| Notes: For the purposes of the Unified Interpretations, the following abbreviations are used: | MARPOL 73/78 | The 1973 MARPOL Convention as modified by the 1978 Protocol relating thereto | | Regulation | Regulation in Annex I of MARPOL 73/78 | | IOPP Certificate | International Oil Pollution Prevention Document | | SBT | Segregated ballast tanks | | CBT | Dedicated clean ballast tanks | | Cow | Rough oil washing system | | IGS | Inert gas systems | | PL | Protective location of segregated ballast tanks | | CAS | Status Assessment Scheme | | 1 Definitions | | Reg. one.ane | Definition of ''oil'' | | i.1 (Fauna and vegetable oils are constitute to autumn nether the category of ''noxious liquid substance'', and therefore this interpretation has been deleted (run across Annex 2, appendix II, of MARPOL 73/78).) | | Treatment for oily rags | | ane.2 Oily rags, every bit defined in the Guidelines for the Implementation of Annex V of MARPOL 73/78, should be treated in accordance with Addendum 5 and the procedures fix out in the Guidelines. | | Reg. 1.five | Definition of an oil tanker | | 1.iii FPSOs and FSUs are not oil tankers and are not to be used for the transport of oil except that, with the specific agreement by the flag and relevant coastal States on a voyage basis, produced oil may be transported to port in abnormal and rare circumstances. | | 2Major conversion | | Reg. 1.9 | ii.1 The deadweight to be used for determining the application of provisions of Annex I is the deadweight assigned to an oil tanker at the fourth dimension of the assignment of the load lines. If the load lines are reassigned for the purpose of altering the deadweight, without alteration of the construction of the ship, whatsoever substantial alteration of the deadweight consequential upon such reassignments should non exist construed as a ''major conversion'' equally defined in regulation i.9. However, the IOPP Certificate should indicate simply one deadweight of the send and be renewed on every reassignment of load lines. | | 2.ii If a crude oil tanker of forty,000 tonnes deadweight and above delivered on or earlier 1 June 1982 every bit defined in regulation 1.28.iii satisfying the requirements of Cow changes its trade for the carriage of product oil* conversion to CBT or SBT and reissuing of the IOPP Document will be necessary (see paragraph 19 below). Such conversion should not be considered as a ''major conversion'' as defined in regulation i.nine. | | 2.3When an oil tanker is used solely for the storage of oil and is subsequently put into service in the transport of oil, such a modify of function should not be construed as a ''major conversion'' as defined in regulation 1.ix. | | 2.4 The conversion of an existing oil tanker to a combination carrier, or the shortening of a tanker by removing a transverse section of cargo tanks, should constitute a ''major conversion'' equally divers in regulation ane.9. | | 2.5 The conversion of an existing oil tanker to a segregated ballast tanker by the add-on of a transverse section of tanks should institute a ''major conversion'' as defined in regulation i.ix only when the cargo-carrying chapters of the tanker is increased. | | 2.half dozen When a ship built as a combination carrier operates exclusively in the bulk cargo trade, the transport may be treated equally a ship other than an oil tanker and Class A of the Record of Construction and Equipment should be issued to the ship. The change of such a transport from the bulk trade to the oil trade should not be construed as a ''major conversion'' as defined in regulation 1.ix. | | iiiDefinition of ''segregated anchor'' | | Reg. 1.18 | three.ane The segregated ballast organisation should be a organisation which is ''completely separated from the cargo oil and fuel systems'' equally required by regulation i.18. Nevertheless, provision may be made for emergency discharge of the segregated ballast by ways of a connection to a cargo pump through a portable spool piece. In this case non-return valves should exist fitted on the segregated ballast connections to preclude the passage of oil to the segregated anchor tanks. The portable spool piece should be mounted in a conspicuous position in the pump-room and a permanent notice restricting its use should be prominently displayed next to it. | | 3.2 Sliding type couplings should non be used for expansion purposes where lines for cargo oil or fuel oil pass through tanks for segregated anchor, and where lines for segregated anchor laissez passer through cargo oil or fuel oil tanks. This interpretation is applicative to ships, the keel of which is laid, or which are at a similar stage of structure, on or afterward 1 July 1992. | | 4 Unforeseen delay in delivery of ships | | Reg. 1.9 | four.ane For the purpose of defining the category of a ship under regulation 1.28, a ship for which the building contract (or keel laying) and commitment were scheduled earlier the dates specified in these regulations, but which has been bailiwick to filibuster in delivery across the specific date due to unforeseen circumstances across the command of the builder and the owner, may exist accepted by the Assistants every bit a ship of the category related to the estimated appointment of delivery. The treatment of such ships should be considered by the Administration on a case-by-case basis, bearing in listen the detail circumstances. | | 4.2 It is important that ships delivered after the specified dates due to unforeseen filibuster and immune to be treated as a ship of the category related to the estimated appointment of delivery by the Administration should besides be accepted as such by port States. In order to ensure this, the following practice is recommended to Administrations when considering an application for such a transport: | | | .1 the Administration