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INTERNATIONAL MARITIME ORGANIZATION

IMO

E

MARINE ENVIRONMENT PROTECTION COMMITTEE 49th session Agenda item 22

MEPC 49/22/Add.2 13 August 2003 Original: ENGLISH

REPORT OF THE MARINE ENVIRONMENT PROTECTION COMMITTEE ON ITS FORTY-NINTH SESSION

Attached are annexes 13 to 25 to the report of the Marine Environment Protection Committee on its forty-ninth session (MEPC 49/22).

***

MEPC 49/22/Add.2


ANNEX 13

RESOLUTION MEPC.107(49)

Adopted on 18 July 2003

REVISED GUIDELINES AND SPECIFICATIONS FOR POLLUTION PREVENTION EQUIPMENT FOR MACHINERY SPACE BILGES OF SHIPS

THE MARINE ENVIRONMENT PROTECTION COMMITTEE,

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

NOTING resolution MEPC.60(33) adopted on 30 October 1992 by which the Marine Environment Protection Committee adopted, at its thirty-third session, the revised Guidelines and Specifications for Pollution Prevention Equipment for Machinery Space Bilges of Ships and invited Governments to adopt and apply them to the maximum possible extent which they found reasonable and practicable and to report to the Organization the results of such application,

NOTING FURTHER the provisions of regulation 16(5) of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 thereto (MARPOL 73/78), in which reference is made to the above-mentioned specifications,

RECOGNIZING the advancement of technology, as well as the amendments to Annex I

of MARPOL 73/78 on its operational discharge requirements which were adopted by the Marine Environment Protection Committee in 1992 and which entered into force on 6 July 1993,

HAVING CONSIDERED, at its forty-ninth session, the Revised Guidelines and

Specifications developed by the Sub-Committee on Ship Design and Equipment in the light of the requirements of Annex I of MARPOL 73/78,

1. ADOPTS the Revised Guidelines and Specifications for Pollution Prevention Equipment for Machinery Space Bilges of Ships, the text of which is set out in the annex to this resolution, which supersedes the recommendations contained in resolution MEPC.60(33); 2. INVITES Governments to:

(a) implement the Revised Guidelines and Specifications and apply them so that all equipment installed on board on or after 1 January 2005 meets these Revised Guidelines and Specifications in so far as is reasonable and practicable; and

(b) provide the Organization with information on experiences gained from their

application and, in particular, on successful testing of equipment against the Specifications;

MEPC 49/22/Add.2 ANNEX 13 Page 2


3. REQUESTS the Secretariat, on the basis of information received, to maintain and update a list of approved equipment and to circulate it once a year to Governments; and 4. FURTHER INVITES Governments to issue an appropriate �Certificate of type approval� as referred to in paragraph 5.2.1 of the Specifications and to recognize such certificates issued under the authority of other Governments as having the same validity as certificates issued by them.

MEPC 49/22/Add.2 ANNEX 13

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ANNEX

REVISED GUIDELINES AND SPECIFICATIONS FOR POLLUTION PREVENTION

EQUIPMENT FOR MACHINERY SPACES OF SHIPS

TABLE OF CONTENTS 1 Introduction 2 Background 3 Definitions 4 Technical specifications 5 Specifications for type approval testing of pollution prevention equipment 6 Installation requirements ANNEX Part 1 - Test and performance specifications for type approval of 15 ppm bilge separators Part 2 - Test and performance specifications for type approval of 15 ppm bilge alarms Part 3 - Specifications for environmental testing for type approval of pollution prevention

equipment Part 4 - Method for the determination of the oil content Part 5 - Documentation of approval APPENDIX 1 - Certificate of type approval for 15 ppm bilge separator APPENDIX 2 - Certificate of type approval for 15 ppm bilge alarm



REVISED GUIDELINES AND SPECIFICATIONS FOR POLLUTION PREVENTION

EQUIPMENT FOR MACHINERY SPACE BILGES OF SHIPS

1 INTRODUCTION 1.1 General 1.1.1 The specifications in respect of 15 ppm Bilge Separators are considered to be applicable for use in conjunction with oily bilge-water and ballast water from fuel oil tanks, as these are of a low or medium capacity, and are conditioned by the need to avoid discharging oil mixtures with an oil content more than 15 ppm of the mixture. 1.1.2 It is recognized that the development and testing of high capacity separating equipment designed for dealing with effluent from cargo tanks on tankers pose special problems and such equipment does not require to be tested under these specifications. Such development and tests should not be hindered and Administrations should be prepared to accept deviations from these specifications when they are considered necessary in this context. 1.1.3 It should be understood that a 15 ppm Bilge Separator must be capable of handling any oily mixtures from the machinery space bilges and be expected to be effective over the complete range of oils which might be carried on board ship, and deal satisfactorily with oil of very high relative density, or with a mixture presented to it as an emulsion. Cleansing agents, emulsifiers, solvents or surfactants used for cleaning purposes may cause the bilge water to emulsify. Proper measures should be taken to minimize the presence of these substances in the bilges of a ship. With the possibility of emulsified bilge water always present the 15 ppm Bilge Separator must be capable of separating the oil from the emulsion to produce an effluent with an oil content not exceeding 15 ppm. 1.1.4 Where a range of 15 ppm Bilge Separators of the same design, but of different capacities, requires certification in accordance with these specifications, the Administration may accept tests in two capacities within the range, in lieu of tests on every size, providing that the two tests actually performed are from the lowest quarter and highest quarter of the range. Training 1.1.5 Ship staff training should include familiarization in the operation and maintenance of the equipment. Maintenance 1.1.6 The routine maintenance of the 15 ppm Bilge Separator and the 15 ppm Bilge Alarm system should be clearly defined by the manufacturer in the associated Operating and Maintenance Manuals. All routine and repair maintenance to be recorded. 1.1.7 Regulations referred to in these Guidelines and Specifications are those contained in Annex I of MARPOL 73/78.


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1.2 Purpose 1.2.1 These Guidelines and Specifications contain requirements regarding the design, installation, performance and testing of pollution prevention equipment required by regulation 16. 1.2.2 The purpose of these Guidelines and Specifications is:

.1 to provide a uniform interpretation of the requirements of regulation 16; .2 to assist Administrations in determining appropriate design, construction and

operational parameters for pollution prevention equipment when such equipment is fitted in ships flying the flag of their State;

.3 to define test and performance requirements for pollution prevention equipment;

and .4 to provide guidance for installation requirements.

1.3 Applicability 1.3.1 These Guidelines and Specifications apply:

.1 to installations fitted to ships, the keel of which are laid or which are at a similar stage of construction on or after 1 January 2005; and

.2 to new installations fitted on or after 1 January 2005 to ships, the keel of which

were laid or which were at a similar stage construction before 1 January 2005 in so far as is reasonable and practicable.

1.3.2 The Guidelines and Specifications adopted under resolutions A.393(X) and MEPC.60(33) are not applicable to ships to which these new Guidelines and Specifications apply. 1.3.3 Installations fitted to ships the keel of which were laid or which were at a similar stage of construction before 1 January 2005 should comply either:

.1 with the Recommendation on International Performance and Test Specifications for Oily-Water Separating Equipment and Oil Content Meters adopted under resolution A.393(X), for equipment installed on board on or after 14 November 1978, as applicable; or

.2 with the Guidelines and Specifications adopted under resolution MEPC.60(33),

for pollution prevention equipment installed on board on or after 30 April 1994, as applicable; or

with the requirements contained in these Guidelines and Specifications. 1.4 Summary of requirements 1.4.1 The approval requirements for pollution prevention equipment specified in these Guidelines and Specifications are summarized below:



.1 the 15 ppm Bilge Separator should be tested for type approval in accordance with the procedures described in part 1 of the annex, subject to environmental tests specified in part 3 of the annex; and

.2 the oil content meter for the 15 ppm Bilge Separator effluent discharge,

hereinafter referred to as the 15 ppm Bilge Alarm should be tested for type approval in accordance with part 2 of the annex, subject to the environmental tests specified in part 3 of the annex.

2 BACKGROUND 2.1 The requirements of Annex I of MARPOL 73/78 relating to pollution prevention equipment for ships are set out in regulation 16, which stipulates that ships of 400 gross tonnage and above should be installed with approved equipment.

