S.I. No. 788 of 2007

SEA POLLUTION (PREVENTION OF OIL POLLUTION) REGULATIONS 2007

ARRANGEMENT OF REGULATIONS

PART 1

General

1. Citation and commencement

2. Interpretation

3. Application

4. Exemptions and waivers

5. Equivalents and measurements

PART 2

Surveys and certification

6. Surveys

7. Issue or endorsement of IOPP Certificate

8. Issue or endorsement of IOPP Certificate by another Government

9. Form of IOPP Certificate

10. Duration and validity of IOPP Certificate

11. Port State Control on operational requirements

PART 3

Requirements for machinery spaces of all ships

Chapter 1

Construction

12. Tanks for oil residues (sludge)

13. Oil fuel tank protection

14. Standard discharge connection

Chapter 2

Equipment

15. Oil filtering equipment

Chapter 3

Control of operational discharge of oil

16. Control of discharge of oil (Part 3)

17. Segregation of oil and water ballast and carriage of oil in forepeak tanks

18. Oil Record Book, Part I — Machinery space operations

PART 4

Requirements for the cargo area of oil tankers

Chapter 1

Construction

19. Segregated ballast tanks

20. Double hull and double bottom requirements for oil tankers delivered on or after 6 July 1996

21. Double hull and double bottom requirements for oil tankers delivered before 6 July 1996

22. Pump-room bottom protection

23. Accidental oil outflow performance

24. Damage assumptions

25. Hypothetical outflow of oil

26. Limitation of size and arrangement of cargo tanks

27. Intact stability

28. Subdivision and stability

29. Slop tanks

30. Pumping, piping and discharge arrangement

Chapter 2

Equipment

31. Oil discharge monitoring and control system

32. Oil/water interface detector

33. Crude oil washing requirements

Chapter 3

Control of operational discharge of oil in cargo area of oil tankers

34. Control of discharge of oil (Part 4)

35. Crude oil washing operations

36. Oil Record Book, Part II — Cargo/ballast operations

PART 5

Prevention of pollution arising from an oil pollution incident

37. Shipboard oil pollution emergency plan

PART 6

Reception facilities

38. Reception facilities.

PART 7

Special requirements for fixed or floating platforms

39. Special requirements for drilling rigs and other platforms

PART 8

Revocations

40. Revocations

SCHEDULE 1

List of oils

SCHEDULE 2

Form of International Oil Pollution Prevention Certificate (IOPP Certificate)

SCHEDULE 3

Form of Oil Record Book.

SCHEDULE 4

Figures referred to in Regulations 13 and 20

S.I. No. 788 of 2007

SEA POLLUTION (PREVENTION OF OIL POLLUTION) REGULATIONS 2007

Notice of the making of this Statutory Instrument was published in

“Iris Oifigi�il” of 7th December, 2007.

I, NOEL DEMPSEY, Minister for Transport, in exercise of the powers conferred on me by sections 10, 11, 12, 14, 15 and 17 of the Sea Pollution Act 1991 (No. 27 of 1991) and the Maritime Transport, Safety and Security (Transfer of Departmental Administration and Ministerial Functions) Order 2005 (S.I. No. 842 of 2005), and for the purpose of giving full effect to Regulation (EC) No. 417 of 2002 of the European Parliament and of the Council of 18 February 2002 ¹ , and giving effect to Annex I of the MARPOL Convention, hereby make the following regulations:

PART 1 General

Citation

1. (1) These Regulations may be cited as the Sea Pollution (Prevention of Oil Pollution) Regulations 2007.

(2) These Regulations come into operation on the day after they are made.

Interpretation

2. (1) In these Regulations:

“Act” means the Sea Pollution Act 1991 (No. 27 of 1991);

“amidships” is at the middle of the length (L);

“anniversary date” means the day and the month of each year which will correspond to the date of expiry of the International Oil Pollution Prevention Certificate;

“B” means breadth as defined by this Regulation;

“breadth”, subject to Regulation 13, means the maximum breadth of the ship, in metres, measured amidships to the moulded line of the frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any other material;

“centre tank” means any tank inboard of a longitudinal bulkhead;

“chemical tanker” means a ship constructed or adapted primarily to carry a cargo of noxious liquid substances in bulk;

“clean ballast”, subject to paragraph (2), means the ballast in a tank which since oil was last carried in it, has been cleaned in a manner so that effluent from it, if it were discharged from a ship which is stationary into clean calm water on a clear day, would not produce visible traces of oil on the surface of the water or on adjoining shorelines or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines;

“combination carrier” means a ship designed to carry either oil or solid cargoes in bulk;

“constructed” means a ship the keel of which is laid or which is at a similar stage of construction;

“crude oil” means any liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to render it suitable for transportation and includes—

(a) crude oil from which certain distillate fractions may have been removed, and

(b) crude oil to which certain distillate fractions may have been added;

“crude oil tanker” means an oil tanker engaged in the trade of carrying crude oil;

“deadweight” means the difference in metric tonnes between the displacement of a ship in water of a specific gravity of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship;

“DW” means deadweight as defined by this Regulation;

“en route” means that the ship is under way at sea on a course, or courses, which will, so far as practicable for navigational purposes, cause any discharge to be spread over as great an area of the sea as is reasonably practicable;

“forward and after perpendiculars” shall be read in accordance with Regulation 5(4);

“gas carrier” means a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied gas;

“instantaneous rate of discharge of oil content” means the rate of discharge of oil in litres per hour at any instant divided by the speed of the ship in knots at the same instant;

“IOPP Certificate” means an International Oil Pollution Prevention Certificate;

“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 amended by resolution MEPC 40(29) on 16 March, 1990 and as may be amended by the Organization;

“L” means length as defined by this Regulation;

“length”, subject to Regulations 5 and 13, means 96 per cent of the total length on a waterline at 85 per cent of the least moulded depth measured from the top of the keel, or, if it is greater, the length from the foreside of the stem to the axis of the rudder stock on that waterline;

“lightweight” means the displacement of a ship in metric tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores, and passengers and crew and their effects;

“major conversion” means, subject to Regulation 3(7), a conversion of a ship—

(a) which substantially alters the dimensions or carrying capacity of the ship,

(b) which changes the type of the ship,

(c) the intent of which, in the opinion of the Minister, is, substantially, to prolong its life, or

(d) which otherwise so alters the ship that it would become subject to the relevant provisions of the MARPOL Convention not previously applicable to it;

“Marine Notice” means a Notice described as such, issued by the Minister and which may be amended or replaced from time to time;

“MARPOL Convention” means the International Convention for the Prevention of Pollution from Ships, 1973, as amended by the Protocols of 1978 and 1997;

“Minister” means the Minister for Transport;

“nearest land”, in the context of “from the nearest land”, means from the baseline from which the territorial sea of the territory in question is established in accordance with the Convention on the Territorial Sea and the Contiguous Zone 1958 except that, for the purposes of the MARPOL Convention “from the nearest land” off the north-eastern coast of Australia shall mean from a line drawn from a point on the coast of Australia in—

latitude 11°00 S, longitude 142°08 E to a point in latitude 10°35 S, longitude 141°55 E,

thence to a point latitude 10°00 S, longitude 142°00 E,

thence to a point latitude 9°10 S, longitude 143°52 E,

thence to a point latitude 9°00 S, longitude 144°30 E,

thence to a point latitude 10°41 S, longitude 145°00 E,

thence to a point latitude 13°00 S, longitude 145°00 E,

thence to a point latitude 15°00 S, longitude 146°00 E,

thence to a point latitude 17°30 S, longitude 147°00 E,

thence to a point latitude 21°00 S, longitude 152°55 E,

thence to a point latitude 24°30 S, longitude 154°00 E,

thence to a point on the coast of Australia in latitude 24°42 S, longitude 153°15 E;

“oil” means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products (other than those petrochemicals which are subject to the provisions of Annex II of the MARPOL Convention) and, without limiting the generality of the foregoing, includes the substances listed in Schedule 1;

“oil fuel” means any oil used as fuel in connection with the propulsion and auxiliary machinery of the ship in which such oil is carried;

“oil record book” means a book used to record the operations specified in Regulations 18 and 36 in the form specified in Schedule 3;

“oil tanker” means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes combination carriers and any “chemical tanker” or gas carrier when it is carrying a cargo or part cargo of oil in bulk;

“oil tanker delivered on or before 1 June 1982” means an oil tanker—

(a) for which the building contract is placed on or before 1 June 1979,

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or before 1 January 1980,

(c) the delivery of which is on or before 1 June 1982, or

(d) which has undergone a major conversion—

(i) for which the contract is placed on or before 1 June 1979,

(ii) in the absence of a contract, the construction work of which is begun on or before 1 January 1980, or

(iii) which is completed on or before 1 June 1982;

“oil tanker delivered after 1 June 1982” means an oil tanker—

(a) for which the building contract is placed after 1 June 1979,

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction after 1 January 1980,

(c) the delivery of which is after 1 June 1982, or

(d) which has undergone a major conversion—

(i) for which the contract is placed after 1 June 1979,

(ii) in the absence of a contract, the construction work of which is begun after 1 January 1980, or

(iii) which is completed after 1 June 1982;

“oil tanker delivered before 6 July 1996” means an oil tanker—

(a) for which the building contract is placed before 6 July 1993,

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction before 6 January 1994,

(c) the delivery of which is before 6 July 1996, or

(d) which has undergone a major conversion—

(i) for which the contract is placed before 6 July 1993,

(ii) in the absence of a contract, the construction work of which is begun before 6 January 1994, or

(iii) which is completed before 6 July 1996;

“oil tanker delivered on or after 6 July 1996” means an oil tanker—

(a) for which the building contract is placed on or after 6 July 1993,

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 6 January 1994,

(c) the delivery of which is on or after 6 July 1996, or

(d) which has undergone a major conversion—

(i) for which the contract is placed on or after 6 July 1993,

(ii) in the absence of a contract, the construction work of which is begun on or after 6 January 1994, or

(iii) which is completed on or after 6 July 1996;

“oil tanker delivered on or after 1 February 2002” means an oil tanker—

(a) for which the building contract is placed on or after 1 February 1999,

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 August 1999,

(c) the delivery of which is on or after 1 February 2002, or

(d) which has undergone a major conversion—

(i) for which the contract is placed on or after 1 February 1999,

(ii) in the absence of a contract, the construction work of which is begun on or after 1 August 1999, or

(iii) which is completed on or after 1 February 2002;

“oil tanker delivered on or after 1 January 2010” means an oil tanker—

(a) for which the building contract is placed on or after 1 January 2007,

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 July 2007,

(c) the delivery of which is on or after 1 January 2010, or

(d) which has undergone a major conversion—

(i) for which the contract is placed on or after 1 January 2007,

(ii) in the absence of a contract, the construction work of which is begun on or after 1 July 2007, or

(iii) which is completed on or after 1 January 2010;

“oily mixture” means a mixture with any oil content;

“Organization” means the International Maritime Organization;

“parts per million” means parts of oil per million parts of water by volume;

“Party” means a state which has ratified the MARPOL Convention;

“permeability” of a space means the ratio of the volume within that space which is assumed to be occupied by water to the total volume of that space;

“product carrier” means an oil tanker engaged in the trade of carrying oil other than crude oil;

“qualified person” means a surveyor of ships or a recognised organisation;

“recognised organisation” means an organisation recognised by the Commission of the European Communities under Article 4 of Council Directive 94/57/EC ² , as amended, and by the Minister under European Communities (Ship Inspection and Survey Organisations) Regulation, 2003 ( S.I. No. 301 of 2003 );

“segregated ballast” means the ballast water introduced into a tank which is completely separated from the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast or to the carriage of ballast or cargoes other than oil or noxious liquid substances;

“ship delivered on or before 31 December 1979” means a ship—

(a) for which the building contract is placed on or before 31 December 1975,

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or before 30 June 1976,

(c) the delivery of which is on or before 31 December 1979, or

(d) which has undergone a major conversion—

(i) for which the contract is placed on or before 31 December 1975,

(ii) in the absence of a contract, the construction work of which is begun on or before 30 June 1976, or

(iii) which is completed on or before 31 December 1979;

“ship delivered after 31 December 1979” means a ship—

(a) for which the building contract is placed after 31 December 1975,

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction after 30 June 1976,

(c) the delivery of which is after 31 December 1979, or

(d) which has undergone a major conversion—

(i) for which the contract is placed after 31 December 1975,

(ii) in the absence of a contract, the construction work of which is begun after 30 June 1976, or

(iii) which is completed after 31 December 1979;

“ship delivered on or after 1 August 2010” means a ship—

(a) for which the building contract is placed on or after 1 August 2007,

(b) in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 February 2008,

(c) the delivery of which is on or after 1 August 2010, or

(d) which has undergone a major conversion—

(i) for which the contract is placed after 1 August 2007,

(ii) in the absence of a contract, the construction work of which is begun after 1 February 2008, or

(iii) which is completed after 1 August 2010;

“slop tank” means a tank specifically designated for the collection of tank drainings, tank washings and other oily mixtures;

“special area” means a sea area where for recognised technical reasons in relation to its oceanographical and ecological condition and to the particular character of its traffic the adoption of special mandatory methods for the prevention of sea pollution by oil is required and are defined as follows:

(a) “Mediterranean Sea area” means the Mediterranean Sea proper including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41°N parallel and bounded to the west by the Straits of Gibraltar at the meridian of 5°36 W;

(b) “Baltic Sea area” means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.8N;

(c) “Black Sea area” means the Black Sea proper with the boundary between the Mediterranean and the Black Sea constituted by the parallel 41° N;

(d) “Red Sea area” means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (12°28.5 N, 43°19.6 E) and Husn Murad (12°40.4 N, 43°30.2 E);

(e) “Gulfs area” means the sea area located north-west of the rhumb line between Ras al Hadd (22°30 N, 59°48 E) and Ras Al Fasteh (25°04 N, 61°25 E);

(f) “Gulf of Aden area” means that part of the Gulf of Aden between the Red Sea and the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (12°28.5 N, 43°19.6 E) and Husn Murad (12°40.4 N, 43°30.2 E) and to the east by the rhumb line between Ras Asir (11°50 N, 51°16.9 E) and Ras Fartak (15°35 N, 52°13.8 E);

(g) “Antarctic area” means the sea area south of latitude 60°S;

(h) “North-West European waters” means the area bounded by lines joining at the following points:

(i) 48°27 N on the French coast;

(ii) 48°27 N; 6°25W;

(iii) 49°52 N; 7°44 W;

(iv) 50°30 N; 12° W;

(v) 56°30 N; 12° W;

(vi) 62° N; 3° W;

(vii) 62° N on the Norwegian coast;

(viii) 57°44.8 N on the Danish and Swedish coasts;

and includes the North Sea and its approaches, the Irish Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part of the North-East Atlantic immediately to the west of Ireland;

(i) “Oman area of the Arabian Sea” means the sea area enclosed by the following coordinates:

(i) 22°30 N; 59°48 E;

(ii) 23°47.27 N; 60°35.73 E;

(iii) 22°40.62 N; 62°25.29 E;

(iv) 21°47.40 N; 63°22.22 E;

(v) 20°30.37 N; 62°52.41 E;

(vi) 19°45.90 N; 62°25.97 E;

(vii) 18°49.92 N; 62°02.94 E;

(viii) 17°44.36 N; 61°05.53 E;

(ix) 16°43.71 N; 60°25.62 E;

(x) 16°03.90 N; 59°32.24 E;

(xi) 15°15.20 N; 58°58.52 E;

(xii) 14°36.93 N; 58°10.23 E;

(xiii) 14°18.93 N; 57°27.03 E;

(xiv) 14°11.53 N; 56°53.75 E;

(xv) 13°53.80 N; 56°19.24 E;

(xvi) 13°45.86 N; 55°54.53 E;

(xvii) 14°27.38 N; 54°51.42 E;

(xviii) 14°40.10 N; 54°27.35E;

(xix) 14°46.21 N; 54°08.56 E;

(xx) 15°20.74 N; 53°38.33 E;

(xxi) 15°48.69 N; 53°32.07 E;

(xxii) 16°23.02 N; 53°14.82 E;

(xxiii) 16°39.06 N; 53°06.52 E.

“surveyor” means a surveyor of ships or other competent person appointed under section 20 of the Act for the purposes of section 17 of the Act;

“tank” means an enclosed space which is formed by the permanent structure of a ship and which is designed for the carriage of liquid in bulk;

“volumes” and “areas” in a ship shall be calculated in all cases to moulded lines;

“wing tank” means any tank adjacent to the side shell plating.

(2) If ballast is discharged through an approved oil discharge monitoring and control system, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15 parts per million shall be determinative that the ballast was clean, notwithstanding the presence of visible traces.

(3) Any reference in these Regulations to standards and guidelines developed by the Organization, shall include a reference to any document amending those standards and guidelines which is considered by the Minister to be relevant from time to time and is specified in a Marine Notice.

(4) A reference in a form set out in Schedule 2 or 3 to a regulation is to a regulation of the MARPOL Convention.

Application

3. (1) Unless expressly provided otherwise, these Regulations apply to all ships.

(2) In ships, other than oil tankers, fitted with cargo spaces which are constructed and utilised to carry oil in bulk of an aggregate capacity of 200 cubic metres or more, the requirements of Regulations 17, 26(4), 29, 30, 31, 32, 34 and 36 for oil tankers shall also apply to the construction and operation of these spaces, except that where such aggregate capacity is less than 1,000 cubic metres the requirements of Regulation 34(6) may apply in lieu of Regulation 29, 31 and 32.

(3) Where a cargo subject to the provisions of Annex II of the MARPOL Convention is carried in a cargo space of an oil tanker, the appropriate requirements of Annex II of the MARPOL Convention shall also apply.

(4) The requirements of Regulations 29, 31 and 32 shall not apply to oil tankers carrying asphalt or other products subject to the provisions of these Regulations, which through their physical properties inhibit effective product/water separation and monitoring, for which the control of discharge under Regulation 34 shall be effected by the retention of residues on board with discharge of all contaminated washings to reception facilities.

(5) Subject to paragraph (6) of this Regulation, paragraphs (6), (7) and (8) of Regulation 19 do not apply to an oil tanker delivered on or before 1 June 1982 that is solely engaged in specific trades between—

(a) ports or terminals within the State or a Party, or

(b) ports or terminals of Parties, where—

(i) the voyage is entirely within a Special Area, or

(ii) the voyage is entirely within other limits designated by the Organization.

(6) Paragraph (5) applies only when the ports or terminals where cargo is loaded on such voyages are provided with reception facilities adequate for the reception and treatment of all the ballast and tank washing water from oil tankers using them and all the following conditions are complied with:

(a) subject to the exceptions provided for in section 11 of the Act, all ballast water, including clean ballast water, and tank washing residues are retained on board and transferred to the reception facilities and the appropriate entry in the Oil Record Book Part II referred to in Regulation 36 is endorsed by the competent Port State authority;

(b) agreement has been reached between the State and the Governments of the Port States to which subparagraph (a) or (b) of paragraph (5) relates, concerning the use of an oil tanker delivered on or before 1 June 1982 for a specific trade;

(c) the adequacy of the reception facilities (in accordance with any Regulations relating to reception facilities) at the ports or terminals referred to in paragraph (5), have been approved by the State and the Governments of the Parties within which such ports or terminals are situated;

(d) the IOPP Certificate is endorsed to the effect that the oil tanker is solely engaged in such specific trade.

(7) Notwithstanding the definition of “major conversion”—

(a) conversion of an oil tanker of 20,000 tonnes deadweight and above delivered on or before 1 June 1982 to meet the requirements of Regulation 19 shall not be deemed to constitute a major conversion for the purposes of these Regulations,

(b) conversion of an oil tanker delivered before 6 July 1996 to meet the requirements of Regulation 20 or 21 shall not be deemed to constitute a major conversion for the purpose of these Regulations.

Exemptions and waivers

4. (1) Any ship, including a hydrofoil, air-cushion vehicle, near-surface craft and submarine craft, whose constructional features are such as to render the application of any of the provisions of Parts 3 and 4 relating to construction and equipment unreasonable or impracticable, may be exempted by the Minister from such provisions, but only if the construction and equipment of that ship provides equivalent protection against pollution by oil, having regard to the service for which it is intended.

(2) Particulars of any exemption granted by the Minister under paragraph (1) shall be indicated in the Certificate referred to in Regulation 7.

(3) The Minister may waive the requirements of Regulations 29, 31 and 32, for any oil tanker which engages exclusively on voyages both of 72 hours or less in duration and within 50 miles from the nearest land, but only if the oil tanker is engaged exclusively in trades between ports or terminals within the State. Any such waiver shall be subject to the requirement that the oil tanker shall retain on board all oily mixtures for subsequent discharge to reception facilities and to the determination by the Minister that facilities available to receive such oily mixtures are adequate.

(4) The Minister may waive compliance with the requirements of Regulations 31 and 32 for oil tankers other than those referred to in paragraph (3) in cases where—

(a) the tanker is an oil tanker delivered on or before 1 June 1982 of 40,000 tonnes deadweight or above, as referred to in Regulation 3(5), engaged in specific trades, and the conditions specified in Regulation 3(6) are complied with, or

(b) the tanker is engaged exclusively in one or more of the following categories of voyages:

(i) voyages within special areas;

(ii) voyages within 50 miles from the nearest land outside special areas where the tanker is engaged in—

(I) trades between ports or terminals of the State, or

(II) restricted voyages as determined by the Minister and of 72 hours or less in duration;

but only if the following conditions are complied with in every relevant case:

(A) all oily mixtures are retained on board for subsequent discharge to reception facilities;

(B) for voyages specified in subparagraph (II), the Minister has determined that adequate reception facilities are available to receive such oily mixtures in those oil loading ports or terminals the tanker calls at;

(C) the IOPP Certificate, when required, is endorsed to the effect that the ship is exclusively engaged in one or more or the categories of voyages specified in subparagraphs (i) and (ii)(II); and

(D) the quantity, time, and port of the discharge are recorded in the Oil Record Book.

Equivalents and measurements

5. (1) A fitting, material, appliance or apparatus may be fitted in a ship as an alternative to that required by these Regulations if a qualified person is satisfied that such fitting, material, appliance or apparatus is at least as effective as that required by these Regulations, but shall not permit the substitution of operational methods to control the discharge of oil as being equivalent to those design and construction features which are prescribed by these Regulations.

(2) For the purposes of these Regulations, the length of ships shall be measured in metres.

(3) For the purposes these Regulations, in ships designed with a rake of keel, the waterline on which length is measured shall be parallel to the designed waterline.

(4) For the purposes of these Regulations, forward and after perpendiculars shall be taken at the forward and after ends of the length (L). The forward perpendicular shall coincide with the foreside of the stem on the waterline on which the length is measured.

PART 2 Surveys and certification

Surveys

6. (1) Every oil tanker registered in the State of 150 gross tonnage and above, and every other ship registered in the State of 400 gross tonnage and above shall be subject to the following surveys:

(a) an initial survey made—

(i) before the ship is put into service, or

(ii) before the IOPP Certificate required under Regulation 7 is issued for the first time, which shall include a complete survey of its structure, equipment, systems, fittings, arrangements and material in so far as the ship is covered by these Regulations;

and this survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of these Regulations;

(b) a renewal survey made at intervals specified by the Minister, but not exceeding 5 years, except where paragraph (2)(ii), (5), (6) or (7) of Regulation 10 is applicable; this survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of these Regulations;

(c) an intermediate survey made—

(i) within 3 months before or after the second anniversary date, or

(ii) within 3 months before or after the third anniversary date,

of the IOPP Certificate which shall take the place of one of the annual surveys specified in subparagraph (d); this survey shall be such as to ensure that the equipment and associated pump and piping systems, including oil discharge monitoring and control systems, crude oil washing systems, oily-water separating equipment and oil filtering systems, fully comply with the applicable requirements of these Regulations and are in good working order and be endorsed by the surveyor on the IOPP Certificate issued under Regulation 7 or 8;

(d) an annual survey made within 3 months before or after each anniversary date of the IOPP Certificate, including a general inspection of the structure, equipment, systems, fittings, arrangements and material referred to in subparagraph (a) to ensure that they have been maintained in accordance with paragraphs (4) and (5) and that they remain satisfactory for the service for which the ship is intended; each such survey shall be endorsed by the surveyor on the IOPP Certificate issued under Regulation 7 or 8;

(e) an additional survey either general or partial, according to the circumstances, shall be carried out after a repair resulting from investigations prescribed in paragraph (6), or whenever any important repairs or renewals are made; such a survey shall be made so as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of these Regulations.

(2) Ships that are not subject to paragraph (1) shall comply with such measures as may be determined by the Minister in order to ensure that the applicable provisions of these Regulations are complied with.

(3) (a) Surveys of ships as regards the enforcement of the provisions of these Regulations shall be carried out by a qualified person.

(b) The Minister in nominating a qualified person to conduct surveys for the purpose of paragraph (3)(a) shall, as a minimum, empower any qualified person to—

(i) require repairs to a ship, and

(ii) carry out surveys, if requested by the appropriate authorities of a port State.

(c) Where the qualified person is a recognised organisation, any function under these Regulations (including the carrying out of a survey) may be performed only in respect of a ship flying the flag of the State.

(d) (i) Where a qualified person determines that the condition of the ship or its equipment does not correspond substantially with the particulars of the Certificate or is such that the ship is not fit to proceed to sea without presenting an unreasonable threat of harm to the marine environment, he or she shall immediately ensure that corrective action is taken and in due course notify the Minister.

(ii) If such corrective action is not taken, the Minister shall be notified immediately and the Certificate shall be withdrawn by the Minister.

(iii) If the ship is in a port of another Party, the appropriate authorities of that Party shall also be notified immediately.

(4) The condition of the ship and its equipment shall be maintained to conform with the provisions of these Regulations so as to ensure that the ship in all respects will remain fit to proceed to sea without presenting an unreasonable threat of harm to the marine environment.

(5) After any survey of the ship under paragraph (1) has been completed, no change shall be made in the structure, equipment, systems, fittings, arrangements or material covered by the survey, without the sanction of the Minister, except the direct replacement of such equipment and fittings.