should thoroughly consider applications on a case-by-case basis, begetting in mind the particular circumstances. In doing so in the case of a ship congenital in a foreign country, the Administration may crave a formal report from the authorities of the country in which the send was built, stating that the delay was due to unforeseen circumstances beyond the command of the architect and the owner; | | | .2 when a ship is treated as a ship of the category related to the estimated appointment of delivery upon such an application, the IOPP Certificate for the ship should be endorsed to indicate that the transport is accepted by the Administration as such a ship; and | | | .3 the Administration should report to the Organization on the identity of the transport and the grounds on which the transport has been accustomed as such a ship. | | 5 Definition of generation of ships | | Regs. 1.28.2, 1.28.4, 1.28.half dozen, ane.28.seven, 1.28.8 | For the purpose of defining the ships in accordance with regulations 1.28.2, i.28.4, 1.28.6, 1.28.7, 1.28.viii, a send which falls into any ane of the categories listed in subparagraphs 1, ii, three, iv.1, iv.two, or 4.3 of these paragraphs should be considered as a ship falling under the corresponding definition. | | 6 Annex I substances which through their concrete properties inhibit effective product/h2o separation and monitoring | | Reg. 2.4 | 6.1 The Government of the receiving Party should establish appropriate measures in society to ensure that provisions of 6.2 are complied with. | | 6.2 A tank which has been unloaded should, subject to the provisions of half dozen.3, be done and all contaminated washings should be discharged to a reception facility before the send leaves the port of unloading for another port. | | six.three At the request of the ship'southward chief, the Government of the receiving Political party may exempt the transport from the requirements referred to in 6.two, where it is satisfied that: | | | .one the tank unloaded is to be reloaded with the aforementioned substance or some other substance compatible with the previous one and that the tanker will not be done or ballasted prior to loading; and | | | .ii the tank unloaded is neither washed nor ballasted at sea if the send is to keep to another port unless it has been confirmed in writing that a reception facility at that port is bachelor and adequate for the purpose of receiving the residues and solvents necessary for the cleaning operations. | | 6.4 An exemption referred to in 6.3 should simply be granted by the Government of the receiving Political party to a ship engaged in voyages to ports or terminals nether the jurisdiction of other Parties to the Convention. When such an exemption has been granted it should exist certified in writing past the Government of the receiving Party. | | half dozen.five In the instance of ships retaining their residues on lath and proceeding to ports or terminals under the jurisdiction of other Parties to the Convention, the Government of the receiving Party is brash to inform the next port of call of the particulars of the send and cargo residues, for their information and advisable action for the detection of violations and enforcement of the Convention. | | vii Conditions for waiver | | Regs. iii.iv, 3.5, xiv.5.3 | The International Oil Pollution Prevention Certificate should contain sufficient information to let the port State to determine if the ship complies with the waiver conditions regarding the phrase ''restricted voyages as determined by the Assistants''. This may include a list of ports, the maximum duration of the voyage between ports having reception facilities, or similar atmospheric condition as established by the Administration. | | 8 Voyages of 72 hours or less in duration | | Regs. 3.4 and 3.five.two.2 | The fourth dimension limitation ''of 72 hours or less in elapsing'' in regulations 3.4 and 3.5.2.2.two should exist counted: | | | .1 from the time the tanker leaves the special area, when a voyage starts within a special surface area; or | | | .two from the time the tanker leaves a port situated exterior the special area to the time the tanker approaches a special area. | | nine Definition of ''all oily mixtures'' | | Regs. 3.four and 3.v.ii.two.3 | The phrase ''all oily mixtures'' in regulations three.4 and 3.5.2.2.iii includes all ballast water and tank washing residues from cargo oil tanks. | | ten Equivalents | | Reg. 5 | ten.1 Credence by an Administration under regulation 5 of any fitting, textile, appliance, or appliance as an alternative to that required by Annex I includes type approval of pollution prevention equipment which is equivalent to that specified in resolution A.393(X)†. An Administration that allows such blazon approval shall communicate particulars thereof, including the test results on which the approval of equivalency was based, to the Organization in accordance with regulation 5.ii. | | With regard to the term ''appropriate action, if any'' in regulation 5.2, any Party to the Convention that has an objection to an equivalency submitted past another Party should communicate this objection to the Organization and to the Party which allowed the equivalency within one year after the Organization circulates the equivalency to the Parties. The Party objecting to the equivalency should specify whether the objection pertains to ships entering its ports. | | 11 Survey and inspection | | Reg. six.ane.3 and 6.1.4 | 11.1 Intermediate and annual survey for ships non required to concur an IOPP Certificate | | The applicability of regulations 6.i.3 and 6.i.4 to ships which are not required to agree an International Oil Pollution Prevention Certificate should be adamant by the Assistants. | | 12 Designation of the type of oil tankers | | Regs. 7, xix | 12.1 Oil tankers must exist