2.2 Regulation 16(5) stipulates that the oil content of the effluent from 15 ppm Bilge Separators should not exceed 15 ppm. The 15 ppm Bilge Alarm shall activate to indicate when this level cannot be maintained, and initiate automatic stop of overboard discharge of oily mixtures where applicable. 3 DEFINITIONS 3.1 Pollution prevention equipment For the purpose of these Guidelines and Specifications pollution prevention equipment installed in a ship in compliance with regulation 16 comprises:

.1 15 ppm Bilge Separator; .2 15 ppm Bilge Alarm; and .3 automatic stopping device

3.2 15 ppm Bilge Separator �15 ppm Bilge Separator� may include any combinations of a separator, filter, coalescer or other means, and also a single unit designed to produce an effluent with oil content not exceeding 15 ppm. 3.3 15 ppm Bilge Alarm The alarm arrangements specified in regulation 16(5) are referred to in these Guidelines and Specifications as a �15 ppm Bilge Alarm�. 3.4 ppm �ppm� means parts of oil per million parts of water by volume.


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3.5 ppm display �ppm display� is a numerical scale display of the 15 ppm Bilge Alarm. 3.6 Automatic Stopping Device The automatic stopping device is a device used, where applicable, to automatically stop any discharge overboard of oily mixture when the oil content of the effluent exceeds 15 ppm. The automatic stopping device should consist of a valve arrangement installed in the effluent outlet line of the 15 ppm Bilge Separator which automatically diverts the effluent mixture from being discharged overboard back to the ship�s bilges or bilge tank when the oil content of the effluent exceeds 15 ppm. 4 TECHNICAL SPECIFICATIONS 4.1 15 ppm Bilge Separator 4.1.1 The 15 ppm Bilge Separator should be strongly constructed and suitable for shipboard use, bearing in mind its intended location on the ship. 4.1.2 It should, if intended to be fitted in locations where flammable atmospheres may be present, comply with the relevant safety regulations for such spaces. Any electrical equipment which is part of the 15 ppm Bilge Separator should be based in a non-hazardous area, or should be certified by the Administration as safe for use in a hazardous area. Any moving parts which are fitted in hazardous areas should be arranged so as to avoid the formation of static electricity. 4.1.3 The 15 ppm Bilge Separator should be so designed that it functions automatically. However, fail-safe arrangements to avoid any discharge in case of malfunction should be provided. 4.1.4 Changing the feed to the 15 ppm Bilge Separator from bilge water to oil, bilge water to emulsified bilge water, or from oil and/or water to air should not result in the discharge overboard of any mixture containing more than 15 ppm of oil. 4.1.5 The system should require the minimum of attention to bring it into operation. In the case of equipment used for engine room bilges, there should be no need for any adjustment to valves and other equipment to bring the system into operation. The equipment should be capable of operating for at least 24 hours of normal duty without attention. 4.1.6 All working parts of the 15 ppm Bilge Separator which are liable to wear or to damage should be easily accessible for maintenance. 4.2 15 ppm Bilge Alarm 4.2.1 These Specifications relate to 15 ppm Bilge Alarms. 4.2.2 The 15 ppm Bilge Alarm should resist corrosion in conditions of the marine environment. 4.2.3 The 15 ppm Bilge Alarm should, if intended to be fitted in locations where flammable atmosphere may be present, comply with the relevant safety regulations for such spaces. Any electrical equipment which is part of the 15 ppm Bilge Alarm should be placed in a



non-hazardous area, or should be certified by the Administration as safe for use in a hazardous atmosphere. Any moving parts which are fitted in hazardous areas should be arranged so as to avoid the formation of static electricity. 4.2.4 The 15 ppm Bilge Alarm should not contain or use any substance of a dangerous nature, unless adequate arrangements, acceptable to the Administration, are provided to eliminate any hazards introduced thereby. 4.2.5 A ppm display should be provided. The ppm display should not be affected by emulsions and/or the type of oil given that the test fluid detailed in paragraph 1.2.4 of part 1 of the annex is deemed to represent a mixture that may be expected in the machinery space bilges of a ship. It should not be necessary to calibrate the 15 ppm Bilge Alarm on board ship, but onboard testing according to the manufacturers instructions shall be permitted. The accuracy of the readings should at all times remain within the limit specified in paragraph 2.2.1 of part 2 of the annex. 4.2.6 The response time of the 15 ppm Bilge Alarm, that is, the time which elapses between an alteration in the sample being supplied to the 15 ppm Bilge Alarm and the ppm display showing the correct response, should not exceed 5 seconds. 4.2.7 The 15 ppm Bilge Alarm should be fitted with an electrical/electronic device which should be pre-set by the manufacturer to activate when the effluent exceeds 15 ppm. This should also operate automatically if at any time the 15 ppm Bilge Alarm should fail to function, require a warm-up period or otherwise be de-energized. 4.2.8 It is recommended that a simple means be provided aboard ship to check on instrument drift, repeatability of the instrument reading, and the ability to re-zero the instrument. 4.2.9 The 15 ppm Bilge Alarm should record date, time and alarm status, and operating status of the 15 ppm Bilge Separator. The recording device should also store data for at least eighteen months and should be able to display or print a protocol for official inspections as required. In the event the 15 ppm Bilge Alarm is replaced, means should be provided to ensure the data recorded remains available on board for 18 months. 4.2.10 To avoid wilful manipulation of 15 ppm Bilge Alarms, the following items should be included:

.1 every access of the 15 ppm Bilge Alarm beyond the essential requirements of paragraph 4.2.8 requires the breaking of a seal; and

.2 the 15 ppm Bilge Alarm should be so constructed that the alarm is always

activated whenever clean water is used for cleaning or zeroing purposes. 4.2.11 The accuracy of the 15 ppm Bilge Alarms should be checked at IOPP Certificate renewal surveys according to the manufacturers instructions. Alternatively the unit may be replaced by a calibrated 15 ppm Bilge Alarm. The calibration certificate for the 15 ppm Bilge Alarm, certifying date of last calibration check, should be retained onboard for inspection purposes. The accuracy checks can only be done by the manufacturer or persons authorized by the manufacturer.


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5 SPECIFICATION FOR TYPE APPROVAL TESTING OF POLLUTION PREVENTION EQUIPMENT

5.1 Testing requirements The production model of pollution prevention equipment, for which the approval will apply, should be identical to the equipment, type-tested in accordance with the test and performance specifications contained in part 1 or 2 of the annex to these Guidelines and Specifications. The equipment should also be type-tested in accordance with the specifications for environmental testing contained in part 3 of the annex. 5.2 Approval and certification procedures 5.2.1 Pollution prevention equipment which in every respect fulfils the requirements of these Guidelines and Specifications may be approved by the Administration for fitting on board ships. The approval should take the form of a certificate of type approval specifying the main particulars of the apparatus and any limiting conditions on its usage necessary to ensure its proper performance. Such certificate should be issued in the format shown in part 5 of the annex. A copy of the certificate of type approval for pollution prevention should be carried on board ships fitted with such equipment at all times. 5.2.2 A certificate of type approval for a 15 ppm Bilge Alarm should be issued and retained on board. 5.2.3 Approved pollution prevention equipment may be accepted by other countries for use on their vessels on the basis of the first trials, or after new tests carried out under the supervision of their own representatives. Should equipment pass a test in one country but fail a test of a similar nature in another country, then the two countries concerned should consult one another with a view to reaching a mutually acceptable agreement. 6 INSTALLATION REQUIREMENTS 6.1 15 ppm Bilge Separator 6.1.1 For future inspection purposes on board ship, a sampling point should be provided in a vertical section of the water effluent piping as close as is practicable to the 15 ppm Bilge Separator outlet. Re-circulating facilities should be provided, after and adjacent to the overboard outlet of the stopping device to enable the 15 ppm Bilge Separator system, including the 15 ppm Bilge Alarm and the automatic stopping device, to be tested with the overboard discharge closed (see figure 1). The re-circulating facility should be so configured as to prevent under all operating conditions any by-pass of the oily-water-separator. 6.1.2 The capacity of the supply pump should not exceed 110% of the rated capacity of the 15 ppm Bilge Separator with size of pump and motor to be stated on the Certificate of Type Approval. 6.1.3 The 15 ppm Bilge Separator should be fitted with a permanently attached plate giving any operational or installation limits considered necessary by the manufacturer or the Administration. 6.1.4 A vessel fitted with a 15 ppm Bilge Separator should, at all times, have on board a copy of the Operating and Maintenance manuals.



6.2 15 ppm Bilge Alarm 6.2.1 The layout of the installation should be arranged so that the overall response time (including the response time of the 15 ppm Bilge Alarm) between an effluent discharge from the 15 ppm Bilge Separator exceeding 15 ppm, and the operation of the Automatic Stopping Device preventing overboard discharge, should be as short as possible and in any case not more than 20 s. 6.2.2 The arrangement on board ship for the extraction of samples from the 15 ppm Bilge Separator discharge line to the 15 ppm Bilge Alarm should give a truly representative sample of the effluent with an adequate pressure and flow. 6.2.3 A vessel fitted with a 15 ppm Bilge Alarm should, at all times, have on board a copy of the Operating and Maintenance manuals.