(6) Whenever an accident occurs to a ship or a defect is discovered which substantially affects the integrity of the ship or the efficiency or completeness of its equipment covered by these Regulations, the master or owner of the ship shall report at the earliest opportunity to the Minister and qualified person responsible for issuing the relevant Certificate, who shall cause investigations to be initiated to determine whether a survey under this Regulation is necessary. If the ship is in a port of another Party the master or owner shall also report immediately to the appropriate authorities of the port State, and the Minister and qualified person concerned shall ascertain that such report has been made.

(7) The Minister shall, upon receipt of an application for survey and on payment of such fee (if any) as may be prescribed by him or her under section 17 of the Act, cause the ship to be surveyed by a surveyor of ships.

Issue or endorsement of IOPP Certificate

7. (1) On receipt of a declaration of survey carried out in accordance with Regulation 6 and on payment of such fee (if any) as may be prescribed, a person authorised by the Minister shall issue an IOPP Certificate to any oil tanker of 150 gross tonnage and above and any other ships of 400 gross tonnage and above which are engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties.

(2) Such certificate may alternatively be issued or endorsed, as appropriate, by a recognised organisation authorised by the Minister for this purpose.

(3) The owner of a ship specified in paragraph (1) shall ensure that the ship does not proceed to sea unless the IOPP Certificate is in force in relation to it.

Issue or endorsement of IOPP Certificate by another Government

8. (1) A ship which is entitled to fly the flag of the State may, at the request of the Minister, be surveyed in accordance with the corresponding provisions provided for or laid down by or on behalf of the Government of another Party, and on compliance with the corresponding provisions, be issued with an IOPP Certificate, or where appropriate, have the IOPP Certificate on the ship endorsed.

(2) A ship which is entitled to fly the flag of another Party may be surveyed by a surveyor of ships, at the request of the Government of that Party, and, if satisfied that the provisions of these Regulations are complied with, shall cause an IOPP Certificate to be issued to the ship and, where appropriate, endorse or authorise the endorsement of that Certificate on the ship in accordance with these Regulations.

Form of IOPP Certificate

9. The IOPP Certificate shall be in the form set out in Appendix II to Annex I of the MARPOL Convention, the text of which is, for convenience of reference, set out in Schedule 2.

Duration and validity of IOPP Certificate

10. (1) An IOPP Certificate shall remain in force for such period, not exceeding 5 years, as a qualified person may determine and specify in the Certificate.

(2) (a) Notwithstanding paragraph (1), when the renewal survey is completed within 3 months before the expiry date of the existing IOPP Certificate, the new IOPP Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing IOPP Certificate.

(b) When the renewal survey is completed after the expiry date of the existing IOPP Certificate, the new IOPP Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing IOPP Certificate.

(c) When the renewal survey is completed more than 3 months before the expiry date of the existing IOPP Certificate, the new IOPP Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of completion of the renewal survey.

(3) If an IOPP Certificate is issued for a period of less than 5 years, a qualified person may extend the validity of the Certificate beyond the expiry date to the maximum period specified in paragraph (1), provided that the surveys referred to in subparagraphs (d) and (e) of Regulation 6(1) are carried out as appropriate.

(4) If a renewal survey has been completed and a new IOPP Certificate cannot be issued or placed on board the ship before the expiry date of the existing IOPP Certificate, a qualified person may endorse that Certificate and such a Certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date.

(5) If a ship at the time when an IOPP Certificate expires is not in a port in which it is to be surveyed, the Minister may extend the period of validity of the Certificate but such extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. An IOPP Certificate shall not be extended for a period longer than 3 months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new IOPP Certificate. When the renewal survey is completed, the new IOPP Certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing IOPP Certificate before the extension was granted.

(6) An IOPP Certificate issued to a ship engaged on short voyages which has not been extended under the foregoing provisions of this Regulation may be extended by the Minister for a period of up to one month from the date of expiry stated on it. When the renewal survey is completed, the new Certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing Certificate before the extension was granted.

(7) In such special circumstances as the Minister may determine, a new IOPP Certificate need not be dated from the date of expiry of the existing IOPP Certificate as required by paragraph (2)(b), (5) or (6). In these special circumstances, the new IOPP Certificate shall be valid to a date not exceeding 5 years from the date of completion of the renewal survey.

(8) If an annual or intermediate survey is completed before the period specified in Regulation 6, then:

(a) the anniversary date shown on the IOPP Certificate shall be amended by endorsement to a date which shall not be more than 3 months later than the date on which the survey was completed;

(b) the subsequent annual or intermediate survey required by Regulation 6(1) shall be completed at the intervals prescribed by that Regulation using the new anniversary date;

(c) the expiry date may remain unchanged provided one or more annual or intermediate surveys, as appropriate, are carried out so that the maximum intervals between the surveys prescribed by Regulation 6(1) are not exceeded.

(9) An IOPP Certificate issued under Regulation 7 or 8 shall cease to be valid in any of the following cases:

(a) if the relevant surveys are not completed within the periods specified under Regulation 6(1);

(b) if the Certificate is not endorsed in accordance with subparagraphs (d) or (e) of Regulation 6(1);

(c) if the ship transfers to the flag of another state.

Port State Control on operational requirements

11. (1) A ship that is registered in a Party may, when it is in a port within the jurisdiction of the State, be inspected by an officer of the Minister duly authorised by him or her to carry out such inspections if the officer has clear grounds for believing that the master or crew are not familiar with shipboard procedures under these Regulations relating to the prevention of pollution by oil.

(2) If, consequent on an inspection of a ship by an officer pursuant to his or her powers under paragraph (1), the officer confirms that the master or crew are not familiar with the procedures referred to in that paragraph, the Minister shall take such steps (which he or she is hereby empowered to take) as will ensure that the ship shall not sail from the port until such time as the master or crew or, as the case may be, both the master and crew have become familiar with those procedures.

(3) So much of the procedures specified in Article 5 of the MARPOL Convention as are appropriate shall apply, with any necessary modifications, for the purposes of this Regulation.

(4) Nothing in this Regulation shall operate to derogate from the powers and duties of the Minister or any other person under the Act or any Regulations made thereunder.

PART 3 Requirements for machinery spaces of all ships

Chapter 1 Construction

Tanks for oil residues (sludge)

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

(2) Piping to and from sludge tanks shall have no direct connection overboard, other than the standard discharge connection referred to in Regulation 13.

(3) In ships delivered after 31 December 1979, such tanks shall be designed and constructed so as to facilitate their cleaning and the discharge of residues to reception facilities. Ships delivered on or before 31 December 1979 shall comply with this requirement as far as is reasonable and practicable.

Oil fuel tank protection

13. (1) This regulation shall apply to all ships with an aggregate oil fuel capacity of 600 m 3 and above which are delivered on or after 1 August 2010, as defined in Regulation 2(1).

(2) The application of this Regulation in determining the location of tanks used to carry oil fuel is, where applicable, subject to compliance with Regulation 20.

(3) In this Regulation—

“breadth” and “B” mean the maximum breadth of the ship, in metres, measured amidships to the moulded line of the frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any other material;

“breadth” and “B B ” mean the greatest moulded breadth of the ship, in metres, at or below the waterline (d B );

“breadth” and “B S ” mean the greatest moulded breadth of the ship, in metres, at or below the deepest load line draught (d S );

“C” is the ship’s total volume of oil fuel, including that of the small oil fuel tanks, in m 3 , at 98 per cent tank filling;

“depth” and “D S ” mean the moulded depth, in metres, measured at mid-length to the upper deck at side;

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

“light ship draught” is the moulded draught amidships corresponding to the lightweight;

“load line draught” and “d s ” mean the vertical distance, in metres, from the moulded baseline at mid-length to the waterline corresponding to the summer freeboard draught to be assigned to the ship;

“oil fuel” means any oil used as fuel oil in connection with the propulsion and auxiliary machinery of the ship in which such oil is carried;

“oil fuel capacity” means the volume of a tank in m 3 , at 98 per cent filling;

“Oil fuel tank” means a tank in which oil fuel is carried, but excludes those tanks which would not contain oil fuel in normal operation, such as overflow tanks;

“partial load line draught” and “d P ” mean the light ship draught, measured in metres, plus 60 per cent of the difference between the light ship draught and the load line draught d S ;

“small oil fuel tank” is an oil fuel tank with a maximum individual capacity not greater than 30m 3 ;

“upper deck” means the highest deck to which the watertight transverse bulkheads except aft peak bulkheads extend;

“waterline” and “d B ” mean the vertical distance, measured in metres, from the moulded baseline at mid-length to the waterline corresponding to 30 per cent of the depth D S .

(4) This Regulation applies to all oil fuel tanks except small oil fuel tanks, but only if the aggregate capacity of such excluded tanks is not greater than 600m 3 .

(5) Individual oil fuel tanks shall not have a capacity of over 2,500m 3 .

(6) For ships, other than self-elevating drilling units, having an aggregate oil fuel capacity of 600m 3 and above, oil fuel tanks shall be located above the moulded line of the bottom shell plating nowhere less than the distance h as specified below:

h = B/20m or,

h = 2.0m,

whichever is the lesser. The minimum value of h = 0.76m

In the turn of the bilge area and at locations without a clearly defined turn of the bilge, the oil fuel tank boundary line shall run parallel to the line of the midship flat bottom as shown in Figure 1, which is set out in Schedule 4.

(7) For ships having an aggregate oil fuel capacity of 600m 3 or more but less than 5,000m 3 , oil fuel tanks shall be located inboard of the moulded line of the side shell plating, nowhere less than the distance w which, as shown in Figure 2 (set out in Schedule 4), is measured at any cross-section at right angles to the side shell, as specified below:

w = 0.4 + 2.4 C/20,000m

The minimum value of w = 1.0m, however for individual tanks with an oil fuel capacity of less than 500m 3 the minimum value is 0.76m.

(8) For ships having an aggregate oil fuel capacity of 5,000m 3 and over, oil fuel tanks shall be located inboard of the moulded line of the side shell plating, nowhere less than the distance w which, as shown in Figure 2 (set out in Schedule 4), is measured at any cross-section at right angles to the side shell, as specified below:

w = 0.5 + C/20,000m or

w = 2.0m,

whichever is the lesser. The minimum value of w = 1.0m

(9) Lines of oil fuel piping located at a distance from the ship’s bottom of less than h, as defined in paragraph (6), or from the ship’s side less than w, as defined in paragraphs (7) and (8) shall be fitted with valves or similar closing devices within or immediately adjacent to the oil fuel tank. These valves shall be capable of being brought into operation from a readily accessible enclosed space the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks. The valves shall close in case of remote control system failure (fail in a closed position) and shall be kept closed at sea at any time when the tank contains oil fuel except that they may be opened during oil fuel transfer operations.

(10) Suction wells in oil fuel tanks may protrude into the double bottom below the boundary line defined by the distance h provided that such wells are as small as practicable and the distance between the well bottom and the bottom shell plating is not less than 0.5 h.

(11) Alternatively to paragraph (6) and either paragraph (7) or (8), ships shall comply with the accidental oil fuel outflow performance standard specified below:

(a) The level of protection against oil fuel pollution in the event of collision or grounding shall be assessed on the basis of the mean oil outflow parameter as follows:

O M < 0.0157 - 1.14E-6C 600 m 3 C < 5,000m 3

O M < 0.010 C 5,000m 3

where O M = mean oil outflow parameter;

C = total oil fuel volume.

(b) The following general assumption shall apply when calculating the mean oil outflow parameter:

(i) the ship shall be assumed loaded to the partial load line draught d p without trim or heel;

(ii) all oil fuel tanks shall be assumed loaded to 98 per cent of their volumetric capacity;

(iii) the nominal density of the oil fuel (n ) shall generally be taken as 1,000 kg/m 3 . If the density of the oil fuel is specifically restricted to a lesser value, the lesser value may be applied; and

(iv) for the purpose of these outflow calculations, the permeability of each oil fuel tank shall be taken as 0.99, unless proven otherwise.

(c) The following assumptions shall be used when combining the oil outflow parameters:

(i) the mean oil outflow shall be calculated independently for side damage and for bottom damage and then combined into a non-dimensional oil outflow parameter O M , as follows:

O M = (0.4 O MS + 0.6 O MB ) / C

where:

O MS = mean outflow for side damage, in m 3

O MB = mean outflow for bottom damage, in m 3

C = total oil fuel volume;

(ii) for bottom damage, independent calculations for mean outflow shall be done for 0m and 2.5m tide conditions, and then combined as follows:

O MB = 0. 7 O MB(0) + 0.3 O MB(2.5)

where:

O MB(0) = mean outflow for 0m tide condition, and

O MB(2.5) = mean outflow for minus 2.5m tide condition, in m 3 .

(d) The mean outflow for side damage O MS shall be calculated as follows:

where:

i = represents each oil fuel tank under consideration;

n = total number of oil fuel tanks;

P S(i) = the probability of penetrating oil fuel tank i from side damage, calculated in accordance with paragraph (11)(f);

O S(i) = the outflow, in m 3 , from side damage to oil fuel tank i, which is assumed equal to the total volume in oil fuel tank i at 98 per cent filling.