designated on the Supplement Form B to the IOPP Certificate every bit either ''crude oil tanker'', ''production carrier'' or ''crude oil/product carrier''. Furthermore, the requirements independent in regulation 19 differ for different age categories of ''rough oil tankers'' and ''product carriers'', and compliance with these provisions is recorded on the IOPP Certificate. Oil trades in which unlike types of oil tankers are allowed to exist engaged are equally follows: | | | .i Crude oil/production carrier is immune to carry either rough oil or product oil, or both simultaneously; | | | .two Crude oil tanker is allowed to carry rough oil but is prohibited from carrying product oil; and | | | .3 Product carrier is immune to conduct production oil but is prohibited from carrying crude oil. | | 12.2 In determining the designation of the blazon of oil tanker on the IOPP Certificate based on the compliance with the provisions for SBT, PL, CBT and COW, the following standards should apply. | | 12.3 Oil tankers delivered after i June 1982 equally defined in regulation one.28.4 of less than 20,000 tonnes deadweight | | 12.three.1 These oil tankers may be designated every bit ''crude oil/product carriers''. | | 12.iv Oil tankers delivered after 1 June 1982 every bit defined in regulation 1.28.4 of twenty,000 tonnes deadweight and higher up | | 12.4.i Oil tankers satisfying the requirements for SBT + PL+ COW may exist designated every bit ''crude oil/product carrier''. | | 12.4.2 Oil tankers satisfying the requirements for SBT + PL but non COW should be designated as ''production carrier''. | | 12.four.3 Oil tankers of 20,000 tonnes deadweight and to a higher place just less than 30,000 tonnes deadweight not carrying crude oil, fuel oil, heavy diesel fuel oil or lubricating oil as cargo, not fitted with SBT + PL, should be designated equally ''product carrier''. | | 12.v Oil tankers delivered on or earlier i June 1982 as divers in regulation 1.28.3 but delivered subsequently 31 December 1979 as defined in regulation 1.28.2 of 70,000 tonnes deadweight and higher up | | 12.five.1 The oil tankers satisfying the requirements for SBT may be designated as ''rough oil/product carrier''. | | 12.6 Oil tankers delivered on or before ane June 1982 as defined in regulation ane.28.three of less than 40,000 tonnes deadweight | | 12.6.i These oil tankers may be designated every bit ''crude oil/production carrier''. | | 12.7 Oil tankers delivered on or before 1 June 1982 as divers in regulation 1.28.three of 40,000 tonnes deadweight and above | | 12.vii.ane Oil tankers satisfying the requirements for SBT should be designated as ''crude oil/product carrier''. | | 12.vii.two Oil tankers satisfying the requirements for Moo-cow only should be designated as ''crude oil tanker''. | | 12.7.three Oil tankers satisfying the requirements for CBT should be designated every bit ''product carrier''. | | xiii New class of IOPP Document or its Supplement | | Reg. 9 | In the example where the form of the IOPP Certificate or its Supplement is amended, and this amendment does not cause a shortening of the validity of the ship's IOPP Document, the existing form of the certificate or supplement which is current when the amendment enters into force may remain valid until the decease of that document, provided that, at the outset survey after the date of entry into strength of the amendment, necessary changes are indicated in the existing certificate or supplement by means of suitable corrections, e.m. hitting over the invalid entry and typing the new entry. | | 14 Revalidation of an IOPP Document | | Reg. 10 | Where an annual or an intermediate survey required in regulation 6 of Addendum I of MARPOL 73/78 is not carried out within the period specified in that regulation, the IOPP Document ceases to be valid. When a survey corresponding to the requisite survey is carried out later on, the validity of the Document may be restored without altering the ceremony and decease date of the original Certificate and the Certificate endorsed to this effect. The thoroughness and stringency of such survey volition depend on the period for which the prescribed survey has elapsed and the conditions of the ship. | | 15 Chapters of sludge tanks | | Reg. 10 | 15.1 To assist Administrations in determining the adequate capacity of sludge tanks, the following criteria may be used every bit guidance. These criteria should not be construed as determining the amount of oily residues which volition be produced by the mechanism installation in a given menstruum of time. The chapters of sludge tanks may, however, be calculated upon whatever other reasonable assumptions. For a ship the keel of which is laid or which is at a similar stage of construction on or later 31 Dec 1990, the guidance given in items .4 and .5 beneath should exist used in lieu of the guidance independent in items .1 and .2. | | | .1 For ships which do not carry ballast water in oil fuel tanks, the minimum sludge tank capacity (5 ane) should exist calculated by the following formula: | V i = | K 1 CD (10003) | | where: | K 1 = | 0.01 for ships where heavy fuel oil is purified for main engine use, or 0.005 for ships using diesel oil or heavy fuel oil which does not crave purification before use, | | C = | daily fuel oil consumption (tonnes); and | | D = | maximum menses of voyage between ports where sludge tin be discharged ashore (days). In the absence of precise data a figure of xxx days should be used. | | | | .two When such ships are fitted with homogenizers, sludge incinerators or other recognized means on board for the control of sludge, the minimum sludge tank chapters (V 1) should, in lieu of the above, be: | 5 1 = | 1 1000three for ships of 400 gross tonnage and above simply less than 4000 gross tonnage, or 2 m3 for ships of 4000 gross tonnage