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ANNEX The annex provides detailed Test and Performance Specifications for pollution prevention equipment and contains:

Part 1 - Test and Performance Specifications for Type Approval of 15 ppm Bilge Separators;

Part 2 - Test and Performance Specifications for Type Approval of 15 ppm Bilge

Alarms; Part 3 - Specification for Environmental Testing for Type Approval of pollution

prevention equipment; Part 4 - Method for the Determination of Oil Content; and Part 5 - Documentation of Approval.

PART 1 � TEST AND PERFORMANCE SPECIFICATIONS FOR TYPE APPROVAL OF

15 PPM BILGE SEPARATORS 1.1 General 1.1.1 These Test and Performance Specifications for Type Approval relate to 15 ppm Bilge Separators. In addition, the electrical and electronic systems of the 15 ppm Bilge Separator should be tested in accordance with the Specifications for Environmental Testing contained in part 3 of this annex. 1.1.2 The 15 ppm Bilge Separator being tested should comply with the relevant requirements of the technical specifications contained in section 4.1 of these Guidelines and Specifications. 1.2 Test Specifications 1.2.1 These Specifications relate to 15 ppm Bilge Separators. 15 ppm Bilge Separators should be capable of producing an effluent for discharge to the sea containing not more than 15 ppm of oil irrespective of the oil content of the feed supplied to it. 1.2.2 The influent, whether emulsified or non-emulsified, which the system has in practice to deal with, depends on:

.1 the position of the oil/water interface, with respect to the suction point, in the space being pumped;

.2 the type of pump used; .3 the type and degree of closure of any control valve in the circuit; and

.4 the general size and configuration of the system.



Therefore the test rig must be so constructed as to include not only the 15 ppm Bilge Separator, but also the pumps, valves, pipes and fittings as shown in figure 2. It is to be so designed for testing 15 ppm Bilge Separators with and without an integral supply pump.

- For the testing of 15 ppm Bilge Separators having no integral pump, the

centrifugal pump �A� (figure 2) is used to feed the 15 ppm Bilge Separator with valves 4 and 6 open, and valve 5 closed. The rate of flow from the centrifugal pump "A" is matched to the design throughput of the 15 ppm Bilge Separator by the adjustment of the centrifugal pump�s discharge valve.

- Where the 15 ppm Bilge Separator is fitted with an integral pump, the centrifugal

pump "A" is not required.

- A centrifugal pump "B" should be fitted to re-circulate the Test Fluid C in the tank to ensure that the Test Fluid C is maintained in a stable condition throughout the testing. Re-circulation is not required for Test Fluids A and B.

- To ensure a good mix of the Test Fluid and the water, a conditioning pipe as

specified in paragraph 1.2.5 of part 1 of this annex shall be fitted immediately before the 15 ppm Bilge Separator.

- Other valves, flow meters and sample points should be fitted to the test rig as

shown in figure 2.

- The pipe work should be designed for a maximum liquid velocity of 3 metres/second.

Figure 2 - Test rig

15 ppm Bilge

Separator

Auto. oil discharge

valve

PEffluent

Separated oil

Test fluid "A"

Water (clean water)

Centrifugal pump B

Centrifugal pump A

V1V4

V5

V6

V7

V2 V3 V8

FM

FM

Flowmeter

Conditioning pipe

Observation window

P

Test fluid "B"

Test fluid "C"

Sample point

Sample point Sample point

Sample point

RMG 35 (Test fluid A) (Test fluid B)

DMA


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1.2.3 The tests should be carried out with a supply rate equal to the full throughput for which the 15 ppm Bilge Separator is designed. 1.2.4 Tests should be performed using three grades of test fluids .1 Test Fluid �A� which is a marine residual fuel oil in accordance with ISO 8217,

type RMG 35 (density at 15oC not less than 980 kg/m3) .2 Test Fluid "B" which is a marine distillate fuel oil in accordance with ISO 8217,

type DMA (density at 15oC not less than 830 kg/m3). .3 Test Fluid "C" which is a mixture of an oil-in-fresh water emulsion, in the ratio

whereby 1 kg of the mixture consists of

- 947.8 g of fresh water;

- 25.0 g of Test Fluid �A"

- 25.0 g of Test Fluid �B�;

- 0.5 g surfactant (sodium salt of dodecylbenzene sulfonic acid) in the dry form;

- 1.7 g �iron oxides� (The term �iron oxide� is used to describe black ferrosoferric oxide (Fe3 O4) with a particle size distribution of which 90% is less than 10 microns, the remainder having a maximum particle size of 100 microns);

Note: Procedure for preparing Test Fluid C: (see example calculation)1

- Preparation

(1) measure out 1.2 times the quantity of surfactant required for the �Test with Test Fluid C� as described in 1.2.11; and

(2) mix it with fresh water and stir well in a small container (e.g., a

beaker or bucket) to make a mixture (�Mixture D�) until the surfactant has been thoroughly dissolved.

- To make Test Fluid C in the test fluid tank (figure 3),

(3) Fill test fluid tank with fresh water with a quantity 1.2 times the

volume of the total quantity of water in the test fluid �C� needed for the test described in 1.2.11.

1 Calculation of ingredients of Test Fluid� C� (Example: 2m3/h Bilge Separator). Operating period for the Test with Test Fluid �C� as per 1.2.11: 2.5 hours plus conditioning time (say 0.5hour) = 3 hours Net volume needed for the Test: Volume of test water: 2m3x 3 hours = 6m3 Volume Test Fluid �C�: 6% of test water = 0.06 x 6m3 = 0.36m3 Actual Volume to be prepared: Volume of Test Fluid �C� to be prepared: 1.2 times of the net volume of Test Fluid �C� = 1.2 x 0.36 = 0.432m3

Volume of fresh water in Test Fluid �C�: (947.8g/1000g) of Test Fluid �C� =0.9478 x 0.432 = 0.4094m3 Weight of Test Fluid �A�: (25g/1000g) of Test Fluid �C� =25/1000 x 0.432 x 1000 = 10.8kg Weight of Test Fluid �B�: (25g/1000g) of Test Fluid �C� = 25/1000 x 0.432 x 1000 = 10.8kg Weight of surfactant: (0.5g/1000g) of Test Fluid �C� = 0.5/1000 x 0.432 x 1000 = 0.216kg Weight of iron oxide: (1.7g/1000g) of Test Fluid �C�)=1.7/1000 x 0.432 x 1000 x 0.734kg



(4) Operate centrifugal pump B running at a speed of not less than 3,000 rpm (nominal) with a flow rate at which the volume of the test fluid has been changed out at least once per minute.

(5) Add �Mixture D� first, followed by oil and suspended solids (iron

oxides) respectively, both 1.2 times of the required amounts, to the fresh water in the tank,

(6) To establish a stable emulsion keep running the centrifugal pump B

for one hour and confirm no oil floats on the surface of the test fluid.

(7) After the one hour stated in paragraph (6) above keep running the

centrifugal pump B at reduced speed to approximately 10% of original flow rate, until the end of the test.

Figure 3 - Tank of Test Fluid �C�

Note: (1) The tank should be of a cylindrical shape. The level of the water should

be: 2D > H > 0.5D, when preparing Test Fluid �C�.

(2) Outlet going to centrifugal pump B should be placed at as low a position to the tank as possible.

(3) Inlet to the tank should be fitted at the center of tank bottom so that the

mixture flows upward to obtain uniform and stable emulsion.