(e) The mean outflow for bottom damage shall be calculated for each tidal condition as follows:

(i)

where:

i = represents each oil fuel tank under consideration;

n = total number of oil fuel tanks;

P B(i) = the probability of penetrating oil fuel tank i from bottom damage, calculated in accordance with paragraph (11)(g);

O B(i) = the outflow from oil fuel tank i, in m 3 , calculated in accordance with paragraph (11)(e)(iii); and

C DB(i) = factor to account for oil capture as defined in paragraph (11)(e)(iv).

(ii)

where:

i, n, P B(i) , and C DB(i) = as defined in subparagraph (i) above

O B(i) = the outflow from oil fuel tank i, in m 3 , after tidal change.

(iii) the oil outflow O B(i) for each oil fuel tank shall be calculated based on pressure balance principles, in accordance with the following assumptions:

(I) the ship shall be assumed stranded with zero trim and heel, with the stranded draught prior to tidal change equal to the partial load line draught d p ;

(II) the oil fuel level after damage shall be calculated as follows:

h F = {(d p + t C - Z l )( S )} / n

where:

h F = the height of the oil fuel surface above Z l , in metres;

t C = the tidal change, in m. Reductions in tide shall be expressed as negative values;

Z l = the height of the lowest point in the oil fuel tank above the baseline, in metres;

S = density of seawater, to be taken as 1,025 kg/m 3 ; and

n = nominal density of the oil fuel, as defined in paragraph (11)(b)(iii);

(III) the oil outflow O B(i) for any tank bounding the bottom shell plating shall be taken not less than the following formula, but no more than the tank capacity (see Figure 3, which is set out in Schedule 4):

O B(i) = H W A

where:

H W = 1.0 m, when Y B = 0

H W = B B /50 but not greater than 0.4m, when Y B is greater than B B /5 or 11.5m, whichever is less

“H W ” is to be measured upwards from the midship flat bottom line. In the turn of the bilge area and at locations without a clearly defined turn of the bilge, H W is to be measured from a line parallel to the midship flat bottom, as shown for distance “h” in Figure 1, which is set out in Schedule 4;

for Y B values outboard B B /5 or 11.5m, whichever is less, H W is to be linearly interpolated;

Y B = the minimum value of Y B over the length of the oil fuel tank, where at any given location, Y B is the transverse distance between the side shell at waterline d B and the tank at or below waterline d B ;

A = the maximum horizontal projected area of the oil fuel tank up to the level of H W from the bottom of the tank;

(IV) in the case of bottom damage, a portion from the outflow from an oil fuel tank may be captured by non-oil compartments. This effect is approximated by application of the factor C DB(i) for each tank, which shall be taken as follows:

C DB(i) = 0.6 for oil fuel tanks bounded from below by non-oil compartments;

C DB(i) = 1 otherwise.

(f) The probability P S of breaching a compartment from side damage shall be calculated as follows:

(i) P S = P SL . P SV . P ST

where:

P SL = (1 – P Sf – P Sa ) = probability the damage will extend into the longitudinal zone bounded by X a and X f ;

P SV = (1 – P Su – P Sl ) = probability the damage will extend into the vertical zone bounded by Z l and Z u ; and

P ST = (1 – P Sy ) = probability the damage will extend transversely beyond the boundary defined by y;

(ii) P Sa , P Sf , P Su and P Sl shall be determined by linear interpolation from the table of probabilities for side damage provided in paragraph (11)(f)(iii), and P Sy shall be calculated from the formulas provided in paragraph (11)(f)(iii)where:

P Sa = the probability the damage will lie entirely aft of location X a /L;

P Sf = the probability the damage will lie entirely forward of location X f /L;

P Sl = the probability the damage will lie entirely below the tank;

P Su = the probability the damage will lie entirely above the tank; and

P Sy = the probability the damage will lie entirely outboard of the tank;

Compartment boundaries X a , X f , Z l , Z u and y shall be developed as follows:

X a = the longitudinal distance from the aft terminal of L to the aft most point on the compartment being considered, in metres;

X f = the longitudinal distance from the aft terminal of L to the foremost point on the compartment being considered, in metres;

Z l = the vertical distance from the moulded baseline to the lowest point on the compartment being considered, in metres. Where Z l is greater than D S , Z l shall be taken as D S ;

Z u = the vertical distance from the moulded baseline to the highest point on the compartment being considered, in metres. Where Z u is greater than D S , Z u shall be taken as D S ; and

y = the minimum horizontal distance measured at right angles to the centreline between the compartment under consideration and the side shell, in metres;

In way of the turn of the bilge, y need not be considered below a distance h above baseline, where h is lesser of B/10, 3 metres or the top of the tank.

(iii) Table of probabilities for side damage

P Sy shall be calculated as follows:

P Sy = (24.96 –199.6 y/ B S )(y/B S ) for y/B S 0.05

P Sy = 0.749 + {5 – 44.4 (y/B S – 0.05)} (y/B S – 0.05) for 0.05 < y/B S < 0.1

P Sy = 0.888 + 0.56 (y/B S – 0.1) for y/B S 0.1

P Sy shall not be taken greater than 1.

(g) The probability P B of breaching a compartment from bottom damage shall be calculated as follows:

(i) P B = P BL . P BT . P BV

where:

P BL = (1 – P Bf – P Ba ) = probability the damage will extend into the longitudinal zone bounded by X a and X f ;

P BT = (1 – P Bp – P Bs ) = probability the damage will extend into the transverse zone bounded by Y p and Y s ; and

P BV = (1 – P Bz ) = probability the damage will extend vertically above the boundary defined by z;

(ii) P Ba , P Bf , P Bp , and P Bs shall be determined by linear interpolation from the table of probabilities for bottom damage provided in paragraph (11)(g)(iii), and P Bz shall be calculated from the formulas provided in paragraph (11)(g)(iii)

where:

P Ba = the probability the damage will lie entirely aft of location X a /L;

P Bf = the probability the damage will lie entirely forward of location X f /L;

P Bp = the probability the damage will lie entirely to port of the tank;

P Bs = the probability the damage will lie entirely to starboard of the tank; and

P Bz = the probability the damage will lie entirely below the tank;

Compartment boundaries X a , X f , Y p , Y s and z shall be developed as follows:

X a and X f are as defined in paragraph (11)(f)(ii);

Y p = the transverse distance from the port-most point on the compartment located at or below the waterline d B , to a vertical plane located B B /2 to starboard of the ship’s centreline;

Y s = the transverse distance from the starboard-most point on the compartment located at or below the waterline d B , to a vertical plane located B B /2 to starboard of the ship’s centreline; and

z = the minimum value of z over the length of the compartment, where, at any given longitudinal location, z is the vertical distance from the lower point of the bottom shell at that longitudinal location to the lower point of the compartment at that longitudinal location;

(iii) Table of probabilities for bottom damage

P Bz shall be calculated as follows:

P Bz = (14.5 — 67 z/D S )(z/D S ) for z/D S 0.1

P Bz = 0.78 + 1.1 {(z/D S — 0.1)} for z/D S > 0.1

P Bz shall not be taken greater than 1.

(h) For the purpose of maintenance and inspection, any oil fuel tanks that do not border the outer shell plating shall be located no closer to the bottom shell plating than the minimum value of h in paragraph (6) and no closer to the side shell plating than the applicable minimum value of w in paragraph (7) or (8).

(12) In approving the design and construction of ships to be built in accordance with this Regulation, a qualified person shall have due regard to the general safety aspects, including the need for maintenance and inspection of wing and double bottom tanks or spaces.

Standard discharge connection

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

STANDARD DIMENSIONS OF FLANGES FOR DISCHARGE CONNECTIONS

The flange is designed to accept pipes up to a maximum internal diameter of 125mm and shall be of steel or other equivalent material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 6 kPa.

Chapter 2 Equipment

Oil filtering equipment

15. (1) Except as specified in paragraph (3), any ship of 400 gross tonnage and above but less than 10,000 gross tonnage shall be fitted with oil filtering equipment complying with paragraph (6). Any such ship which may discharge into the sea ballast water retained in fuel oil tanks in accordance with Regulation 17(2) shall comply with paragraph (2).

(2) Except as specified in paragraph (3), any ship of 10,000 gross tonnage and above, shall be fitted with oil filtering equipment complying with paragraph (7).

(3) Ships, such as hotel ships, storage vessels, and similar ships, which are stationary except for non-cargo-carrying relocation voyages need not be provided with oil filtering equipment. Such ships shall be provided with a holding tank having a volume adequate, to the satisfaction of the Minister, for the total retention on board of the oily bilge water. All oily bilge water shall be retained on board for subsequent discharge to reception facilities.

(4) Ships of less than 400 gross tonnage shall be equipped, as far as practicable, to retain on board oil or oily mixtures or discharge them in accordance with the requirements of Regulation 16(6).

(5) The Minister may waive the requirements of paragraphs (1) and (2) for:

(a) any ship engaged exclusively on voyages within special areas, or

(b) any ship certified under the International Code of Safety for High-Speed Craft (or otherwise within the scope of this Code with regard to size and design) engaged on a scheduled service with a turn-around time not exceeding 24 hours and covering also non-passenger/cargo-carrying relocation voyages for these ships,

(c) with regard to the provision of subparagraphs (a) and (b), that all of the following conditions are complied with:

(i) the ship is fitted with a holding tank having a volume adequate, to the satisfaction of the Minister, for the total retention on board of the oily bilge water;

(ii) all oily bilge water is retained on board for subsequent discharge to reception facilities;

(iii) the Minister has determined that adequate reception facilities are available to receive such oily bilge water in a sufficient number of ports or terminals the ship calls at;

(iv) the IOPP Certificate, when required, is endorsed to the effect that the ship is exclusively engaged on the voyages within special areas; and

(v) the quantity, time, and port of the discharge are recorded in the Oil Record Book Part I.

(6) Oil filtering equipment referred to in paragraph (1) shall be of a design approved by the Minister and shall be such as will ensure that any oily mixture discharged into the sea after passing through the system has an oil content not exceeding 15 parts per million. In considering the design of such equipment, the Minister shall have regard to the specification recommended by the Organization.

(7) Oil filtering equipment referred to in paragraph (2) is of a design approved by the Minister and is such as will ensure that any oily mixture discharged into the sea after passing through the system or systems has an oil content not exceeding 15 parts per million and that it is provided with alarm arrangements to indicate when this level cannot be maintained and that the system is also provided with arrangements such as will ensure that any discharge of oily mixtures is automatically stopped when the oil content of the effluent exceeds 15 parts per million. In considering the design of such equipment and arrangements, the Minister shall have regard to the specification recommended by the Organization.

Chapter 3 Control of operational discharge of oil

Control of discharge of oil (Part 3)

16. (1) Subject to the provisions of section 11 of the Act and paragraphs (2), (3) and (6), any discharge into the sea of oil or oily mixtures from ships to which these Regulations apply is hereby prohibited.

(2) Any discharge into the sea outside special areas, of oil or oily mixtures from a ship of 400 gross tonnage and above shall be prohibited except when all the following conditions are satisfied:

(a) the ship is proceeding en route;

(b) the oily mixture is processed through an oil filtering equipment meeting the requirements of Regulation 15;

(c) the oil content of the effluent without dilution does not exceed 15 parts per million;

(d) the oily mixture does not originate from cargo pump room bilges on oil tankers; and

(e) the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

(3) Any discharge into the sea in special areas, of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except when all of the following conditions are satisfied:

(a) the ship is proceeding en route;

(b) the oily mixture is processed through an oil filtering equipment meeting the requirements of Regulation 15(7);

(c) the oil content of the effluent without dilution does not exceed 15 parts per million;

(d) the oily mixture does not originate from cargo pump room bilges on oil tankers; and

(e) the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

(4) In respect of the special area that is the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited.

(5) Nothing in this Regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging outside a special area in accordance with paragraph (2).

(6) In the case of a ship of less than 400 gross tonnage, in all areas except the Antarctic area, oil and all oily mixtures shall either be retained on board for subsequent discharge to reception facilities or discharged into the sea in accordance with the following provisions:

(a) the ship is proceeding en route;

(b) the ship has in operation equipment of a design approved by the Minister that ensures that the oil content of the effluent without dilution does not exceed 15 parts per million;

(c) the oily mixture does not originate from cargo pump room bilges on oil tankers; and

(d) the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

(7) The following requirements apply generally:

(a) a discharge into the sea shall not contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the purpose of circumventing the conditions of discharge specified in this Regulation;

(b) the oil residues which cannot be discharged into the sea in compliance with this Regulation shall be retained on board or discharged to reception facilities.

Segregation of oil and water ballast and carriage of oil in forepeak tanks

17. (1) Except as provided in paragraph (2), in ships delivered after 31 December 1979, of 4,000 gross tonnage and above other than oil tankers, and in oil tankers delivered after 31 December 1979, of 150 gross tonnage and above, ballast water is not carried in any oil fuel tank.

(2) Where the need to carry large quantities of oil fuel render it necessary to carry ballast water which is not a clean ballast in any oil fuel tank, such ballast water is discharged to reception facilities or into the sea in compliance with Regulation 16 using the equipment specified in Regulation 15(2) and an entry shall be made in the Oil Record Book to this effect.