and above. | | | | .3 For ships which carry anchor water in fuel oil tanks, the minimum sludge tank capacity (Five ii) should be calculated by the following formula: | 5 ii = | V ane + K ii B (10003) | | where: | V i = | sludge tank chapters specified in .1 or .2 higher up in miii, | | Yard ii = | 0.01 for heavy fuel oil bunker tanks, or 0.005 for diesel oil bunker tanks, and | | B = | chapters of water ballast tanks which can also be used to behave oil fuel (tonnes). | | | | .4 For ships which do non carry anchor water in fuel oil tanks, the minimum sludge tank capacity (V1) should be calculated by the following formula: | V one = | K one CD (m3) | | where: | M 1 = | 0.015 for ships where heavy fuel oil is purified for main engine use or 0.005 for ships using diesel oil or heavy fuel oil which does not require purification before use, | | C = | daily fuel oil consumption (m3); and | | D = | maximum period of voyage between ports where sludge can be discharged ashore (days). In the absence of precise data, a effigy of xxx days should be used. | | | | .5 For ships fitted with homogenizers, sludge incinerators or other recognized means on board for the command of sludge, the minimum sludge tank chapters should be: | | | .5.ane 50% of the value calculated co-ordinate to item .4 above; or | | | .v.2 1 mthree for ships of 400 gross tonnage and higher up only less than 4000 gross tonnage or two thousandiii for ships of 4000 gross tonnage and above; whichever is the greater. | | fifteen.2 Administrations should establish that in a ship the keel of which is laid or which is at a similar phase of construction on or after 31 December 1990, adequate tank capacity, which may include the sludge tank(s) referred to nether 15.1 in a higher place, is bachelor also for leakage, drain and waste oils from the machinery installations. In existing installations this should be taken into consideration equally far every bit reasonable and practicable. | | xvi Overboard connection of sludge tanks | | Reg. 12.ii | 15.ane Ships having pipage to and from sludge tanks to overboard discharge outlets, other than the standard discharge connection referred to in regulation thirteen, installed prior to 4 April 1993 may comply with regulation 12.ii by the installation of blanks in this pipage. | | 17 Cleaning of sludge tanks and belch of residues | | Reg. 12.3 | 17.1 To assist Administrations in determining the adequacy of the design and construction of sludge tanks to facilitate their cleaning and the discharge of residues to reception facilities, the following guidance is provided, having effect on ships the keel of which is laid or which is at a similar stage of structure on or later 31 December 1990: | | | .1 sufficient homo-holes should be provided such that, taking into consideration the internal structure of the sludge tanks, all parts of the tank can exist reached to facilitate cleaning; | | | .2 sludge tanks in ships operating with heavy oil, that needs to be purified for employ, should exist fitted with adequate heating arrangements or other suitable means to facilitate the pumpability and discharge of the tank content; | | | .3 at that place should exist no interconnections between the sludge tank discharge piping and bilge-h2o piping other than possible common pipage leading to the standard discharge connection referred to in regulation 13. Nevertheless, arrangements may exist made for draining of settled water from the sludge tanks by ways of manually operated self-closing valves or equivalent arrangements; and | | | .4 the sludge tank should be provided with a designated pump for the discharge of the tank content to reception facilities. The pump should be of a suitable type, capacity and discharge caput, having regard to the characteristics of the liquid existence pumped and the size and position of tank(s) and the overall belch fourth dimension. | | 18 Automatic stopping device required by regulation 15.three.2 | | Regs. 14, 15 | Regulation 15.3.ii includes a reference to regulation xiv.7 which requires both a xv ppm bilge alert and a stopping device which will ensure that the discharge is automatically stopped when the oil content of the effluent exceeds 15 ppm. Since, however, this is not a requirement of regulation fourteen for ships of less than x,000 gross tonnage, such ships need not exist required to be equipped with such warning and stopping device if no effluent from mechanism space bilge is to be discharged within special areas. Conversely, the belch of effluent within special areas from ships without 15ppm bilge warning and an automatic stopping device is a contravention of the Convention even if the oil content of the effluent is below 15 ppm. | | 19 Control of belch of ballast water from oil fuel tanks | | Reg. 14.1 | nineteen.1 The second sentence of regulation fourteen.i should exist interpreted as follows: Any ship of 400 gross tonnage and above but less than 10,000 gross tonnage: | | | .ane which does not bear h2o ballast in oil fuel tanks should exist fitted with fifteen ppm oil filtering equipment for the command of discharge of machinery infinite bilges; | | | .2 which carries water ballast in oil fuel tanks should be fitted with the equipment required by regulation 14.2 for the control of mechanism space bilges and dirty ballast water from oil fuel tanks. Ships on which it is not reasonable to fit this equipment should retain on board dirty ballast water from oil fuel tanks and discharge it to reception facilities. | | xix.2 The above equipment should be of adequate capacity to deal with the quantities of effluent to be discharged. | | 20 Oil filtering equipment | | Regs. 14.1, fourteen.2 | Oil filtering equipment referred to in regulations fourteen.one and 14.2 is a xv ppm bilge separator and may include any combination of a separator, filter