If the 15 ppm Bilge Separator is fitted with heating facilities to allow the separated oil retained in it to be discharged when the automatic discharge valve is activated, the Certificate of Type Approval should be endorsed under the heading �Limiting Conditions Imposed� with the following statement: �The 15 ppm separator is fitted with heating facility.�

D

H

(1) Fresh water(2) Mixture D oils

suspended solid

Outlet

Inlet Centrifugal pumpB

To 15ppm bilgeseparator


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1.2.5 If the 15 ppm Bilge Separator includes an integrated feed pump, this 15 ppm Bilge Separator should be tested with that pump supplying the required quantity of Test Fluid and water to the 15 ppm Bilge Separator at its rated capacity. If the 15 ppm Bilge Separator is to be fed by the ship�s bilge pumps, then the unit will be tested by supplying the required quantity of Test Fluid and water mixture to the inlet of a centrifugal pump operating at not less that 1,000 rpm (see dotted line in figure 2). This pump should have a delivery capacity of not less than 1.1 times the rated capacity of the 15 ppm Bilge Separator at the delivery pressure required for the test. The variation in Test Fluid/water ratio will be obtained by adjusting valves on the Test Fluid and water suction pipes adjacent to the pump suction, and the flow rate of Test Fluid and water or the Test Fluid content of the supply to the 15 ppm Bilge Separator should be monitored. If a centrifugal pump is used, the excess pump capacity should be controlled by a throttle valve on the discharge side of the pump. In all cases, to ensure uniform conditions, the piping arrangements immediately prior to the 15 ppm Bilge Separator should be such that the influent to the 15 ppm Bilge Separator should have a Reynolds Number of not less than 10,000 as calculated in fresh water, a liquid velocity of not less than 1 metre per second and the length of the supply pipe from the point of Test Fluid injection to the 15 ppm Bilge Separator should have a length not less than 20 times its diameter. A mixture inlet sampling point and a thermometer pocket should be provided near the 15 ppm Bilge Separator inlet and an outlet sampling point and observation window should be provided on the discharge pipe. 1.2.6 In order to approach isokinetic sampling � i.e. the sample enters the sampling pipe at stream velocity � the sampling arrangement should be as shown in figure 4 and, if a cock is fitted, free flow should be effected for at least one minute before any sample is taken. The sampling points should be in pipes running vertically.

Figure 4 � Diagram of sampling arrangements

A Distance A, not greater than 400 mm B Distance B, sufficient to insert sampling bottle C Dimension C, straight length should not be less than 60 mm D Dimension D, pipe thickness should not be greater than 2mm E Detail E, chisel-edged chamfer (30o)



1.2.7 In the case of the 15 ppm Bilge Separator depending essentially on gravity, the feed to the system of the test water and Test Fluid mixture should be maintained at a temperature not greater than 40oC, and heating and cooling coils should be provided where necessary. The water shall have a density of not more than 1,015 at 20oC. In other forms of separation where the dependence of separation efficiency on temperature is not established, tests should be carried out over a range of influent temperatures representing the normal shipboard operating range of 10oC to 40oC or should be taken at a temperature in this range where the separation efficiency is known to be worst. 1.2.8 In those cases where, for the 15 ppm Bilge Separator, it is necessary to heat water up to a given temperature and to supply heat to maintain that temperature, the tests should be carried out at the given temperature. 1.2.9 The tests with Test Fluid �A� should be carried out as follows:

.1 To ensure that the 15 ppm Bilge Separator commences the test with the oil section full of Test Fluid and with the supply line impregnated with Test Fluid, the 15 ppm Bilge Separator should, after filling with water (density at 20oC not more than 1,015) and while in the operating condition, be fed with pure Test Fluid for not less than 5 min.

.2 The 15 ppm Bilge Separator should be fed with a mixture composed of between

5,000 and 10,000ppm of Test Fluid in water until steady conditions have been established. Steady conditions are assumed to be the conditions established after pumping through the 15 ppm Bilge Separator a quantity of Test Fluid/water mixture not less than twice the volume of the 15 ppm Bilge Separator. The test should then proceed for 30 min. Samples should be taken at the effluent outlet at 10 min and 20 min from the start of this period. At the end of this test, an air cock should be opened on the suction side of the pump and, if necessary, the oil and water valves should be slowly closed together, and a sample taken at the effluent discharge as the flow ceases (this point can be checked from the observation window).

.3 A test identical to that described in 1.2.9.2, including the opening of the air cock,

should be carried out with a mixture composed of approximately 25%* Test Fluid and 75%* water.

.4 The 15 ppm Bilge Separator should be fed with 100%* of Test Fluid for at least

5 min during which time the observation window should be checked for any oil discharge. Sufficient Test Fluid should be fed into the 15 ppm Bilge Separator to operate the automatic oil discharge valve. After the operation of the oil discharge valve, the test should be continued for 5 min using a 100%* Test Fluid supply in order to check the sufficiency of the oil discharge system.

.5 The 15 ppm Bilge Separator should be fed with water (density at 20oC not more

than 1,015) for 15 min. Samples of the separated water effluent are taken at the beginning of the test and after the first 10 min.

.6 A test lasting a minimum of 2 h should be carried out to check that the 15 ppm

Bilge Separator will operate continuously and automatically. This trial should use a cycle varying progressively from water to oily mixture with approximately 25%*

* Percentage of volume.


Page 17


Test Fluid content and back to water every 15 minutes, and should test adequately any automatic device which is fitted. The whole test sequence should be performed as a continuous programme. At the end of the test, while the 15 ppm Bilge Separator is being fed with 25%* Test Fluid, a water effluent sample should be taken for analysis.

1.2.10 The tests with Test Fluid �B� should be carried out as follows:

.1 The 15 ppm Bilge Separator should be fed with a mixture composed of between 5,000 and 10,000ppm of Test Fluid in water until steady conditions have been established. Steady conditions are assumed to be the conditions established after pumping through the 15 ppm Bilge Separator a quantity of Test Fluid/water mixture not less than twice the volume of the 15 ppm Bilge Separator. The test should then proceed for 30 min. Samples should be taken at the effluent outlet at 10 min and 20 min from the start of this period. At the end of this test, an air cock should be opened on the suction side of the pump and, if necessary, the oil and water valves should be slowly closed together, and a sample taken at the effluent discharge as the flow ceases (this point can be checked from the observation window).

.2 A test identical to that described in 1.2.10.1, including the opening of the air cock,

should be carried out with a mixture composed of approximately 25%* Test Fluid and 75%* water.

1.2.11 The tests with Test Fluid �C� should be carried out as follows:

.1 The 15 ppm Bilge Separator should be fed with a mixture composed of 6% Test Fluid �C� and 94% water to have emulsified oil content of 3,000 ppm in the test water until steady conditions have been established. Steady conditions are assumed to be the conditions established after pumping through the 15 ppm Bilge Separator a quantity of Test Fluid �C�/water mixture not less than twice the volume of the 15 ppm Bilge Separator.

.2 The test should then proceed for 2.5 h. Samples should be taken at the effluent outlet at 50 minutes and 100 minutes after conditioning. At the end of this test, an air cock should be opened on the suction side of the pump and, if necessary, the Test Fluid "C� and water valves should be slowly closed together, and a sample taken at the effluent discharge as the flow ceases (this point can be checked from the observation window).

1.2.12 Sampling should be carried out as shown in figure 4 so that the sample taken will suitably represent the fluid issuing from the effluent outlet of the 15 ppm Bilge Separator. 1.2.13 Samples should be taken in accordance with ISO 9377-2:2000. The sample is to be extracted on the same day of collection, and be sealed and labelled in the presence of a representative of the national authority and arrangements should be made for analysis as soon as possible and in any case within seven days provided the samples are being kept between 2ºC and 6ºC at laboratories approved by the Administration. 1.2.14 The oil content of the samples should be determined in accordance with part 4 of the annex. * Percentage of volume.



1.2.15 When accurate and reliable oil content meters are fitted at inlet and outlet of the 15 ppm Bilge Separator, one sample at inlet and outlet taken during each test will be considered sufficient if they verify, to within + 10%, the meter readings noted at the same instant. 1.2.16 In the presentation of the results, the following data testing methods and readings should be reported: .1 Properties of test fluids A and B:

- density at 15oC; - kinematic viscosity (centistokes @ 100oC /40oC); - flashpoint; - ash; and - water content;

.2 Properties of test fluid C:

- type of surfactant; - particle size percentage of the non soluble suspended solids; and - surfactant and iron oxide quality verification;

.3 Properties of the water in the water tank:

- density of water at 20ºC; and - details of any solid matter present;

.4 Temperature at the inlet to the 15 ppm Bilge Separator; .5 A diagram of the test rig; .6 A diagram of the sampling arrangement; and .7 The method used in analysis of all samples taken and the results thereof, together

with oil content meter readings, where appropriate.

PART 2 - TEST AND PERFORMANCE SPECIFICATIONS FOR TYPE APPROVAL OF 15 PPM BILGE ALARMS

2.1 General 2.1.1 These Test and Performance Specifications relate to 15 ppm Bilge Alarms. In addition, the electrical and electronic section of these systems should be in accordance with the Specifications for Environmental Testing contained in part 3 of this annex. 2.1.2 The 15 ppm Bilge Alarm being tested should comply with all the relevant requirements of the technical specifications contained in section 4.2 of these Guidelines and Specifications.