(3) In a ship of 400 gross tonnage and above, for which the building contract is placed after 1 January, 1982 or, in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction after 1 July, 1982, oil is not carried in a forepeak tank or a tank forward of the collision bulkhead.

(4) All ships to which paragraphs (1) and (3) do not apply shall comply with those paragraphs as far as is reasonable and practicable to do so.

Oil Record Book Part I — Machinery space operations

18. (1) Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided with a book to be known as the Oil Record Book Part I. The Oil Record Book Part 1, whether as a part of the ship’s official log book or otherwise, shall be in the form specified in Schedule 3.

(2) The Oil Record Book Part 1 shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following operations take place in the ship:

(a) ballasting or cleaning of oil fuel tanks;

(b) discharge of dirty ballast or cleaning water from oil fuel tanks;

(c) collection and disposal of oily residues (sludge and other oil residues);

(d) discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces;

(e) bunkering of fuel or bulk lubricating oil.

(3) In the event of such discharge of oil or oily mixture as is referred to in section 11 of the Act or in the event of accidental or other exceptional discharge of oil not excepted by that section, a statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for, the discharge.

(4) Each operation specified in paragraph (2) shall be fully recorded without delay in the Oil Record Book Part I, so that all the entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of the ship.

(5) Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.

(6) The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of 3 years after the last entry has been made.

(7) An inspector may inspect the Oil Record Book Part I on board any ship to which these Regulations apply while the ship is in a port or in an offshore terminal in the State 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. The inspection of an Oil Record Book Part I and the taking of a certified copy by the inspector under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.

(8) The master of a ship to which this Regulation applies shall ensure that paragraphs (2) to (6) are complied with in relation to the ship.

PART 4 Requirements for the cargo area of oil tankers

Chapter 1 Construction

Segregated ballast tanks

19. (1) Every crude oil tanker of 20,000 tonnes deadweight and above and every product carrier of 30,000 tonnes deadweight and above delivered after 1 June 1982, shall be provided with segregated ballast tanks and shall comply with paragraphs (2), (3) and (4), or paragraph (5) as appropriate.

(2) The capacity of the segregated ballast tanks shall be so determined that the ship may operate safely on ballast voyages without recourse to the use of cargo tanks for water ballast except as provided for in paragraph (3) or (4). In all cases, however, the capacity of segregated ballast tanks shall be at least such that, in any ballast condition at any part of the voyage, including the conditions consisting of lightweight plus segregated ballast only, the ship’s draughts and trim can meet each of the following requirements:

(a) the moulded draught amidships (d m ) in metres (without taking into account any ship’s deformation) shall not be less than:

d m = 2.0 + 0.02L;

(b) the draughts at the forward and after perpendiculars shall correspond to those determined by the draught amidships (d m ) as specified in subparagraph (a), in association with the trim by the stern of not greater than 0.015L;

(c) in any case the draught at the after perpendicular shall not be less than that which is necessary to obtain full immersion of the propeller or propellers, as the case may be.

(3) Ballast water shall not be carried in cargo tanks, except—

(a) on those rare voyages when weather conditions are so severe that, in the opinion of the master, it is necessary to carry additional ballast water in cargo tanks for the safety of the ship;

(b) in exceptional cases where the particular character of the operation of an oil tanker renders it necessary to carry ballast water in excess of the quantity required under paragraph (2), but only if such operation of the oil tanker falls under the category of exceptional cases as established by the Organization.

Such additional ballast water shall be processed and discharged in compliance with Regulation 34 and an entry shall be made in the Oil Record Book Part II referred to in Regulation 36.

(4) In the case of crude oil tankers, the additional ballast permitted in paragraph (3) shall be carried in cargo tanks only if such tanks have been crude oil washed in accordance with Regulation 35 before departure from an oil unloading port or terminal.

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

(6) Subject to the provisions of paragraph (7), every crude oil tanker of 40,000 tonnes deadweight and above delivered on or before 1 June 1982, shall be provided with segregated ballast tanks and shall comply with the requirements of paragraphs (2) and (3).

(7) Crude oil tankers referred to in paragraph (6) may, in lieu of being provided with segregated ballast tanks, operate with a cargo tank cleaning procedure using crude oil washing in accordance with Regulations 33 and 35 unless the crude oil tanker is intended to carry crude oil which is not suitable for crude oil washing.

(8) Every product carrier of 40,000 tonnes deadweight and above delivered on or before 1 June 1982, shall be provided with segregated ballast tanks and shall comply with the requirements of paragraphs (2) and (3), or, alternatively, operate with dedicated clean ballast tanks in accordance with the following provisions:

(a) the product carrier has adequate tank capacity, dedicated solely to the carriage of clean ballast to meet the requirements of paragraphs (2) and (3);

(b) the arrangements and operational procedures for dedicated clean ballast tanks shall comply with the requirements established by the Minister, and such requirements shall contain at least all the provisions of the revised Specification for Oil Tankers with Dedicated Clean Ballast Tanks adopted by the Organization by resolution A.495(XII);

(c) the product carrier shall be equipped with an oil content meter, approved by the Minister on the basis of specifications recommended by the Organization, to enable supervision of the oil content in ballast water being discharged;

(d) every product carrier operating with dedicated clean ballast tanks shall be provided, to the satisfaction of the Minister, with a Dedicated Clean Ballast Tank Operation Manual detailing the system and specifying operational procedures, as set out in IMO Resolution A.495(XII), and shall contain all the information set out in the Specifications referred to in subparagraph (b); if an alteration affecting the dedicated clean ballast tanks system is made, the Operation Manual shall be revised accordingly and the revision submitted to the Minister for approval.

(9) Any oil tanker which is not required to be provided with segregated ballast tanks in accordance with paragraph (1), (6) or (8) may, however, be qualified as a segregated ballast tanker, provided that it complies with the requirements of paragraphs (2) and (3), or paragraph (5), as appropriate.

(10) (a) Where an oil tanker delivered on or before 1 June 1982, is so constructed or operates in such a manner that it complies at all times with the draught and trim requirements set out in paragraph (2) without recourse to the use of ballast water, it shall be deemed to comply with the segregated ballast tank requirements referred to in paragraph (6) but only if the following conditions are complied with:

(i) operational procedures and ballast arrangements have been approved by the Minister;

(ii) agreement is reached between the State and the Governments of the port Parties concerned when the draught and trim requirements are achieved through an operational procedure;

(iii) the IOPP Certificate is endorsed to the effect that the oil tanker is operating with special ballast arrangements.

(b) The master of an oil tanker to which subparagraph (a) relates shall ensure that ballast water is not carried in oil tanks except on those rare voyages when weather conditions are so severe that, in the opinion of the master, it is necessary to carry additional ballast water in cargo tanks for the safety of the ship. Such additional ballast water shall be processed and discharged in compliance with Regulation 34 and in accordance with the requirements of Regulations 29, 31 and 32 and entry shall be made in the Oil Record Book Part II referred to in Regulation 36.

(11) Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979, shall be provided with segregated ballast tanks and shall comply with paragraphs (2), (3) and (4), or paragraph (5), as appropriate.

(12) Every crude oil tanker of 20,000 tonnes deadweight and above and every product carrier of 30,000 tonnes deadweight and above delivered after 1 June 1982, except those tankers that meet the requirements of Regulation 20, the segregated ballast tanks required to provide the capacity to comply with the requirements of paragraph (2), which are located within the cargo tank length, shall be arranged in accordance with the requirements of paragraphs (13), (14) and (15) to provide a measure of protection against oil outflow in the event of grounding or collision.

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

PA C + PA S J [L t (B + 2D)]

where :

PA C = the side shell area in square metres for each segregated ballast tank or space other than an oil tank based on projected moulded dimensions,

PA S = the bottom shell area in square metres for each such tank or space based on projected moulded dimensions,

L t = length in metres between the forward and after extremities of the cargo tanks,

B = maximum breadth of the ship in metres as defined in Regulation 2(1),

D = moulded depth in metres measured vertically from the top of the keel to the top of the freeboard deck beam at side amidships. In ships having rounded gunwales, the moulded depth shall be measured to the point of intersection of the moulded lines of the deck and side shell plating, the lines extending as though the gunwale were of angular design,

J = 0.45 for oil tankers of 20,000 tonnes deadweight, 0.30 for oil tankers of 200,000 tonnes deadweight and above, subject to paragraph (14).

For intermediate values of deadweight the value of “J” shall be determined by linear interpolation.

For the purposes of this Regulation, the symbols in this paragraph shall have the meaning assigned to them in this paragraph.

(14) For tankers of 200,000 tonnes deadweight and above the value of “J” may be reduced as follows:

or 0.2 whichever is greater

where:

a = 0.25 for oil tankers of 200,000 tonnes deadweight,

a = 0.40 for oil tankers of 300,000 tonnes deadweight,

a = 0.50 for oil tankers of 420,000 tonnes deadweight and above.

For intermediate values of deadweight the value of “a” shall be determined by linear interpolation.

O C = as defined in Regulation 25(1)(a),

O S = as defined in Regulation 25(1)(b),

O A = the allowable oil outflow as required by Regulation 26 (b).

(15) In the determination of “ PA C ” and “ PA S ” for segregated ballast tanks and spaces other than oil tanks the following shall apply:

(a) the minimum width of each wing tank or space either of which extends for the full depth of the ship’s side or from the deck to the top of the double bottom shall be not less than 2 metres; the width shall be measured inboard from the ship’s side at right angles to the centre line; where a lesser width is provided the wing tank or space shall not be taken into account when calculating the protecting area “PA C ”; and

(b) the minimum vertical depth of each double bottom tank or space shall be B/15 or 2 metres, whichever is the lesser; where a lesser depth is provided the bottom tank or space shall not be taken into account when calculating the protecting area “PA S ”.

The minimum width and depth of wing tanks and double bottom tanks shall be measured clear of the bilge area and, in the case of minimum width, shall be measured clear of any rounded gunwale area.

Double hull and double bottom requirements for oil tankers delivered on or after 6 July 1996

20. (1) This Regulation shall apply to oil tankers of 600 tonnes deadweight and above delivered on or after 6 July 1996.

(2) Every oil tanker of 5,000 tonnes deadweight and above shall—

(a) in lieu of paragraphs (12) to (15) of Regulation 19, as applicable, comply with the requirements of paragraph (3) unless it is subject to the provisions of paragraphs (4) and (5),

(b) comply, if applicable, with the requirements of Regulation 28(6).

(3) The entire cargo tank length shall be protected by ballast tanks or spaces other than cargo and fuel oil tanks as follows:

(a) wing tanks or spaces:

wing tanks or spaces shall extend either for the full depth of the ship’s side or from the top of the double bottom to the uppermost deck, disregarding a rounded gunwale where fitted. They shall be arranged such that the cargo tanks are located inboard of the moulded line of the side shell plating, nowhere less than the distance w which, as shown in Figure 2, which is set out in Schedule 4, is measured at any cross-section at right angles to the side shell, as specified below:

w = 2.0m, whichever is the lesser;

with a minimum value of w = 1.0m;

(b) double bottom tanks or spaces:

at any cross-section the depth of each double bottom tank or space shall be such that the distance h between the bottom of the cargo tanks and the moulded line of the bottom shell plating measured at right angles to the bottom shell plating as shown in Figure 2, which is set out in Schedule 4, is not less than specified below:

h = B/15(m) or,

h = 2.0m, whichever is the lesser;

with a minimum value of h = 1.0m;

(c) turn of the bilge area or at locations without a clearly defined turn of the bilge:

when the distances h and w are different, the distance w shall have preference at levels exceeding 1.5h above the baseline as shown in Figure 2, which is set out in Schedule 4;

(d) the aggregate capacity of ballast tanks:

on crude oil tankers of 20,000 tonnes deadweight and above and product carriers of 30,000 tonnes deadweight and above, the aggregate capacity of wing tanks, double bottom tanks, forepeak tanks and after peak tanks shall not be less than the capacity of segregated ballast tanks necessary to meet the requirements of Regulation 19; wing tanks or spaces and double bottom tanks used to meet the requirements of that Regulation shall be located as uniformly as practicable along the cargo tank length; additional segregated ballast capacity provided for reducing longitudinal hull girder bending stress, trim, etc., may be located anywhere within the ship;

(e) suction wells in cargo tanks:

suction wells in cargo tanks may protrude into the double bottom below the boundary line defined by the distance h, but only if such wells are as small as practicable and the distance between the well bottom and bottom shell plating is not less than 0.5h;

(f) ballast and cargo piping:

ballast piping and other piping such as sounding and vent piping to ballast tanks shall not pass through cargo tanks; cargo piping and similar piping to cargo tanks shall not pass through ballast tanks; exemptions to this requirement may be granted for short lengths of piping, provided that they are completely welded or equivalent.