or coalescer and also a single unit of measurement designed to produce an effluent with oil content not exceeding fifteen ppm | | 21 Waivers for restricted voyages | | Reg. xiv.5.3.four | The International Oil Pollution Prevention Certificate should contain sufficient information to let the port State to determine if the ship complies with the waiver conditions regarding the phrase ''restricted voyages as determined by the Administration''. This may include a listing of ports, the maximum duration of the voyage betwixt ports having reception facilities, or similar conditions as established by the Administration. | | 22 Controls of discharge of oil | | Reg. fifteen | 22.1 Transfer of non-oil-cargo related oily residues to slop tanks of oil tankers | | 22.1.1 If non-oil-cargo related oily residues are transferred to slop tanks of oil tankers, the discharge of such residues should be in compliance with regulation 34. | | 22.one.2 The to a higher place interpretation should non be construed as relaxing any existing prohibition of piping arrangements connecting the engine-room and slop tanks which may permit cargo to enter the machinery spaces. Any arrangements provided for machinery space bilge discharges into slop tanks should incorporate adequate ways to prevent any backflow of liquid cargo and gases into the mechanism spaces. Whatsoever such arrangements do non constitute a relaxing of the requirements of regulation 14 with respect to oil filtering equipment. | | 23 Oil fuel | | Reg. 16.2 | 23.1 Large quantities of oil fuel | | 23.i.1 The phrase ''large quantities of oil fuel'' in regulation 16.ii refers to ships which are required to stay at bounding main for extended periods because of the item nature of their operation and trade. Nether the circumstances considered, these ships would be required to fill their empty oil fuel tanks with water ballast in order to maintain sufficient stability and prophylactic navigation conditions. | | 23.1.2 Such ships may include inter alia sure large angling vessels or body of water-going tugs. Certain other types of ships which for reasons of safety, such equally stability, may exist required to comport ballast in oil fuel tanks may also be included in this category. | | 24 Application of regulation 16.iv | | Reg. xvi.4 | When the separation of oil fuel tanks and water ballast tanks is unreasonable or impracticable for ships covered by regulation sixteen.four, anchor h2o may be carried in oil fuel tanks, provided that such ballast h2o is discharged into the sea in compliance with regulations 15.ii, 15.3, 15.five and 15.six or into reception facilities in compliance with regulation 15.nine. | | 25 Oil tankers used for the storage of dirty ballast | | Regs. eighteen, 19, 20, 33 and 35 | When an oil tanker is used as a floating facility to receive dirty ballast discharged from oil tankers, such a tanker is not required to comply with the provisions of regulations 18, 19, 20, 33 and 35. | | 26 SBT, CBT, COW and PL requirements | | Reg. 18.3.two | 26.1 Capacity of SBT | | For the purpose of awarding of regulation eighteen.3.2, the following operations of oil tankers are regarded as falling within the category of exceptional cases: | | | .i when combination carriers are required to operate below loading or unloading gantries; | | | .2 when tankers are required to laissez passer under a depression bridge; | | | .3 when local port or canal regulations require specific draughts for condom navigation; | | | .4 when loading and unloading arrangements require the tanker to be at a draught deeper than that achieved when all segregated ballast tanks are full; | | | .5 close-up inspection or/and steel thickness measurement using rafts where permitted past the rules; and | | | .vi tank hydrostatic pressure level tests. | | 27 Segregated ballast weather for oil tankers less than 150 metres in length | | Reg. 18.five | 27.1 In determining the minimum draught and trim of oil tankers less than 150 metres in length to be qualified as SBT oil tankers, the Assistants should follow the guidance set out in appendix 1. | | 27.two The formulae ready out in appendix 1 replace those set out in regulation eighteen.2, and these oil tankers should also comply with the atmospheric condition laid down in regulations xviii.3 and 18.4 in order to be qualified as SBT oil tankers. | | 28 Oil tankers every bit defined in regulation 1.28.3 of forty,000 tonnes deadweight and above with CBT and COW | | Regs. eighteen.7, 18.8 | 28.1 Oil tankers as defined in regulation ane.28.3 of xl,000 tonnes deadweight and higher up which are fitted with CBT and COW and designated every bit ''crude oil/product carriers'' in the Supplement to the IOPP Document operate as follows: | | | .ane They should always operate with CBT and neither crude oil nor product oil should exist carried in dedicated clean ballast tanks; and | | | .2 When carrying a consummate or partial cargo of crude oil they should, in the rough carrying tanks, also operate with Cow for sludge control. | | 28.ii Approved procedures by the Administration for changeover betwixt Cow and CBT modes on tankers with common or separate independent piping and pump arrangements for cargo and (CBT) ballast handling should be continuously adequate as long as carriage of crude oil in CBT fashion is not given as permissible. | | 29 Chapters of CBT | | Reg. 18.8 | 29.1 For the purposes of determining the capacity of CBT, the following tanks may be included: | | | .ane segregated ballast tanks; and | | | .2 cofferdams and fore and afterwards peak tanks, provided that they are exclusively used for the carriage of anchor water and are connected with permanent piping to ballast h2o pumps. | | 30 CBT oil content meter | | Reg. 18.8.3 | The discharge of anchor from the dedicated make clean anchor tanks should be continuously