Page 19


2.2 Test specifications 2.2.1 For a 15 ppm Bilge Alarm, the accuracy should be within + 5 ppm. The accuracy of a 15 ppm Bilge Alarm should remain within the above limits despite the presence of contaminants other than oil, and the power supply varying by 10% from the design value � i.e. in respect of electricity, compressed air, etc. 2.2.2 The sampling arrangement for the test rig should be such that a representative homogeneous sample is obtained under all conditions of operation and under all operational proportions of oil content. The sample should be obtained from the full flow through the 15 ppm Bilge Alarm, but when this is impracticable the sampling arrangements shown in figure 4 in part 1 should be used. Special care should be given to this stage of the process and the validity of the resultant findings. 2.2.3 During the various tests, the response time of the 15 ppm Bilge Alarm should be checked and it should be noted whether alarms operate adequately when a pre-stated threshold is exceeded. 2.2.4 A diagrammatic arrangement of a test facility for evaluating the performance of the 15 ppm Bilge Alarm is given in figure 5. The accuracy of the 15 ppm Bilge Alarm will be determined by comparing its readings against a known flow of Test Fluid injected into a known flow of water. The grab samples taken will be analysed in a laboratory by the methods specified in part 4 of this annex. The results of the laboratory analysis will be used for correction and to indicate sampling and test equipment variability. The water flow rate will be adjusted so that the entire Test Fluid-water flow passes through the 15 ppm Bilge Alarm, except the intermittent grab sample stream. Special care should be given to keep, continuously, a constant Test Fluid content in the water that flows into the 15 ppm Bilge Alarm. The metering pumps should be adjusted to deliver a nearly continuous quantity of Test Fluid. If Test Fluid injection becomes intermittent at low concentrations, the Test Fluid may be pre-mixed with water to provide continuous flow. The Test Fluid injection point should be immediately up-stream of the 15 ppm Bilge Alarm inlet to minimize time lags. Calibration test 2.2.5 The 15 ppm Bilge Alarm will be calibrated and zeroed as per the manufacturer�s instructions. It will then be tested with the three test fluids "A", "B" and "C", as specified in paragraph 1.2.4 of part 1 of the annex, at the following oil concentrations in parts per million: 0, 15, and at the full scale of the meter. Each concentration test will last for 15 min. Following each concentration test, the 15 ppm Alarm will be run on oil-free water for 15 min and the reading noted. If it proves necessary to re-zero or re-calibrate the 15 ppm Bilge Alarm during this test, this fact will be noted.



Figure 5 - Diagrammatic arrangements of test facilities

Contaminant and colour test 2.2.6 The 15 ppm Bilge Alarm should undergo contaminant and colour tests as follows:

.1 the 15 ppm Bilge Alarm should be run on a mixture of clean water and 10 ppm Test Fluid �B� and reading noted;

.2 the water supply should be changed from 10 ppm Test Fluid �B� and clean water to 10 ppm Test Fluid �B� and water contaminated with iron oxide in a concentration of 10 ppm;

.3 any shift in the 15 ppm Bilge Alarm reading should be noted. The reading should

be within the accuracy limits specified in paragraph 2.2.1;

.4 the procedure specified in .2 and .3 above should be repeated with iron oxide concentrations of 50 ppm and 100 ppm respectively;

.5 the 15 ppm Bilge Alarm should be run on a mixture of clean water and 10 ppm

Test Fluid �B� and its reading noted;

.6 the water supply should be changed from clean water to very salt water (a solution of 6% common salt with clean water);

.7 any shift in the 15 ppm Bilge Alarm reading should be noted. The reading should

be within the accuracy limits specified in paragraph 2.2.1; and

.8 sufficient water should be available in the mixing tank to ensure an effective test of not less than 15 min.


Page 21


Sample pressure or flow test 2.2.7 The 15 ppm Bilge Alarm should be run on a 15 ppm Test Fluid �B� sample. The water pressure or flow rate of the mixture should be adjusted from one half normal, normal and twice normal. Any effect of these changes on the 15 ppm Bilge Alarm ppm display reading should be noted and recorded on the Certificate. This test may require modification for 15 ppm Bilge Alarms with flow or pressure regulators or 15 ppm Bilge Alarms designed to discharge into an ambient pressure sump. Shut off tests 2.2.8 The 15 ppm Bilge Alarm should be run on a 15 ppm Test Fluid �B� sample. The water and Test Fluid injection pumps should be shut off. The 15 ppm Bilge Alarm will be left turned on with no other changes made. After 8 hours, the water and Test Fluid injection pump should be turned on and set to provide the mixture of 15 ppm. The 15 ppm Bilge Alarm ppm display readings before and after each test and any damage to the 15 ppm Alarm should be noted and recorded on the Certificate. Utilities supply variation test 2.2.9 If the 15 ppm Bilge Alarm requires any utilities besides electricity, it should be tested with these utilities at 110% and 90% of the design figures. Calibration and zero drift test 2.2.10 The 15 ppm Bilge Alarm should be calibrated and zeroed. A 15 ppm Test Fluid �B� sample will run through the 15 ppm Bilge Alarm for eight hours and any calibration drift noted. Following this, the 15 ppm Bilge Alarm should run on oil-free water and any zero drift noted and recorded on the Certificate. During this test grab samples should be taken 0, 2, 4, 6, and 8 hours into the test schedule to verify any calibration drift. Response time test 2.2.11 The response time is to be taken for the 15 ppm Bilge Alarm to give an alarm at 15 ppm oil concentration after the supply to the 15 ppm Bilge Alarm is changed from clean water to oily water having a concentration of more than 15 ppm oil. 2.2.12 A specification of the instrument concerned and a diagrammatic presentation of the test arrangements should be provided and the following data should be reported.

.1 types and properties of Test Fluids used in the tests (refer to part 1, paragraphs 1.2.4 and 1.2.16 of this annex);

.2 details of contaminants used, in the form, for example, of a supplier�s certificate

or laboratory test protocol; and .3 results of tests and analysis of grab samples.



PART 3 - SPECIFICATIONS FOR ENVIRONMENTAL TESTING FOR TYPE APPROVAL OF POLLUTION PREVENTION EQUIPMENT

3.1 General The specifications for environmental testing for type approval relate to the electrical and electronic sections of:

.1 15 ppm Bilge Separator; and .2 15 ppm Bilge Alarm.

The above-mentioned items, hereafter referred to as "equipment", when tested should comply with all the relevant requirements contained in section 5 of these Guidelines and Specifications.

3.2 Test specifications 3.2.1 Testing requirements The electrical and electronic sections of the equipment in the standard production configuration should be subjected to the programme of environmental tests set out in this Specification at a laboratory approved for the purpose by the Administration or by the competent authority of the manufacturer�s home country. A copy of the environmental test document, in a format similar to that specified in section 2 of part 5 of this annex, should be submitted to the Administration by the manufacturer, together with the application for type approval. 3.2.2 Test specification details Equipment should operate satisfactorily on completion of each of the following environmental tests:

.1 Vibration tests: .1.1 a search should be made for resonance over the following range of

frequency and amplitude of acceleration: .1.1.1 2 to 13.2 Hz with an amplitude of + 1mm; and

.1.1.2 13.2 to 80 Hz with an acceleration of + 0.7 g.

This search should be made in each of the three planes at a rate sufficiently low to permit detection of resonance;

.1.2 the equipment should be vibrated in the planes at each major resonant

frequency for a period of 2 hours; .1.3 if there is no resonant frequency, the equipment should be vibrated in each

of the planes at 30 Hz with an acceleration of + 0.7 g for a period of 2 hours;

.1.4 after completion of the tests specified in .1.2 or .1.3 of this paragraph a

search should again be made for resonance and there should be no significant change in the vibration pattern.


Page 23


.2 Temperature tests:

.2.1 equipment that may be installed in an enclosed space that is environmentally controlled, including an engine-room, should be subjected, for a period of not less than 2 h, to:

.2.1.1 a low temperature test at 0°C; and

.2.1.2 a high temperature test at 55°C.

At the end of each of the tests referred to, the equipment should be switched on and it should function normally under the test conditions.

.3 Humidity tests:

Equipment should be left switched off for a period of 2 h at a temperature of 55ºC in an atmosphere with a relative humidity of 90%. At the end of this period the equipment should be switched on and should operate satisfactorily for 1 hour;

.4 Inclination test:

Equipment should operate satisfactorily at angles of inclination up to 22.5º in any plane from the normal operating position;

.5 Reliability of electrical and electronic equipment:

The electrical and electronic components of the equipment should be of a quality guaranteed by the manufacturer and suitable for their intended purpose.