(4) The following applies for double bottom tanks or spaces:

(a) double bottom tanks or spaces as required by paragraph (3)(b) may be dispensed with, provided that the design of the tanker is such that the cargo and vapour pressure exerted on the bottom shell plating forming a single boundary between the cargo and the sea does not exceed the external hydrostatic water pressure, as expressed by the following formula:

f x h C x p C x g + p d n x p s x g

where:

h C = height of cargo in contact with the bottom shell plating in metres,

p C = maximum cargo density in kg/m 3 ,

d n = minimum operating draught under any expected loading condition in meters,

p S = density of seawater in kg/m 3 ,

p = maximum set pressure above atmospheric pressure (gauge pressure) of pressure/vacuum valve provided for the cargo tank in Pa provided for the cargo tank in bars,

f = safety factor = 1.1,

g = standard acceleration of gravity (9.81 m/s 2 );

(b) any horizontal partition necessary to fulfil the requirements of subparagraph (a) shall be located at a height of not less than B/6 or 6 m, whichever is the lesser, but not more than 0.6D, above the baseline where D is the moulded depth amidships;

(c) the location of wing tanks or spaces shall be as defined in paragraph (3)(a), except that, below a level 1.5 h above the baseline where h is as defined in paragraph (3)(b), the cargo tank boundary line may be vertical down to the bottom plating, as shown in Figure 4, which is set out in Schedule 4.

(5) Other methods of design and construction of oil tankers may also be accepted as alternatives to the requirements prescribed in paragraph (3), provided that such methods ensure at least the same level of protection against oil pollution in the event of collision or stranding and are approved in principle by the Organization.

(6) Every oil tanker of less than 5,000 tonnes deadweight shall comply with paragraphs (3) and (4), or shall—

(a) at least be fitted with double bottom tanks or spaces having such a depth that the distance h specified in paragraph (3)(b) complies with the following:

h = B/15 (m),

with a minimum value of h = 0.76m;

in the turn of the bilge area and at locations without a clearly defined turn of the bilge, the cargo tank boundary line shall run parallel to the line of the midship flat bottom as shown in Figure 1, which is set out in Schedule 4, and

(b) be provided with cargo tanks so arranged that the capacity of each cargo tank does not exceed 700 m 3 unless wing tanks or spaces are arranged in accordance with paragraph (3)(a) complying with the following:

with a minimum value of w = 0.76 m.

(7) Oil shall not be carried in any space extending forward of a collision bulkhead located in accordance with Regulation II —1/11 of the International Convention for the Safety of Life at Sea, 1974, as amended. An oil tanker that is not required to have a collision bulkhead in accordance with that Regulation shall not carry oil in any space extending forward of the transverse plane perpendicular to the centreline that is located as if it were a collision bulkhead located in accordance with that Regulation.

(8) In approving the design and construction of oil tankers to be built in accordance with the provisions of this Regulation, a qualified person shall have due regard to the general safety aspects including the need for the maintenance and inspections of wing and double bottom tanks or spaces.

Double hull and double bottom requirements for oil tankers delivered before 6 July 1996

21. Subject to any exemption under Article 8 of Regulation (EC) No. 417/2002 of the European Parliament and of the Council, as amended, on the accelerated phasing-in of double hull or equivalent design requirements for single hull oil tankers ³ , every oil tanker concerned shall comply with Articles 4, 5 and 7 of that Regulation.

Pump-room bottom protection

22. (1) This Regulation applies to oil tankers of 5,000 tonnes deadweight and above constructed on or after 1 January 2007.

(2) The pump-room shall be provided with a double bottom such that at any cross-section the depth of each double bottom tank or space shall be such that the distance h between the bottom of the pump-room and the ship’s base line measured at right angles to the ship’s base line is not less than specified below:

h = B/15(m) or

h = 2 m,

whichever is the lesser, and where the minimum value of h = 1 m.

(3) In case of pump rooms whose bottom plate is located above the base line by at least the minimum height required in paragraph (2)(such as gondola stern designs), a double bottom construction in way of the pump-room is not necessary.

(4) Ballast pumps shall be provided with suitable arrangements to ensure efficient suction from double bottom tanks.

(5) Notwithstanding the provisions of paragraphs (2) and (3), where the flooding of the pump-room would not render the ballast or cargo pumping system inoperative, a double bottom need not be fitted.

Accidental oil outflow performance

23. (1) This Regulation applies to oil tankers delivered on or after 1 January 2010.

(2) In this Regulation—

“breadth (B B )” means the greatest moulded breadth of the ship, in metres, at or below the waterline d B ;

“breadth (B S )” means the greatest moulded breadth of the ship, in metres, at or below the deepest load line d S ;

“depth (D S )” means the moulded depth, in metres, measured at mid-length to the upper deck at side;

“load line draught (d S )” means the vertical distance, in metres, from the moulded baseline at mid-length to the waterline corresponding to the summer freeboard to be assigned to the ship; calculations pertaining to this Regulation to be based on draught d S , notwithstanding assigned draughts that may exceed d S , such as the tropical loadline;

“waterline (d B )” means the vertical distance, in metres, from the moulded baseline at mid-length to the waterline corresponding to 30 per cent of the depth D S .

(3) To provide adequate protection against oil pollution in the event of collision or stranding the following shall be complied with:

(a) for oil tankers of 5,000 tonnes deadweight (DWT) and above, the mean oil outflow parameter shall be as follows:

for combination carriers between 5,000 tonnes deadweight (DWT) and 200,000m 3 capacity, the mean oil outflow parameter may be applied, provided calculations are submitted to the satisfaction of a qualified person, demonstrating that after accounting for its increased structural strength, the combination carrier has at least equivalent oil outflow performance to a standard double hull tanker of the same size having a O M = 0.015

where:

O M = mean oil outflow parameter

C = total volume of cargo oil, in m 3 , at 98 per cent tank filling

(b) for oil tankers of less than 5,000 tonnes deadweight (DWT):

the length of each cargo tank shall not exceed 10 m or one of the following values, whichever is the greater:

(i) where no longitudinal bulkhead is provided inside the cargo tanks:

but not to exceed 0.2L

(ii) where a centreline longitudinal bulkhead is provided inside the cargo tanks:

(iii) where 2 or more longitudinal bulkheads are provided inside the cargo tanks:

(I) for wing cargo tanks: 0.2L

(II) for centre cargo tanks:

(A) if

(B) if

— where no centreline longitudinal bulkhead is provided:

— where a centreline longitudinal bulkhead is provided:

where b i is the minimum distance from the ship’s side to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard.

(4) The following general assumptions shall apply when calculating the mean oil outflow parameter:

(a) the cargo block length extends between the forward and aft extremities of all tanks arranged for the carriage of cargo oil, including slop tanks;

(b) where this Regulation refers to cargo tanks, it shall be understood to include all cargo tanks, slop tanks and fuel tanks located within the cargo block length;

(c) the ship shall be assumed loaded to the load line draught d S without trim or heel;

(d) all cargo oil tanks shall be assumed loaded to 98 per cent of their volumetric capacity and the nominal density of the cargo oil ( n ) shall be calculated as follows:

n = 1000 (DWT)/C (kg/m 3 );

(e) for the purposes of these outflow calculations, the permeability of each space within the cargo block, including cargo tanks, ballast tanks and other non-oil spaces shall be taken as 0.99, unless proven otherwise;

(f) suction wells may be neglected in the determination of tank location provided that such wells are as small as practicable and the distance between the well bottom and bottom shell plating is not less than 0.5h, where h is the height as defined in Regulation 20(3)(b).

(5) The following assumptions shall be used when combining the oil outflow parameters:

(a) the mean oil outflow shall be calculated independently for side damage and for bottom damage and then combined into the non-dimensional oil outflow parameter O M , as follows:

O M = (0.4 O MS + 0.6 O MB ) / C

where:

O MS = mean outflow for side damage, in m 3 ;

O MB = mean outflow for bottom damage, in m 3 ;

(b) for bottom damage, independent calculations for mean outflow shall be done for 0 m and minus 2.5 m tide conditions, and then combined as follows:

O MB = 0.7 O MB(0) + 0.3 O MB(2.5)

where:

O MB(0) = mean outflow for 0 m tide condition;

O MB(2.5) = mean outflow for minus 2.5 m tide condition, in m 3 .

(6) The mean outflow for side damage O MS shall be calculated as follows:

where:

i = represents each cargo tank under consideration;

n = total number of cargo tanks;

P S(i) = the probability of penetrating cargo tank i from side damage, calculated in accordance with paragraph (8)(a);

O S(i) = the outflow, in m 3 , from side damage to cargo tank i, which is assumed equal to the total volume in cargo tank i at 98 per cent filling, unless it is proven through the application of the Guidelines referred to in Regulation 20(5) that any significant cargo volume will be retained;

C 3 = 0.77 for ships having two longitudinal bulkheads inside the cargo tanks, provided these bulkheads are continuous over the cargo block and P S(i) is developed in accordance with this Regulation. C 3 equals 1.0 for all other ships or when P S(i) is developed in accordance with paragraph (10).

(7) The mean outflow for bottom damage shall be calculated for each tidal condition as follows:

(a)

where:

i = represents each cargo tank under consideration;

n = the total number of cargo tanks;

P B(i) = the probability of penetrating cargo tank i from bottom damage, calculated in accordance with, paragraph (9)(a);

O B(i) = the outflow from cargo tank i, in m 3 , calculated in accordance with paragraph (7)(c) of this Regulation;

C DB(i) = factor to account for oil capture as defined in paragraph (7)(d);

(b)

where:

i, n, P B(i) and C DB(i) = as defined in subparagraph (a);

O B(i) = the outflow from cargo tank i, in m 3 , after tidal change;

(c) the oil outflow O B(i) for each cargo oil tank shall be calculated based on pressure balance principles, in accordance with the following assumptions:

(i) the ship shall be assumed stranded with zero trim and heel, with the stranded draught prior to tidal change equal to the load line draught d S ;

(ii) the cargo level after damage shall be calculated as follows:

h c = { (d S + t c — Z l )( S ) — (1000 p) / g } / n

where:

h c = the height of the cargo oil above Z l , in metres;

t c = the tidal change, in m. Reductions in tide shall be expressed as negative values;

Z l = the height of the lowest point in the cargo tank above baseline, in m;

S = density of seawater, to be taken as 1,025 kg/m 3 ;

p = if an inert gas system is fitted, the normal overpressure, in kPa, to be taken as not less than 5 kPa; if an inert gas system is not fitted, the overpressure may be taken as 0;

g = the acceleration of gravity, to be taken as 9.81 m/s 2 ;

n = nominal density of cargo oil, calculated in accordance with paragraph (4)(d);

(iii) for cargo tanks bounded by the bottom shell, unless proven otherwise, oil outflow OB(i) shall be taken not less than 1 per cent of the total volume of cargo oil loaded in cargo tank i, to account for initial exchange losses and dynamic effects due to current and waves;

(d) in the case of bottom damage, a portion from the outflow from a cargo tank may be captured by non-oil compartments; this effect is approximated by application of the factor C DB(i) for each tank, which shall be taken as follows:

C DB(i) = 0.6 for cargo tanks bounded from below by non-oil compartments;

C DB(i) = 1.0 for cargo tanks bounded by the bottom shell.

(8) The probability PS of breaching a compartment from side damage shall be calculated as follows:

(a) P S = P SL P SV P ST

where:

P SL = 1 - P Sf - P Sa = probability the damage will extend into the longitudinal zone bounded by X a and X f ;

P SV = 1 - P Su - P Sl = probability the damage will extend into the vertical zone bounded by Z l and Z u ;

P ST = 1 - P Sy = probability the damage will extend transversely beyond the boundary defined by y;

(b) P Sa , P Sf , P Sl , P Su and P Sy shall be determined by linear interpolation from the table of probabilities for side damage provided in paragraph (8)(c), where:

P Sa = the probability the damage will lie entirely aft of location X a /L;

P Sf = the probability the damage will lie entirely forward of location X f /L;

P Sl = the probability the damage will lie entirely below the tank;

P Su = the probability the damage will lie entirely above the tank;

P Sy = the probability the damage will lie entirely outboard of the tank;

compartment boundaries X a , X f , Z l , Z u and y shall be developed as follows:

X a = the longitudinal distance from the aft terminal of L to the aftmost point on the compartment being considered, in metres;

X f = the longitudinal distance from the aft terminal of L to the foremost point on the compartment being considered, in metres;

Z l = the vertical distance from the moulded baseline to the lowest point on the compartment being considered, in metres;

Z u = the vertical distance from the moulded baseline to the highest point on the compartment being considered, in metres; Z u is not to be taken greater than D S ;

y = the minimum horizontal distance measured at right angles to the centreline between the compartment under consideration and the side shell in metres;

(c) Table of probabilities for side damage

P Sy shall be calculated as follows:

(9) The probability P B of breaching a compartment from bottom damage shall be calculated as follows:

(a) P B = P BL P BT P BV

where:

P BL = 1 - P Bf - P Ba = probability the damage will extend into the longitudinal zone bounded by X a and X f ;

P BT = 1 - P Bp - P Bs = probability the damage will extend into the transverse zone bounded by Y p and Y s ;

P BV = 1 - P Bz = probability the damage will extend vertically above the boundary defined by z;

(b) P Ba , P Bf , P Bp , P Bs and P Bfz shall be determined by linear interpolation from the table of probabilities for bottom damage provided in paragraph (9)(c), where:

P Ba = the probability the damage will lie entirely aft of location X a /L;

P Bf = the probability the damage will lie entirely forward of location X f /L;

P Bp = the probability the damage will lie entirely to port of the tank;

P Bs = the probability the damage will lie entirely to starboard of the tank;

P Bz = the probability the damage will lie entirely below the tank;

compartment boundaries X a , X f, Y p , Y s , and z shall be developed as follows:

X a and X f are as defined in paragraph (8)(b);

Y p = the transverse distance from the port-most point on the compartment located at or below the waterline d B , to a vertical plane located B B /2 to starboard of the ship’s centreline, in metres;

Y s = the transverse distance from the starboard-most point on the compartment located at or below the waterline d B , to a vertical plane located B B /2 to starboard of the ship’s centreline, in metres;

z = the minimum value of z over the length of the compartment, where, at any given longitudinal location, z is the vertical distance from the lower point of the bottom shell at that longitudinal location to the lower point of the compartment at that longitudinal location, in metres;

(c) Table of probabilities for bottom damage

P Bz shall be calculated as follows:

P Bz = (14.5 - 67 z/D S )(z/D S ) for z/D S 0.1,

P Bz = 0.78 + 1.1 (z/D S - 0.1) for z/D S > 0.1;

P Bz shall not be taken greater than 1.

