owner .2 When a ship is treated as an existing ship upon such an application, the IOPP Certificate for the ship should be endorsed to indicate that the ship is accepted by the Administration as an existing ship; and .3 The Administration should report to the Organization on the identity of the ship and the grounds on which the ship has been accepted as an existing ship.

Regulation 1 (8) 1.3 Major conversion 1.3.1 The deadweight to be used for determining the application of provisions of Annex I is the deadweight assigned to an oil tanker at the time of the assignment of the load lines. If the load lines are reassigned for the purpose of altering the deadweight, without alteration of the structure of the ship, any substantial alteration of the deadweight consequential upon such reassignments should not be construed as "a major conversion" as defined in regulation 1 (8). However, the IOPP Certificate should indicate only one deadweight of the ship and be renewed on every reassignment of load lines.

1.3.2 If an existing crude oil tanker of 40,000 tons deadweight and above satisfying the requirements of COW changes its trade for the carriage of product oil*, conversion to CBT or SBT and reissuing of the IOPP Certificate will be necessary (see paragraph 4.5 below), Such conversion should not be considered as a "major conversion" as defined in regulation 1 (8).

[* "Product oil" means any oil other than curde oil as defined in regulation 1 (28)] 1.3.3 When an oil tanker is used solely for the storage of oil and is subsequently put into service in the transportation of oil, such a change of function should not be construed as a "major conversion" as defined in Regulation 1(8).

1.3.4 The conversion of an existing oil tanker to a combination carrier, or the shortening of a tanker by removing a transverse section of cargo tanks, should constitute a "major conversion" as defined in regulation 1(8).

1.3.5 The conversion of an existing oil tanker to a segregated ballast tanker by the addition of a transverse section of tanks should constitute a "major conversion" as defined in regulation 1(8) only when the cargo carrying capacity of the tanker is increased.

Regulation 1 (17) 1.4 Definition of "segregated ballast" 1.4.1 The segregated ballast system should be a system which is "completely separated form the cargo oil and fuel oil systems" as required by regulation 1 (17). Nevertheless, provision may be made for emergency discharge of the segregated ballast by means of a connection to a cargo pump through a portable spool piece. In this case non-return valves should be fitted on the segregated ballastconnections to prevent the passage of oil to the segregated ballast tanks. The portable spool piece should be mounted in a conspicuous position in the pump-room and a permanent notice restricting its use should be prominently displayed adjacent to it.

1.4.2 Sliding type couplings should not be used for expansion purposes where lines for cargo oil or fuel oil pass through tanks for segregated ballast and where lines for segregated ballast pass through cargo oil or fuel oil tanks. This interpretation is applicable to ships, the keel of which is laid. or which are at a similar stage of construction, on or before 1 July 1992.

Regulation 3 1.5 Equivalents 1.5.1 Acceptance by an Administration under regulation 3 of any fitting, material, appliance, or apparatus as an alternative to that required by Annex I includes type approval of pollution prevention equipment which is equivalent to that specified in resolution A.393 (X) .

An Administration that allows such type approval shall communicate particulars thereof, including the test results on which the approval of equivalency was based, to the Organization in accordance with regulation 3(2).

1.5.2 With regard to the term" appropriate action, if any" in regulation 3(2), any party to the Convention that has an objection to an equivalency submitted by another party should communicate this objection to the Organization and to the Party which allowed the equivalency within one year after the organization circulates the equivalency to the Parties.

The Party objecting to the equivalency should specify whether the objection pertains to ships entering its ports.

1A Survey and inspection
Regulation 4(1) (c) and 4(3) (b) 1A.1 Intermediate and annual sur-vey for ships not required to hold an IOPP Certificate 1A.1.1 The applicability of regulations 4(1) (c) and 4(3) (b) to ships which are not required to hold an International Oil Pollution Prevention Certificate should be determined by the Administration.

2. Certificate
Regulation 5 2.0 and others Date of entry into force 2.0.1 In the application of the Protocol of 1978 relating to the International Convention for the Prevention of Pollution from Ships, 1973 (1978 Protocol) the phrase "date of entry into force of the present Convention" should be construed to mean the date of entry into force of the 1978 Protocol, which was 2 October 1983.

Regulation 5 ,13, 13E 2.1 Designation of the type of oil tankers 2.1.1 Oil tankers must be designated on the IOPP Certificate as either "curde oil tanker", "product carrier" or "crude oil/product carrier". Furthermore, the requirements contained in regulations 13 to 13E differ for new and existing "crude oil tankers" and "product carriers", and compliance with these provisions is recorded on the IOPP Certificate. Oil trades in which different types of oil tankers are allowed to be engaged are as follows: .1 Crude oil/product carrier is allowed to carry either crude oil or product oil, or both simultaneously; .2 Crude oil tanker is allowed to carry crude oil but is prohibited from carrying product oil; and .3 product carrier is allowed to carry product oil but is prohibited from carrying crude oil.

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

2.1.3 New oil tankers* of less than 20,000 tons deadweight [* As defined in regulation 1 (26).] 2.1.3.1 These oil tankers may be designated as "crude oil/product carriers." 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 = (0.024-6¡Á10 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 45¡ã 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 ¡Á double bottom tank length¡Á 2 c db PA =B¡Á double bottom tank length s If h is less than 2 metres or B/15, whichever is less, db PA =h ¡Á double bottom tank length¡Á 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 =h¡Á double bottom tank length¡Á 2 c PA =B¡Á double bottom tank length s If h is less than 2 metres or B/5, whichever is less, db PA = h ¡Á double bottom tank length¡Á 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 ¡Átank length ¡Á2* c PA =W ¡Átank length ¡Á2* s If W is less than 2 metres, PA =0 c PA = W ¡Átank length ¡Á2* 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 ¡Átank length ¡Á2* c PA =b ¡Átank length ¡Á2* s If W is less than 2 metres, PA =0 c PA = b ¡Átank length ¡Á2* 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 =2b¡Ácargo 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 ¡Ácargo 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 37.8¡æ.

(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.

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