monitored (only not necessarily recorded) past the oil content meter required past regulation 18.eight.three so that the oil content, if any, in the ballast water can be observed from time to time. This oil content meter is not required to come into operation automatically. | | 31 Protective location of SBT | | Regs. eighteen.12 to 18.15 | 31.one The measurement of the minimum width of wing tanks and of the minimum vertical depth of double bottom tanks should be taken and values of protective areas (PAc and PAs) should be calculated in accord with the ''Interim recommendation for a unified interpretation of regulations 18.12 – eighteen.15 – Protective location of segregated ballast spaces'' set out in appendix 2. | | 31.2 Ships being built in accordance with this interpretation should be regarded as coming together the requirements of regulations 18.12 – 18.15 and would non need to be altered if different requirements were to result from a later on interpretation. | | 31.3 If, in the opinion of the Administration, whatsoever oil tanker the keel of which was laid or which was at a similar stage of construction before 1 July 1980 complies with the requirements of regulation 18.12 – 18.fifteen without taking into account the to a higher place Acting Recommendation, the Administration may accept such tanker every bit complying with regulations eighteen.12 – xviii.15. | | 32 Oil tankers with independent tanks | | Reg. nineteen | Oil tankers with independent tanks are considered as double-hull oil tankers, provided that they are designed and constructed to be such that the minimum distances between the cargo tank boundaries and send lesser and side-shell plating comply with the provisions of regulation 19. | | 33 Width of fly tanks and height of double bottom tanks at turn of the bilge expanse | | Reg. nineteen.three.iii | The requirements of Reg. 19.iii.iii at turn of the bilge areas are applicable throughout the entire tank length. | | 34 Amass capacity of ballast tanks | | Reg. 19.4 | 34.1 Whatever ballast carried in localized inboard extensions, indentations or recesses of the double hull, such as bulkhead stools, should be backlog anchor in a higher place the minimum requirement for segregated ballast capacity according to regulation 18. | | 34.two In computing the aggregate chapters under regulation 19.3.four, the following should be taken into account: | | | .1 the capacity of engine-room ballast tanks should be excluded from the aggregate capacity of ballast tanks; | | | .ii the chapters of ballast tank located inboard of double hull should be excluded from the aggregate capacity of ballast tanks (see figure 1). | | | .3 spaces such as void spaces located in the double hull inside the cargo tank length should exist included in the aggregate capacity of ballast tanks (see figure two). | | 35 Definition of double side fly tanks | | Reg. 19.6.2 | 35.1 Wing tanks required for the protection of the entire cargo tank length by regulation 19.6.2, for the purpose of compliance with regulation 21.iv.ii, can be used as cargo tanks for the carriage of oil other than heavy form oils when the ship is provided with cargo tanks so arranged that the capacity of each cargo tank does not exceed 700 thouiii. | | 36 Definition of Category 2 oil tanker | | Reg. twenty.3.two | Any Category two oil tanker must be provided with segregated anchor tanks protectively located (SBT/PL). | | 37 Major conversion in respect of regulation twenty.4 | | Reg. xx.4 | For the purpose of determining the awarding date for the requirements of regulation 20.4 of MARPOL Annex I, where an oil tanker has undergone a major conversion, as divers in regulation one of MARPOL Addendum I, that has resulted in the replacement of the forebody, including the entire cargo carrying section, the major conversion completion date of the oil tanker shall be deemed to be the appointment of delivery of the transport referred to in regulation 20.4 of MARPOL Annex I, provided that: | | | .one the oil tanker conversion was completed before 6 July 1996; | | | .2 the conversion included the replacement of the entire cargo section and fore-body and the tanker complies with all the relevant provisions of MARPOL Addendum I applicable at the appointment of completion of the major conversion; and | | | .3 the original commitment date of the oil tanker will use when considering the fifteen years of age threshold relating to the first CAS survey to be completed in accordance with regulation 20.6 of MARPOL Annex I. | | 38 Wing tanks and double bottom spaces of tankers as divers in regulation i.28.v used for water ballast | | Reg. 20.six | 38.i If the wing tanks and double bottom tanks referred to in regulation 20.half dozen are used for h2o ballast, the anchor arrangement should at least be in compliance with the Revised specifications for oil tankers with defended CBT (resolution A.495(XII)). | | 39 Definition of ''heavy grade oil'' | | Reg. 21.ii.2 | The reference to ''fuel oils'' in the definition of ''heavy class oil'' in regulation 21.2.two should exist interpreted as referring to oils, other than rough oils, having either a density at 15°C higher than 900 kg/grandthree or a kinematic viscosity at 50°C greater than 180 mmtwo/due south. | | 40 Requirements for the Status Assessment Scheme (CAS) | | Reg. 21.half-dozen.1 | The first CAS survey shall be carried out concurrent with the commencement intermediate or renewal survey: – afterwards five April 2005, or