(10) This Regulation uses a simplified probabilistic approach where a summation is carried out over the contributions to the mean outflow from each cargo tank. For certain designs such as those characterized by the occurrence of steps/recesses in bulkheads/decks and for sloping bulkheads and/or a pronounced hull curvature, more rigorous calculations may be appropriate. In such cases one of the following calculation procedures may be applied:

(a) the probabilities referred to in paragraphs (8) and (9) may be calculated with more precision through application of hypothetical sub-compartments;

(b) the probabilities referred to in paragraphs (8) and (9) may be calculated through direct application of the probability density functions contained in the Guidelines referred to in Regulation 20 (5);

(c) the oil outflow performance may be evaluated in accordance with the method described in the Guidelines referred to in Regulation 20(5).

(11) The following provisions regarding piping arrangements shall apply:

(a) lines of piping that run through cargo tanks in a position less than 0.30B S from the ship’s side or less than 0.30D S from the ship’s bottom shall be fitted with valves or similar closing devices at the point at which they open into any cargo tank; these valves shall be kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened only for cargo transfer needed for essential cargo operations;

(b) credit for reducing oil outflow through the use of an emergency rapid cargo transfer system or other system arranged to mitigate oil outflow in the event of an accident may be taken into account only after the effectiveness and safety aspects of the system are approved by the Organization; submittal for approval shall be made in accordance with the provisions of the Guidelines referred to in Regulation 20(5).

Damage assumptions

24. (1) For the purpose of calculating hypothetical oil outflow from oil tankers, 3 dimensions of the extent of damage of a parallelepiped on the side and bottom of the ship are assumed as follows. In the case of bottom damages 2 conditions are set forth to be applied individually to the stated portions of the oil tanker:

(a) side damage

(b) bottom damage

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

Hypothetical outflow of oil

25. (1) The hypothetical outflow of oil in the case of side damage (O c ) and bottom damage (O s ) shall be calculated by the following formulae with respect to compartments breached by damage to all conceivable locations along the length of the ship to the extent as defined in Regulation 24:

(a) for side damages:

O c = Wi + K i C i

(b) for bottom damages:

O s = 1/3 (Z i W i + Z i C i )

where: W i = volume of a wing tank in cubic metres assumed to be breached by the damage as specified in Regulation 24; W i for a segregated ballast tank may be taken equal to zero,

C i = volume of a centre tank in cubic metres assumed to be breached by the damage as specified in Regulation 24; C i for a segregated ballast tank may be taken equal to zero,

K i = 1 - b i / t c when b i is equal to or greater than t c , K i shall be taken equal to zero,

Z i = 1 - h i / v s when h i is equal to or greater than v s , Z i shall be taken equal to zero,

b i = width of wing tank in metres under consideration measured inboard from the ship’s side at right angles to the centreline at the level corresponding to the assigned summer freeboard,

h i = minimum depth of the double bottom in metres under consideration; where no double bottom is fitted h i shall be taken equal to zero.

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

(2) If a void space or segregated ballast tank of a length less than l c as defined in Regulation 24 is located between wing oil tanks, O c in formula (I) in paragraph (1)(a) may be calculated on the basis of volume W i being the actual volume of one such tank (where they are of equal capacity) or the smaller of the 2 tanks (if they differ in capacity) adjacent to such space, multiplied by S i as defined in this paragraph and taking for all other wing tanks involved in such a collision the value of the actual full volume:

S i = 1 — l i / l c

where l i = length in metres of void space or segregated ballast tank under consideration.

(3) (a) Credit shall only be given in respect of double bottom tanks which are either empty or carrying clean water when cargo is carried in the tanks above.

(b) Where the double bottom does not extend for the full length and width of the tank involved, the double bottom is considered non-existent and the volume of the tanks above the area of the bottom damage shall be included for the purposes of the formula in paragraph (1)(b) even if the tank is not considered breached because of the installation of such a partial double bottom.

(c) Suction wells may be neglected in the determination of the value h i provided such wells are not excessive in area and extend below the tank for a minimum distance and in no case more than half the height of the double bottom. If the depth of such a well exceeds half the height of the double bottom, h i shall be taken equal to the double bottom height minus the well height.

Piping serving such wells if installed within the double bottom shall be fitted with valves or other closing arrangements located at the point of connection to the tank served to prevent oil outflow in the event of damage to the piping. Such piping shall be installed as high from the bottom shell as possible. These valves shall be kept closed at sea at any time when the tank contains oil cargo, except that they may be opened only for cargo transfer needed for the purpose of trimming of the ship.

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

O s = 1/4 ( i W i + Z i C i )

(5) A qualified person may credit as reducing oil outflow in case of bottom damage, an installed cargo transfer system having an emergency high suction in each cargo oil tank, capable of transferring from a breached tank or tanks to segregated ballast tanks or to available cargo tankage if it can be assured that such tanks will have sufficient ullage. Credit for such a system would be governed by ability to transfer in two hours of operation oil equal to one half of the largest of the breached tanks involved and by availability of equivalent receiving capacity in ballast or cargo tanks. The credit shall be confined to permitting calculation of O s according to the formula set out in paragraph (4). The pipes for such suctions shall be installed at least at a height not less than the vertical extent of the bottom damage v s .

(6) This Regulation does not apply to oil tankers delivered on or after 1 January 2010.

Limitation of size and arrangement of cargo tanks

26. (1) Except as provided in paragraph (7), each of the following shall comply with this Regulation:

(a) every oil tanker of 150 gross tonnage and above delivered after 31 December 1979, and

(b) every oil tanker of 150 gross tonnage and above delivered on or before 31 December 1979, which falls into either of the following categories:

(i) a tanker, the delivery of which is after 1 January 1977, or

(ii) a tanker to which both the following conditions apply:

(I) delivery is not later than 1 January 1977; and

(II) the building contract is placed after 1 January 1974, or in cases where no building contract has previously been placed, the keel is laid or the tanker is at a similar stage of construction after 30 June 1974.

(2) Cargo tanks of oil tankers are of such size and arrangements that the hypothetical outflow O c or O s calculated in accordance with Regulation 25 anywhere in the length of the ship does not exceed 30,000 cubic metres or 400 DW, whichever is the greater, but subject to a maximum of 40,000 cubic metres.

(3) The volume of any one wing cargo oil tank of an oil tanker does not exceed 75 per cent of the limits of the hypothetical oil outflow referred to in paragraph (2). The volume of any one centre cargo oil tank does not exceed 50,000 cubic metres. However, in segregated ballast oil tankers as defined in Regulation 19, the permitted volume of a wing cargo oil tank situated between two segregated ballast tanks, each exceeding l c in length, may be increased to the maximum limit of hypothetical oil outflow provided that the width of the wing tanks exceeds t c .

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

(a) where no longitudinal bulkhead is provided inside the cargo tanks:

but not to exceed 0.2L

but not to exceed 0.2L

(b) where a centreline longitudinal bulkhead is provided inside the cargo tanks:

(c) where 2 or more longitudinal bulkheads are provided inside the cargo tanks:

(i) for wing cargo tanks: 0.2L

(ii) for centre cargo tanks:

(I) if is equal to or greater than one-fifth: 0.2L

(II) if is less than one-fifth:

—where no centreline longitudinal bulkhead is provided:

—where a centreline longitudinal bulkhead is provided:

where b i is the minimum distance from the ship’s side to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard.

(5) In order not to exceed the volume limits established by paragraphs (2), (3) and (4) and irrespective of the accepted type of cargo transfer system installed, when such system interconnects 2 or more cargo tanks, valves or other similar closing devices are provided for separating the tanks from each other and that those valves or devices are kept closed when the tanker is at sea.

(6) Lines of piping which run through cargo tanks in a position less than t c from the ship’s side or less than v c from the ship’s bottom are fitted with valves or similar closing devices at the point at which they open into any cargo tank and that those valves are kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened only for cargo transfer needed for the purpose of trimming of the ship.

(7) This Regulation does not apply to oil tankers delivered on or after 1 January 2010.

Intact stability

27. (1) Every oil tanker of 5,000 tonnes deadweight and above delivered on or after 1 February 2002, shall comply with the intact stability criteria specified in subparagraphs (a) and (b) as appropriate, for any operating draught under the worst possible conditions of cargo and ballast loading, consistent with good operational practice, including intermediate stages of liquid transfer operations; under all conditions the ballast tanks shall be assumed slack.

(a) In port, the initial metacentric height GM o , corrected for free surface measured at 0 o heel, shall be not less than 0.15m;

(b) At sea:

(i) the area under the righting lever curve (GZ curve) shall be not less than 0.055 m.rad up to = 30 o angle of heel and not less than 0.09 m.rad up to = 40° or other angle of flooding f if this angle is less than 40°; additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30° and 40° or between 30° and f , if this angle is less than 40°, shall be not less than 0.03 m.rad;

(ii) the righting lever GZ shall be at least 0.20m at an angle of heel equal to or greater than 30°;

(iii) the maximum righting arm shall occur at an angle of heel preferably exceeding 30° but not less than 25°; and

(iv) the initial metacentric height GM 0 , corrected for free surface measured at 0° heel, shall be not less than 0.15m.

In this subparagraph, ‘ f ’ is the angle of heel at which the openings in the hull, superstructures or deck-houses, which cannot be closed weather tight, immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open.

(2) The requirements of paragraph (1) shall be met through design measures. For combination carriers simple supplementary operational procedures may be allowed.

(3) Simple supplementary operational procedures for liquid transfer operations referred to in paragraph (2) shall mean written procedures made available to the master which—

(a) are approved by a qualified person,

(b) indicate those cargo and ballast tanks which may, under any specific condition of liquid transfer and possible range of cargo densities, be slack and still allow the stability criteria to be met; the slack tanks may vary during the liquid transfer operations and be of any combination provided they satisfy the criteria,

(c) will be readily understandable to the officer-in-charge of liquid transfer operations,

(d) provide for planned sequences of cargo/ ballast transfer operations,

(e) allow comparisons of attained and required stability using stability performance criteria in graphical or tabular form,

(f) require no extensive mathematical calculations by the officer-in-charge,

(g) provide for corrective actions to be taken by the officer-in-charge in case of departure from recommended values and in case of emergency situations, and

(h) are prominently displayed in the approved trim and stability booklet and at the station that controls cargo transfer or ballast transfer or both cargo and ballast transfer operations and in any computer software by which stability calculations are performed.

Subdivision and damage stability

28. (1) Every oil tanker delivered after 31 December 1979, shall comply with the subdivision and damage stability criteria as specified in paragraph (3), after the assumed side or bottom damage as specified in paragraph (2), for any operating draught reflecting actual partial or full load conditions consistent with trim and strength of the ship as well as specific gravities of the cargo and that such damage is applied to all conceivable locations along the length of the ship as follows:

(a) in tankers of more than 225 metres in length, anywhere in the ship’s length;

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

(c) in tankers not exceeding 150 metres in length, anywhere in the ship’s length between adjacent transverse bulkheads with the exception of the machinery space, but in tankers of 100 metres or less in length where all requirements of paragraph (3) cannot be fulfilled without materially impairing the operational qualities of the ship, the Minister may exempt the ship from compliance with the requirements concerned.

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

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

(a) side damage

(b) bottom damage

(c) if any damage of a lesser extent than the maximum extent of damage specified in subparagraphs (a) and (b) would result in a more severe condition, such damage shall be considered;

(d) where the damage involving transverse bulkheads is envisaged as specified in paragraphs (1)(a) and (b), transverse watertight bulkheads shall be spaced at least at a distance equal to the longitudinal extent of assumed damage specified in paragraph (2)(a) in order to be considered effective; where transverse bulkheads are spaced at a lesser distance, one or more of these bulkheads within such extent of damage shall be assumed as non-existent for the purpose of determining flooded compartments;

(e) where the damage between adjacent transverse watertight bulkheads is envisaged as specified in paragraph (1)(c), no main transverse bulkhead or a transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged, unless—

(i) the spacing of the adjacent bulkheads is less than the longitudinal extent of assumed damage specified in paragraph (2)(a), or

(ii) there is a step or a recess in a transverse bulkhead of more than 3.05 metres in length, located within the extent of penetration of assumed damage; the step formed by the after peak bulkhead and after peak tank top shall not be regarded as a step for the purpose of this Regulation;

(f) if pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements shall be made so that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage.