PART 4 � METHOD FOR DETERMINATION OF OIL CONTENT Scope and application The International Standard ISO 9377-2:2000 �Water quality - Determination of hydrocarbon oil index � Part 2: Method using solvent extraction and gas chromatography� specifies a method for the sampling and subsequent determination of the hydrocarbon oil index in water using solvent extraction and gas chromatography. This method should be used for the determination of oil content requirements outlined in these Guidelines and Specification PART 5 � DOCUMENTATION OF APPROVAL 5.1 Certificate of Type Approval for pollution prevention equipment. 5.1.1 Satisfactory compliance with all the test requirements enumerated in parts 1 and 2 of this annex should be shown in the Certificate of Type Approval issued by the Administration in the format specified in paragraph 5.1.2 below. An Administration may issue a Certificate of Type Approval based on separate testing or on testing already carried out under supervision by another Administration.



5.1.2 A Certificate of Type Approval should be in the format shown in appendix 1 or 2 to this annex. The Certificate should identify the type and model of the pollution prevention equipment to which it applies and identify equipment assembly drawings, duly dated. Each drawing should bear the model specification numbers or equivalent identification details. The Certificate should include the full performance test protocol on which it is based. If a Certificate of Type Approval is issued by an Administration based on a Certificate previously issued by another Administration, the Certificate should identify the Administration which conducted the tests on the pollution prevention equipment and a copy of the original test results should be attached to it. 5.2 Format of environmental test protocol 5.2.1 Satisfactory compliance with the environmental tests laid down in these Guidelines and Specifications, where applicable, should be shown on the environmental test protocol issued by the testing laboratory. The protocol should include at least the following details.

.1 identification of the equipment by type and drawing number, duly dated; and .2 a statement of the tests conducted on the equipment, including the results thereof.

5.2.2 The environmental test protocol should be endorsed by either the Administration or a competent authority of the manufacturer�s home country to confirm that the laboratory is approved to conduct such tests. The protocol should also be signed and dated by the person in charge of the laboratory.


Page 25


APPENDIX 1

NAME OF ADMINISTRATION

CERTIFICATE OF TYPE APPROVAL FOR 15PPM BILGE SEPARATOR This is to certify that the 15 ppm Bilge Separator listed below has been examined and tested in accordance with the requirements of the specifications contained in part 1 of the annex to the guidelines and specifications contained in IMO resolution MEPC.107(49). This certificate is valid only for 15 ppm Bilge Separator referred to below. 15 ppm Bilge Separator supplied by ��.��.� Under type and model designation ��.��...��. and incorporating:

*15 ppm Bilge Separator manufactured by to specification/assembly drawing No ��.. date *Coalescer manufactured by to specification/assembly drawing No ��

*Filters manufactured by other means��. to specification/assembly drawing No *Other means �� to specification/assembly drawing No��..

Control equipment manufactured by to specification/assembly drawing No .��

Supply pump capacity��m3/h��.�.Motor kW rating��kW��.�

Maximum throughput of system ��. m3/h ..��

If integral feed pump is not fitted state method proposed for ensuring maximum throughput of system is not exceeded��. A copy of this Certificate should be carried aboard a vessel fitted with this Separator at all times. Limiting conditions imposed��..��. Test date and results attached in the appendix. Official stamp Signed��.��..�� Administration of �..��.. Date this �� day of ��20.. ______________ * Delete as appropriate.

Badge or

Cipher



APPENDIX

TEST DATA AND RESULTS OF TESTS CONDUCTED ON A 15 PPM BILGE

SEPARATOR IN ACCORDANCE WITH PART 1 OF THE ANNEX TO THE GUIDELINES AND SPECIFICATIONS CONTAINED

IN IMO RESOLUTION MEPC.107(49) 15 ppm Bilge Separator submitted by �� Test location ��.. Method of sample analysis ...��. .......��. ��...��. �� Samples analysed by �.�� Environmental testing of the electrical and electronic sections of the 15 ppm Bilge Separator has been carried out in accordance with part 3 of the annex to the guidelines and specifications contained in IMO resolution MEPC.107(49). The equipment functioned satisfactorily on completion of each test specified on the environmental test protocol. ��


Page 27


Test fluid �A� Density at 15ºC Viscosity Centistokes at 100ºC Flashpoint ºC Ash content % Water content at start of test % Test fluid �B� Density at 15ºC Viscosity Centistokes at 40ºC Flashpoint ºC Ash content % Water content at start of test % Test fluid �C� Surfactant - documentary evidence* Iron oxides - documentary evidence* Test water Density at 20ºC Solid matter present Test temperatures Ambient ºC Test fluid �A� ºC Test fluid �B� ºC Test fluid �C� ºC Test water ºC Diagram of test rig attached Diagram of sampling arrangement attached ______________ * Certificate or laboratory analysis.



TEST RESULTS (IN PPM) AND TEST PROCEDURES

Test Fluid A

100% Condi- Condi- 100%oil tioning tioning oil

not Vm≧ 30 Vm≧ not 15 15 Time

less 2Ve 2Ve 30 less 120 (mins)

than 5 than 5

Ve - volume of equipment Test sample ⑨ (taken at the end of auto test, paragraphVm - quantity of oil/water mixture of the Annex to resolution��)

Efficiency test25 % oil

Air

cock

ope

nflo

w c

ease

sEfficiency test

Air

cock

ope

nflo

w c

ease

s

Oil free 25% oil every 15 min.0.5 - 1 % oil

①

② ③

④

⑤ ⑥

⑧⑦ ⑨

1 2 3 4 5 6

1 2 3 4 5 6 7 8 9 Influent Effluent

Test Fluid B Test fluid C

Condi- Condi- Condi-tioning tioning tioning

Vm≧ 30 Vm≧ 30 Time Vm≧ 150 Time

2Ve 2Ve (mins) 2Ve (mins)

Air

cock

ope

nflo

w c

ease

s

Efficiency test

Air

cock

ope

nflo

w c

ease

s

Air

cock

ope

nflo

w c

ease

sEfficiency test Efficiency test

6% Test Fluid C0.5 - 1 % oil 25 % oil

⑩

⑪ ⑫

⑬

⑭

7 8

⑮

⑯

⑰ ⑱

9

10 11 12 13 14 15 16 17 18

Influent Effluent

1 � 9 steps refer to paragraph ① - ⑱ points where samples to be taken Signed ��. Date �� Official stamp (Official stamp or equivalent identification and the date of approval to be placed on all pages of the test protocol.)

(1.2.9.1)

(1.2.10.1)

(1.2.10.2)

(1.2.9.2)

(1.2.9.3)

(1.2.9.4)

(1.2.9.5)

(1.2.9.6)

(1.2.11)

Test sample ⑨(taken at the end of auto test, paragraph1.2.9.6 Annex to resolution ��..)


Page 29


APPENDIX 2


CERTIFICATE OF TYPE APPROVAL FOR 15 PPM BILGE ALARM This is to certify that the 15 ppm Bilge Alarm, comprising the equipment listed below, has been examined and tested in accordance with the requirements of the specifications contained in part 2 of the annex to the Guidelines and Specifications contained in IMO resolution MEPC.107(49). This Certificate is valid only for the 15 ppm Bilge Alarm referred to below. 15 ppm Bilge Alarm supplied by ��.. under type and model designation ��. and incorporating: 15 ppm Bilge Alarm analysing unit manufactured by ��..�� to specification/assembly drawing No. �� date ..��..�� Electronic section of 15 ppm Bilge Alarm manufactured by ��..��..... to specification/assembly drawing No. �� date��.. *Sample feed pump manufactured by ...�� to specification/assembly drawing No. �� date�..�� *Sample conditioning unit manufactured by �� to specification/assembly drawing No. �� date��.. The 15 ppm Bilge Alarm is acceptable for use in accordance with regulation 16(5). A copy of this Certificate should be carried aboard a vessel fitted with this 15 ppm Bilge Alarm at all times. Test data and results attached as appendix. Official stamp Signed:.��.. Administration of ��.

Dated this ��.. day of ��.. 20.�

* Delete as appropriate.