– after the date when the ship reaches fifteen years of age, whichever occurs later. | | 41 Pump-room bottom protection | | Reg. 22.5 | The term pump-room means a cargo pump-room. Ballast pipage is permitted to be located within the pump-room double bottom provided whatever impairment to that piping does not render the ship's pumps located in the ''pump-room'' ineffective. The double bottom protecting the ''pump-room'' tin can be a void tank, a ballast tank or, unless prohibited by other regulations, a fuel oil tank. | | 42 Tank size limitation and damage stability | | Reg. 24.1.ii | 42.1 Bottom harm assumptions | | When applying the figures for bottom damage within the frontwards part of the ship equally specified in regulation 24.ane.2 for the purpose of computing both oil outflow and harm stability, 0.350 from the frontward perpendicular should be the aftermost point of the extent of damage. | | 43 Hypothetical oil outflow for combination carriers | | Reg. 25 | For the purpose of calculation of the hypothetical oil outflow for combination carriers: | | | .1 the book of a cargo tank should include the volume of the hatchway up to the top of the hatchway coamings, regardless of the construction of the hatch, but may not include the volume of any hatch cover; and | | | .2 for the measurement of the volume to moulded lines, no deduction should be made for the volume of internal structures. | | 44 Calculation of hypothetical oil outflow | | Reg. 25.1.2 | In a case where the width bi is not constant along the length of a particular wing tank, the smallest bi value in the tank should be used for the purposes of assessing the hypothetical outflows of oil O c and O s. | | 45 Intact stability | | Reg. 27 | 42.one Bottom harm assumptions | | 45.i The vessel should be loaded with all cargo tanks filled to a level corresponding to the maximum combined total of vertical moment of volume plus free surface inertia moment at 0° heel, for each individual tank. Cargo density should correspond to the bachelor cargo deadweight at the deportation at which transverse KM reaches a minimum value, assuming full departure consumables and 1% of the total water ballast capacity. The maximum free surface moment should be assumed in all ballast conditions. For the purpose of calculating GM0, liquid gratis surface corrections should be based on the appropriate upright free surface inertia moment. The righting lever curve may be corrected on the basis of liquid transfer moments. | | 45.2 For proving compliance with regulation 27 of Addendum I to MARPOL 73/78, every bit an culling to the loading case described in MARPOL Unified Estimation 45.1 it is accepted to comport out an all-encompassing analysis covering all possible combinations of cargo and anchor tank loading. For such extensive analysis conditions, it is considered that: | | | .i weight, centre of gravity co-ordinates and free surface moment for all tanks should be co-ordinate to the actual content considered in the calculations; and | | | .ii the all-encompassing calculations should exist carried out in accordance with the following: . | | | | .2.1 the draughts should be varied between light ballast and scantling draught; | | | | .two.2 consumables including only not restricted to fuel oil, diesel oil and fresh water corresponding to 97%, 50% and 10% content should be considered; | | | | .2.iii for each draught and variation of consumables, the available deadweight should contain ballast water and cargo, such that combinations between maximum ballast and minimum cargo and vice versa are covered. In all cases, the number of anchor and cargo tanks loaded should be chosen to reflect the worst combination of VCG and free surface effects. Operational limits on the number of tanks considered to exist simultaneously slack and exclusion of specific tanks should not be permitted. All anchor tanks should have at least 1% content; | | | | .ii.4 cargo densities between the lowest and highest intended to be carried should be considered; and | | | | .ii.5 sufficient steps between all limits should exist examined to ensure that the worst weather condition are identified. A minimum of 20 steps for the range of cargo and anchor content, between one% and 99% of total chapters, should be examined. More than closely spaced steps nearly disquisitional parts of the range may exist necessary. | | At every stage the criteria described in paragraph 1 of regulation 27 should be met. | | 46 Operating draught | | Reg. 28.1 | With regard to the term ''whatever operating draught reflecting actual fractional or full load weather condition'', the data required should enable the damage stability to be assessed under conditions the same every bit or similar to those under which the ship is expected to operate. | | 47 Suction wells | | Reg. 28.ii | For the purpose of determining the extent of causeless impairment under regulation 28.2, suction wells may exist neglected, provided such wells are not excessive in area and extend below the tank for a minimum distance and in no case more than half the height of the double bottom. | | 48 Tanks with smooth walls | | Reg. 29.2.iii.3 | The term ''tanks with smoothen walls'' should be taken to include the main cargo tanks of oil/majority/ore carriers which may be synthetic with vertical framing of a pocket-sized depth. Vertically corrugated bulkheads are considered shine walls. | | 49 Pumping and piping arrangements | | Reg. 29.ii.iii.3 | 49.1 Piping arrangements for discharge in a higher place the waterline | | 49.1.1 Under regulation 30.2, lines for discharge to the ocean above the waterline must be led either: | | | .1 to a transport's discharge outlet located above the waterline in the deepest ballast condition; or | | | .two to a midship discharge manifold or, where fitted, a stern or bow loading/discharge facility above the upper deck. | | 49.i.2 The ship'due south side discharge outlet referred to in 49.one.i.1 should exist and then located that its lower border volition not exist submerged when the ship carries the maximum quantity of ballast during its ballast voyages, having regard to the blazon and trade of the send. The belch outlet located above the