(3) Oil tankers shall be regarded as complying with the damage stability criteria if all of the following requirements are met:

(a) the final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place; such openings shall include air-pipes and those which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and side scuttles of the non-opening type;

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

(c) the stability in the final stage of flooding shall be investigated and may be regarded as sufficient if the righting lever curve has at least a range of 20 degrees beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1 metre within the 20 degrees range; the area under the curve within this range shall not be less than 0.0175 metre radians. Unprotected openings shall not be immersed within this range unless the space concerned is assumed to be flooded; within this range, the immersion of any of the openings listed in subparagraph (a) and other openings capable of being closed watertight may be permitted;

(d) a qualified person shall be satisfied that the stability is sufficient during intermediate stages of flooding;

(e) equalisation arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted, shall not be considered for the purpose of reducing an angle of heel or attaining the minimum range of residual stability to meet the requirements of subparagraphs (a), (b) and (c) and sufficient residual stability shall be maintained during all stages where equalisation is used; spaces which are linked by ducts of a large cross-sectional area may be considered to be common.

(4) The requirements of paragraph (1) shall be confirmed by calculations which take into consideration the design characteristics of the ship, the arrangements, configurations and contents of the damaged compartments; and the distribution, specific gravities and the free surface effect of liquids. The calculations shall be based on the following:

(a) account shall be taken of any empty or partially filled tank, the specific gravity of cargoes carried, as well as any outflow of liquids from damaged compartments;

(b) the permeabilities assumed for spaces flooded as a result of damage shall be as follows:

*the permeability of partially filled compartments shall be consistent with the amount of liquid carried in the compartment; whenever damage penetrates a tank containing liquids, it shall be assumed that the contents are completely lost from that compartment and replaced by salt water up to the level of the final plane of equilibrium;

(c) the buoyancy of any superstructure directly above the side damage shall be disregarded; the unflooded parts of superstructures beyond the extent of damage, however, may be taken into consideration provided that they are separated from the damaged space by watertight bulkheads and the requirements of paragraph (3)(a) in respect of these intact spaces are complied with; hinged watertight doors may be acceptable in watertight bulkheads in the superstructure;

(d) the free surface effect shall be calculated at an angle of heel of 5 degrees for each individual compartment; a qualified person may require or allow the free surface corrections to be calculated at an angle of heel greater than 5 degrees for partially filled tanks; and

(e) in calculating the effect of free surfaces of consumable liquids it shall be assumed that, for each type of liquid at least one transverse pair or a single centreline tank has a free surface and the tank or combination of tanks to be taken into account shall be those where the effect of free surfaces is the greatest.

(5) The master of every oil tanker to which this Regulation applies, and the person in charge of a non-self-propelled oil tanker to which these Regulations apply shall be supplied in an approved form with—

(a) information relative to loading and distribution of cargo necessary to ensure compliance with the provisions of this Regulation, and

(b) data on the ability of the ship to comply with damage stability criteria as determined by this Regulation, including the effect of relaxations that may have been allowed under paragraph (1)(c).

(6) For oil tankers of 20,000 tonnes deadweight and above delivered on or after 6 July 1996, the damage assumptions prescribed in paragraph (2)(b) shall be supplemented by the following assumed bottom raking damage:

(a) longitudinal extent:

(i) ships of 75,000 tonnes deadweight and above:

0.6L measured from the forward perpendicular;

(ii) ships of less than 75,000 tonnes deadweight:

0.4L measured from the forward perpendicular;

(b) transverse extent: B/3 anywhere in the bottom;

(c) vertical extent: breach of the outer hull.

Slop tanks

29. (1) Subject to Regulation 4(3), oil tankers of 150 tons gross tonnage and above shall be provided with slop tank arrangements in accordance with the requirements of subparagraphs (a), (b) and (c) of paragraph (2). In oil tankers delivered on or before 31 December 1979, any cargo tank may be designated as a slop tank.

(2) (a) Adequate means shall be provided for cleaning the cargo tanks and transferring the dirty ballast residue and tank washings from the cargo tanks into a slop tank of a type approved by a qualified person.

(b) In this system arrangements shall be provided to transfer the oily waste into a slop tank or combination of slop tanks in such a way that any effluent discharge into the sea will be such as to comply with Regulation 34.

(c) The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to retain the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity of the slop tank or tanks shall not be less than 3 per cent of the oil carrying capacity of the ship, except that a qualified person may accept—

(i) 2 per cent for such oil tankers where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system,

(ii) 2 per cent where segregated ballast tanks or dedicated clean ballast tanks are provided in accordance with Regulation 18 or where a cargo tank cleaning system using crude oil washing is fitted in accordance with Regulation 4; such capacity may be further reduced to 1.5 per cent for such oil tankers where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system, and

(iii) 1 per cent for combination carriers where oil cargo is only carried in tanks with smooth walls; such capacity may be further reduced to 0.8 per cent where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system.

(d) Slop tanks shall be so designed particularly in respect of the position of inlets, outlets, baffles or weirs where fitted, so as to avoid excessive turbulence and entrainment of oil or emulsion with the water.

(3) Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979, shall be provided with at least 2 slop tanks.

Pumping, piping and discharge arrangement

30. (1) In every oil tanker, a discharge manifold for connection to reception facilities for the discharge of dirty ballast water or oil contaminated water shall be located on the open deck on both sides of the ship.

(2) In every oil tanker of 150 gross tonnage and above, pipelines for the discharge to the sea of ballast water or oil contaminated water from cargo tank areas which may be permitted under Regulation 34 shall be led to the open deck or to the ship’s side above the waterline in the deepest ballast condition. Different piping arrangements to permit operation in the manner permitted in paragraph (6) may be accepted.

(3) In oil tankers of 150 gross tonnage and above delivered after 31 December 1979, means shall be provided for stopping the discharge into the sea of ballast water or oil contaminated water from cargo tank areas, other than those discharges below the waterline permitted under paragraph (6), from a position on the upper deck or above located so that

(a) the manifold in use referred to in paragraph (1), and

(b) the discharge to the sea from the pipelines referred to in paragraph (2),

may be visually observed. Means for stopping the discharge need not be provided at the observation position if a positive communication system such as a telephone or radio system is provided between the observation position and the discharge control position.

(4) Every oil tanker delivered after 1 June 1982, that is required to be provided with segregated ballast tanks or fitted with a crude oil washing system, shall comply with the following requirements:

(a) it shall be equipped with oil piping so designed and installed that oil retention in the lines is minimised;

(b) means shall be provided to drain all cargo pumps and all oil lines at the completion of cargo discharge, where necessary by connection to a stripping device;

(c) the line and pump draining shall be capable of being discharged both ashore and to a cargo tank or a slop tank;

(d) for discharge ashore, a special small diameter line shall be provided and shall be connected outboard of the ship’s manifold valves.

(5) Every oil tanker delivered on or before 1 June 1982, that is required to be provided with segregated ballast tanks, or to be fitted with a crude oil washing system, or to operate with dedicated clean ballast tanks, shall comply with the provisions of paragraph (4)(b).

(6) On every oil tanker the discharge of ballast water or oil contaminated water from cargo tank areas shall take place above the waterline, except as follows:

(a) segregated ballast and clean ballast may be discharged below the waterline—

(i) in ports or at offshore terminals,

(ii) at sea by gravity, or

(iii) at sea by pumps if the ballast water exchange is performed under the provisions of regulation D-1.1 of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments;

but only if the surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place;

(b) oil tankers delivered on or before 31 December 1979, which, without modification, are not capable of discharging segregated ballast above the waterline may discharge segregated ballast below the waterline at sea; but only if the surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place;

(c) oil tankers delivered on or before 1 June 1982, operating with dedicated clean ballast tanks, which without modification are not capable of discharging ballast water from dedicated clean ballast tanks above the waterline, may discharge this ballast below the waterline provided that the discharge of the ballast water is supervised in accordance with Regulation 18(8)(c);

(d) on every oil tanker at sea, dirty ballast water or oil contaminated water from tanks in the cargo area, other than slop tanks, may be discharged by gravity below the waterline, provided that sufficient time has elapsed in order to allow for a separation of oil and water to have taken place and the ballast water has been examined immediately before the discharge with an oil and water interface detector referred to in Regulation 32 in order to ensure that the height of the interface is such that the discharge does not involve any increased risk of harm to the marine environment;

(e) on oil tankers delivered on or before 31 December 1979, that are at sea, dirty ballast water or oil contaminated water from cargo tank areas may be discharged below the waterline, subsequent to or in lieu of the discharge by the method referred to in subparagraph (d), but only if—

(i) a part of the flow of such water is led through permanent piping to a readily accessible location on the upper deck or above where it may be visually observed during the discharge operation, and

(ii) such part flow arrangements comply with the requirements established by a qualified person, which shall contain at least all the provisions of the Specifications for the Design, Installation and Operation of a Part Flow System for Control of Overboard Discharges adopted by the Organization;

(7) (a) Every oil tanker of 150 gross tonnage and above delivered on or after 1 January 2010, which has installed a sea chest that is permanently connected to the cargo pipeline system, shall be equipped with both a sea chest valve and an inboard isolation valve.

(b) In addition to these valves, the sea chest shall be capable of isolation from the cargo piping system whilst the tanker is loading, transporting, or discharging cargo by use of a positive means that is to the satisfaction of the Minister.

(c) Such a positive means is a facility that is installed in the pipeline system in order to prevent, under all circumstances, the section of pipeline between the sea chest valve and the inboard valve being filled with cargo.

Chapter 2 Equipment

Oil discharge monitoring and control system

31. (1) Subject to paragraphs (3) and (4) of Regulation 4, oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring and control system approved by the Minister.

(2) (a) Every oil tanker shall be fitted with an oil discharge monitoring and control system, the design and installation of which is in compliance with the specification recommended by the Organization and has been approved by the Minister.

(b) The system shall be fitted with a recording device to provide a continuous record of the discharge in litres per nautical mile and total quantity discharged, or the oil content and rate of discharge. This record shall be identifiable as to time and date and shall be kept for at least three years.

(c) The oil discharge monitor and control system shall come into operation when there is any discharge of effluent into the sea and shall be such as will ensure that any discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds that permitted by Regulation 34.

(d) Any failure of this monitoring and control system shall stop the discharge and be noted in the Oil Record Book.

(e) In the event of failure of the oil discharge monitoring and control system, a manually operated alternative method may be used, but the defective unit shall be made operable as soon as possible.

(f) Subject to allowance by the port State authority a tanker with a defective oil discharge monitoring and control system may undertake one ballast voyage before proceeding to a repair port.

(3) The oil discharge monitoring and control system shall be designed and installed in compliance with the Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers developed by the Organization and approved by the Minister.

(4) Instructions as to the operation of the system shall be in accordance with an operational manual approved by the Minister. They shall cover manual as well as automatic operations and shall be intended to ensure that at no time shall oil be discharged except in compliance with the conditions specified in Regulation 34.

Oil and water interface detector

32. (1) Subject to paragraphs (3) and (4) of Regulation 4, oil tankers of 150 gross tonnage and above shall be provided with effective oil and water interface detectors approved by a qualified person for a rapid and accurate determination of the oil and water interface in slop tanks and shall be available for use in other tanks where the separation of oil and water is effected and from which it is intended to discharge effluent direct to the sea.

(2) For the purposes of this Regulation, regard shall be had to the Specifications for Oil/Water Interface Detectors adopted by the Organization by resolution MEPC.5(XIII).

Crude oil washing requirements

33. (1) Every crude oil tanker of 20,000 tons deadweight and above delivered after 1 June 1982, shall be fitted with a cargo tank cleaning system using crude oil washing. This system shall have fully complied with the requirements of this Regulation within one year after the tanker was first engaged in the trade of carrying crude oil or by the end of the third voyage carrying crude oil suitable for crude oil washing, whichever occurs later.

(2) Crude oil washing installation and associated equipment and arrangements shall comply with the Specifications for the Design, Operation and Control of Crude Oil Washing Systems adopted by the International Conference on Tanker Safety and Pollution Prevention, 1978, in resolution 15 and as may be revised by the Organization. When a ship is not required, in accordance with paragraph (1), to be, but is equipped with crude oil washing equipment, it shall comply with the safety aspects of the above mentioned Specifications.

(3) Every crude oil washing system required to be provided in accordance with Regulation 19(7) shall comply with the requirements of this Regulation.

Chapter 3 Control of operational discharge of oil in cargo area of oil tankers

Control of discharge of oil (Part 4)

34. (1) Subject to the provisions of section 11 of the Act and paragraph (2), any discharge into the sea outside special areas of oil or oily mixtures from the cargo area of an oil tanker is prohibited except when all the following conditions are satisfied:

(a) the tanker is not within a special area;

(b) the tanker is more than 50 nautical miles from the nearest land;

(c) the tanker is proceeding en route;