Badge or

Cipher



APPENDIX

TEST DATA AND RESULTS OF TESTS CONDUCTED ON A

15 PPM BILGE ALARM IN ACCORDANCE WITH PART 2 OF THE ANNEX TO THE GUIDELINES AND SPECIFICATIONS

CONTAINED IMO RESOLUTION MEPC.107(49)

15 ppm Bilge Alarm submitted by ��.��. Test location ��. Method of sample analysis .��.. Samples analysed .��. Environmental testing of the electronic section of the 15 ppm Bilge Alarm has been carried out in accordance with part 3 of the annex to the Guidelines and Specifications contained in IMO resolution MEPC.107(49). The equipment functioned satisfactorily on completion of each test specified on the environmental test protocol. ��


Page 31


CALIBRATION TEST AND RESPONSE TIME

A B C Test Fluid

Measured Grab sample



0 ppm

15 ppm

Full scale (ppm)

Water Temperature

ºC

ºC

ºC

Re-zero

Yes/No

Yes/No

Yes/No

Recalibrate

Yes/No

Yes/No

Yes/No

Response Time

sec

sec

sec

CONTAMINANT(S) AND COLOUR TEST

Non-oil particulate matter Meter reading shift with ppm non-oil particulate contaminants and with very salt water .

Oil Content Meter Reading

Clean water and 10 ppm Test Fluid �B�

ppm

Very salt water

ppm

Iron Oxide

10 ppm ppm

Iron Oxide

50 ppm ppm

Iron Oxide

100 ppm ppm



SAMPLE PRESSURE OR FLOW TEST 15 ppm Bilge Alarm reading shift at 50% of normal � ppm 15 ppm Bilge Alarm reading shift at 200% of normal � ppm Deviations from this test should be stated if necessary SHUT OFF TEST 15 ppm Bilge Alarm reading before shut-off � ppm 15 ppm Bilge Alarm reading after start-up (minimum dry period 8 hours) � ppm Damage to 15 ppm Bilge Alarm as follows: �� . ��. ��. UTILITIES SUPPLY VARIATION TEST 110% voltage effects ��.. 90% voltage effects ��.. 110% air pressure effects ��.. 90% air pressure effects ��.. 110% hydraulic pressure effects ��.. 90% hydraulic pressure effects ��.. OTHER COMMENTS ��


Page 33


CALIBRATION AND ZERO DRIFT TEST Calibration drift � ppm Zero drift � ppm Signed��Dated��..Official stamp (Official stamp or equivalent identification and the date of approval to be placed on all pages of the test protocol)

***

MEPC 49/22/Add.2


ANNEX 14



REVISED GUIDELINES AND SPECIFICATIONS FOR OIL DISCHARGE MONITORING AND CONTROL SYSTEMS FOR OIL TANKERS

THE MARINE ENVIRONMENT PROTECTION COMMITTEE,

RECALLING Article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection Committee conferred upon it by international conventions for the prevention and control of marine pollution, NOTING that regulation 15(3)(a) of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), specifies that oil tankers of 150 gross tonnage and above shall be fitted with an oil discharge and monitoring control system approved by the Administration and designed and installed in compliance with the Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers adopted by the Organization, NOTING ALSO resolution A.586(14) entitled �Revised Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers� developed in implementation of the said regulation, NOTING FURTHER regulation 14 of Annex II of MARPOL 73/78 in respect of the carriage of category C and D oil-like substances in oil tankers, RECALLING that by resolution A.886(21) the Assembly resolved that, in order to establish a uniform procedure, the function of adopting or amending performance standards and technical specifications referred to in the substantive text of MARPOL 73/78 and other IMO instruments, shall be performed by the Marine Environment Protection Committee and/or the Maritime Safety Committee, as appropriate, HAVING CONSIDERED, at its forty-ninth session, the recommendation submitted by the Sub-Committee on Ship Design and Equipment in light of the requirements of Annex I of MARPOL 73/78, 1. ADOPTS the Revised Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers, the text of which is set out in the Annex to this resolution, for application to oil tankers the keels of which are laid or which are in a similar stage of construction (hereinafter referred to as �constructed�) on or after 1 January 2005; 2. INVITES Governments to implement these Revised Guidelines and Specifications when approving oil discharge monitoring and control systems being installed under regulation 15(3)(a) of Annex I of MARPOL 73/78 on oil tankers constructed on or after 1 January 2005.



ANNEX

REVISED GUIDELINES AND SPECIFICATIONS FOR OIL DISCHARGE MONITORING AND CONTROL SYSTEMS FOR OIL TANKERS

TABLE OF CONTENTS 1 INTRODUCTION 1.1 Purpose 1.2 Applicability 1.3 Summary of requirements 2 BACKGROUND 3 DEFINITIONS 3.1 Oil discharge monitoring and control system 3.2 Control section 3.3 Overboard discharge control 3.4 Starting interlock 3.5 Control unit 3.6 PPM 4 IMPLEMENTATION REQUIREMENTS 5 CONSTRUCTION, MAINTENANCE, SECURITY, CALIBRATION AND TRAINING 6 TECHNICAL SPECIFICATIONS 6.1 Oil discharge monitoring and control system 6.2 Oil content meters 6.3 Sampling system 6.4 Flow rate indicating system 6.5 Ship�s speed indicating system 6.6 Ship position indicating device 6.7 Overboard discharge control management 6.8 Processor and transmitting device 6.9 Recording devices 6.10 Data display 6.11 Manually operated alternatives in the event of equipment malfunction 6.12 Alarm conditions resulting in the stopping of discharge 6.13 Location of alarm indicator


Page 3


7 SPECIFICATIONS FOR TYPE APPROVAL OF THE OIL CONTENT METER AND

THE CONTROL SECTION OF AN OIL DISCHARGE MONITORING AND CONTROL SYSTEM

7.1 Testing requirements 7.2 Approval and certification procedures 8 WORKSHOP FUNCTIONAL TEST REQUIREMENTS 9 PLAN APPROVAL REQUIREMENTS 10 GENERAL INSTALLATION REQUIREMENTS 11 INSTALLATION SURVEY 12 ON-BOARD FUNCTIONAL TEST AND CHECKOUT PROCEDURE ANNEX Part 1 - Test and performance specifications for type approval of oil content meters Part 2 - Specification for environmental testing for type approval of the oil content meter and

the control section of an oil discharge monitoring and control system Part 3 - Documentation of approval APPENDIX - Certificate of type approval for oil content meters intended for monitoring the

discharge of oil-contaminated water from the cargo tank areas of oil tankers



1 INTRODUCTION 1.1 Purpose 1.1.1 These Guidelines and Specifications contain requirements regarding the design, installation, performance and testing of oil discharge monitoring and control systems on oil tankers as required by regulation 15(3)(a) of Annex I of MARPOL 73/78. 1.1.2 The purpose of these Guidelines and Specifications is:

.1 to provide a uniform interpretation of the requirements of regulation 15(3)(a) of Annex I of MARPOL 73/78;

.2 to assist Administrations in determining appropriate design, construction and

operational parameters for oil discharge monitoring and control systems for oil tankers, hereafter referred to as �monitoring systems�, when such systems are fitted in ships flying the flag of their State;

.3 to define test and performance requirements for oil content meters and control

sections forming part of monitoring systems; .4 to define requirements for plan approval of installations and functional testing of

installed equipment; and .5 to provide guidance for the survey of installations on board.

1.1.3 These Guidelines and Specifications also apply to oil content monitoring systems used for monitoring certain category C and D oil-like noxious liquid substances carried in accordance with regulation 14 of Annex II of MARPOL 73/78. Wherever in these Guidelines and Specifications reference is made to oil being monitored, this applies likewise to such oil-like noxious liquid substances. 1.2 Applicability 1.2.1 The Revised Guidelines and Specifications apply to equipment installed in oil tankers the keels of which are laid, or which are at a similar stage of construction, on or after 1 January 2005. The Guidelines and Specifications adopted under resolutions A.393(X), A.496(XII), MEPC.13(19) and A.586(14) are not applicable to oil tankers to which these new Guidelines and Specifications apply. 1.2.2 Equipment installed in other oil tankers the keels of which are laid, or are in a similar stage of construction, before 1 January 2005, should comply either with the requirements contained in the Guidelines and Specifications adopted under resolutions A.393(X), A.496(XII), MEPC.13(19) and A.586(14), as applicable, or with the requirements contained in these new Guidelines and Specifications.


Page 5


1.3 Summary of requirements The approval requirements for various parts of a monitoring system as specified in these Guidelines and Specifications are summarized below:

.1 the oil content meter should be tested for type approval in accordance with the procedures described in part 1 of the Annex;

.2 the oil content meter and the control section of a monitoring system should be

subjected to the environmental tests specified in part 2 of the annex; .3 documentation for plan approval, as specified in section 8, should be submitted to

the Administration prior to the installation of the monitoring system; .4 the component parts of the system should undergo the workshop functional tests

specified in section 8; and .5 the complete monitoring system should be surveyed in accordance with the

procedures laid down in section 11. 2 BACKGROUND 2.1 The requirements of Annex I of MARPOL 73/78 relating to oil content monitoring of oil tanker ballast and tank washing water are set out in regulation 15(3)(a), which stipulates that oil tankers of 150 tons gross tonnage and above should be equipped with an approved monitoring system and that such system should record continuously:

.1 the discharge of oil in litres per nautical mile; and

.2 the total quantity of oil discharged, or alternatively, the oil content of the effluent and the rate of discharge.