waterline in the post-obit ballast condition will be accepted as complying with this requirement: | | | .one on oil tankers not provided with SBT or CBT, the ballast status when the ship carries both normal departure ballast and normal clean ballast simultaneously; and | | | .2 on oil tankers provided with SBT or CBT, the ballast condition when the ship carries ballast water in segregated or dedicated clean anchor tanks, together with additional anchor in cargo oil tanks in compliance with regulation xviii.iii. | | 49.one.3 The Administration may have piping arrangements which are led to the ship's side discharge outlet located higher up the divergence anchor waterline but not above the waterline in the deepest ballast status, if such arrangements accept been fitted before 1 January 1981. | | 49.i.4 Although regulation thirty.two does not preclude the employ of the facility referred to in 49.ane.ane.2 for the discharge of ballast h2o, it is recognized that the use of this facility is not desirable, and it is strongly recommended that ships be provided with either the side discharge outlets referred to in 49.1.one.1 or the part flow arrangements referred to in regulation xxx.half-dozen.v. | | fifty Minor diameter line | | Reg. xxx.4.two | 50.1 For the purpose of application of regulation 30.4.2, the cross-sectional area of the small bore line should not exceed: | | | .1 10% of that of a main cargo belch line for oil tankers delivered after i June 1982, as divers in regulation 1.28.4, or oil tankers delivered on or before ane June 1982, as defined in regulation one.28.iii, not already fitted with a small diameter line; or | | | .2 25% of that of a main cargo discharge line for oil tankers delivered on or before 1 June 1982, equally defined in regulation one.28.iii, already fitted with such a line. (Run across paragraph 4.iv.v of the revised COW Specifications contained in resolution A.446(XI) as amended by the Organization by resolutions A.497(XII) and A.897(21)). | | 50.two Connection of the small diameter line to the manifold valve | | The phrase ''connected outboard of'' with respect to the small diameter line for discharge ashore should be interpreted to mean a connectedness on the downstream side of the tanker'due south deck manifold valves, both port and starboard, when the cargo is existence discharged. This arrangement would permit drainage back from the tanker's cargo lines to be pumped ashore with the tanker'southward manifold valves closed through the same connections as for main cargo lines (see the sketch shown in appendix 3). | | 51 Part flow system specifications | | Reg. 30.6.5.2 | The Specifications for the Blueprint, Installation and Performance of a Part Flow System for Control of Overboard Discharges referred to in regulation 30.vi.5.ii is set out in appendix four. | | 52 Examples of positive means | | Reg. 30.vii | Examples of positive means may take the grade of blanks, spectacle blanks, pipeline blinds, evacuation or vacuum systems, or air or water pressure systems. In the event that the evacuation or vacuum systems, or air or water pressure systems are used, and then these systems are to be equipped with both a pressure gauge and alarm arrangement to enable the continuous monitoring of the status of the pipeline section, and thereby the valve integrity, betwixt the sea chest and inboard valves. | | 53 Total quantity of discharge | | Reg. 34.one.5 | The phrase ''the full quantity of the particular cargo of which the remainder formed a part'' in regulation 34.ane.5 relates to the full quantity of the particular cargo which was carried on the previous voyage and should not be construed as relating simply to the total quantity of cargo which was contained in the cargo tanks into which water ballast was afterwards loaded. | | 54 Shipboard oil pollution emergency program | | Reg. 37.1 | Equivalent provision for awarding of requirement for oil pollution emergency plans | | Any fixed or floating drilling rig or other offshore installation when engaged in the exploration, exploitation or associated offshore processing of sea-bed mineral resources, which has an oil pollution emergency program co-ordinated with, and approved in accord with procedures established by, the littoral Country, should be regarded equally complying with regulation 37. | | 55 Acceptable reception facilities for substances regulated by regulation 2.four | | Reg. 38 | Unloading ports receiving substances regulated by regulation 2.4 (which include inter alia high-density oils) should have adequate facilities defended for such products, allowing the entire tankcleaning performance to be carried out in the port, and should have adequate reception facilities for the proper discharge and reception of cargo residues and solvent necessary for the cleaning functioning in accord with paragraph 6.2 of the Unified Interpretations. | | 56 Requirements for fixed or floating platforms | | Reg. 39 Art. 2(iii)(b)(ii) | 56.1 Awarding of MARPOL 73/78 | | 56.ii In that location are five categories of discharges that may exist associated with the operation of stock-still or floating platforms covered past this regulation when engaged in the exploration and exploitation of mineral resource, i.due east.: | | | .1 mechanism space drainage; | | | .2 offshore processing drainage; | | | .3 production water discharge; | | | .4 displacement water discharge; and | | | .5 contaminated seawater from operational purposes such as produced oil tank cleaning water, produced oil tank hydrostatic testing water, water from ballasting of produced oil tank to deport out inspection past rafting. | | Only the discharge of machinery space drainage and contaminated anchor should be field of study to MARPOL 73/78 (see diagram shown in appendix five). | * † | 
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