In both cases, the record should be identifiable as to time and date and should be kept for at least three years. 2.2 Regulation 15 also stipulates that the system should come into operation when there is any discharge of effluent into the sea and should be such as will ensure that any discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds that permitted by regulation 9(1)(a). 3 DEFINITIONS 3.1 Oil discharge monitoring and control system An oil discharge monitoring and control system, referred to in these Guidelines and Specifications as a �monitoring system�, is a system which monitors the discharge into the sea of oily ballast or other oil-contaminated water from the cargo tank areas and comprises the items specified in paragraph 6.1.4.



3.2 Control section A control section of a monitoring system is a unit composed of the items specified in paragraph 6.1.4.8. 3.3 Overboard discharge control An overboard discharge control is a device which automatically initiates the sequence to stop the overboard discharge of the effluent in alarm conditions and prevents the discharge throughout the period the alarm condition prevails. The device may be arranged to close the overboard valves or to stop the relevant pumps, as appropriate. 3.4 Starting interlock A starting interlock is a facility which prevents the initiation of the opening of the discharge valve or the operation of other equivalent arrangements before the monitoring system is fully operational when use of the monitoring system is required by the Convention. 3.5 Control unit 3.5.1 A control unit is a device which receives automatic signals of:

.1 oil content of the effluent ppm;

.2 flow rate of discharge m3/hour;

.3 ship�s speed in knots;

.4 ship's position - latitude and longitude;

.5 date and time (GMT); and .6 status of the overboard discharge control.

3.5.2 The unit shall make automatic recordings of data as specified in paragraph 6.9.2. 3.6 ppm �ppm� means parts of oil per million parts of water by volume. 4 IMPLEMENTATION REQUIREMENTS Oil Discharge Monitoring and Control Systems should be fitted to oil tankers of 150 gross tonnage and above. It should employ a control unit and be fitted with a starting interlock and overboard discharge control.


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5 CONSTRUCTION, MAINTENANCE, SECURITY, CALIBRATION AND TRAINING 5.1 The instrument should be designed to ensure that user access is restricted to essential controls. Access beyond these controls should be available for emergency maintenance and temporary repair but must require the breaking of security seals or activation of another device which indicates an entry to the equipment. 5.2 The seals should be of a design that only the manufacturer or his agent can replace the seals or reset the system following inspection and permanent repairs to the equipment. 5.3 The accuracy of the Oil Discharge Monitoring equipment should be verified at the IOPP renewal surveys. The calibration certificate certifying date of last calibration check should be retained on board for inspection purposes. 5.4 The ODME unit may have several scales as appropriate for its intended use. The recording device fitted to a meter which has more than one scale should indicate the scale which is in use. 5.5 It is recommended that simple means be provided aboard ship to check on instrument drift, repeatability of the instrument reading, and the ability to re-zero the instrument. 5.6 Ship staff training should include familiarisation in the operation and the maintenance of the equipment. 5.7 The routine maintenance of the Oil Discharge Monitoring Equipment and troubleshooting procedures should be clearly defined by the manufacturer in the Operating and Maintenance Manual. All routine maintenance and repairs to be recorded. 6 TECHNICAL SPECIFICATIONS 6.1 Oil discharge monitoring and control system 6.1.1 The monitoring system should be capable of effectively monitoring and controlling the discharge of any effluent into the sea through those overboard discharge outlets permitted by regulation 18 which, in the opinion of the Administration, are necessary to fulfil the operational requirements of the oil tanker. 6.1.2 The discharge of dirty ballast water or other oil-contaminated water from the cargo tank areas into the sea through outlets which are not controlled by the monitoring system is an infringement of the Convention. 6.1.3 The monitoring system should function effectively under all environmental conditions which oil tankers are normally assumed to encounter, and should be designed and constructed to satisfy the specifications for environmental testing specified in part 2 of the annex to these Guidelines and Specifications. Moreover,

.1 the system should be so designed that no discharge of dirty ballast or other oil-contaminated water from the cargo tank areas can take place unless the monitoring system is in the normal operating mode and the relevant sampling point has been selected;



.2 preferably the system should sample the effluent discharge from a minimum number of discharge outlets and be so arranged that discharge overboard can take place via only one outlet at a time;

.3 where it is intended that more than one line be used for simultaneous discharging

purposes, one oil content meter, together with a flow meter, should be installed in each discharge line. These instruments should be connected to a common processor; and

.4 in order to avoid alarms due to short-term high oil concentration signals (spikes) causing indications of high instantaneous rates of discharge, the short-term high ppm signal may be suppressed for a maximum of 10 s. Alternatively, the instantaneous rate of discharge may be continuously averaged during the preceding 20 s or less as computed from instantaneous ppm values of the oil content meter readings received at intervals not exceeding 5 s.

6.1.4 The monitoring system should comprise:

.1 an oil content meter to measure the oil content of the effluent in ppm. The meter should be approved in accordance with the provisions contained in the annex to these Guidelines and Specifications and be certified to take into account the range of cargoes carried;

.2 a flow rate indicating system to measure the rate of effluent being discharged into

the sea; .3 a ship speed indicating device to give the ship�s speed in knots; .4 a ship position indicating device to give the ship's position � latitude and

longitude; .5 a sampling system to convey a representative sample of the effluent to the oil

content meter; .6 an overboard discharge control to stop the overboard discharge; .7 a starting interlock to prevent the discharge overboard of any effluent unless the

monitoring system is fully operational; and .8 a control section comprising:

.8.1 a processor, which accepts signals of oil content in the effluent, the

effluent flow rate and the ship�s speed and computes these values into litres of oil discharged per nautical mile and the total quantity of oil discharged;

.8.2 means to provide alarms and command signals to the overboard discharge

control; .8.3 a recording device to provide a record of data in accordance with

paragraph 6.9.2;


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.8.4 a data display to exhibit the current operational data in accordance with paragraph 6.10;

.8.5 a manual override system to be used in the event of failure of the

monitoring system; and .8.6 means to provide signals to the starting interlock to prevent the discharge

of any effluent before the monitoring system is fully operational.

6.1.5 Each main component of the oil content monitoring system should be fitted with a name-plate, properly identifying the component by assembly drawing number, type or model number and serial number, as appropriate. 6.1.6 If installed in a hazardous area, the electrical components of the monitoring system should meet the appropriate safety requirements∗ laid down for these areas. 6.2 Oil content meter 6.2.1 An oil content meter should satisfy the test and performance specifications contained in part 1 of the Annex to these Guidelines and Specifications and should conform with the general requirements contained in this subsection. 6.2.2 The accuracy of meters designed to monitor a wide range of oil content should be such that the reading will represent the actual oil content of the sample being tested within +10 ppm or +10%, whichever is the greater. The accuracy should remain within the above limit despite the presence of contaminants other than oil, such as entrained air, rust, mud and sand. 6.2.3 The meter should be designed so that it functions within the above limit when the power supply (in the form of electricity, compressed air, etc.) is varied by 10% from the value for which the meter is designed. 6.2.4 It is desirable that the reading should not be affected by the type of oil. If it is, it should not be necessary to calibrate the meter on board ship, but pre-set alterations in the calibration may be made in accordance with the manufacturer�s instructions. In the latter case, means should be available to check that the correct calibration has been selected for the oil in question. The accuracy of the readings should at all times remain within the limit specified in 6.2.2. 6.2.5 The response time of the meter, as defined in paragraph 1.2.8 of part 1 of the annex, should not exceed 20 s. 6.2.6 The meter may have several scales as appropriate for its intended use. The full range of the scale should not be less than 1,000 ppm. 6.2.7 The meter should have simple means to enable the ship�s crew to check the functioning of the electrical and electronic circuitry of the meter by introduction of a simulated signal corresponding approximately to half the full-scale reading of the meter. It should also be possible for qualified personnel to recalibrate the meter on board the oil tanker.

∗ As specified in IEC publication 92 or its equivalent.



6.2.8 The meter should, if intended to be fitted in locations where flammable atmospheres may be present, comply with the relevant safety regulations for such spaces. Any electrical equipment which is part of the meter should be placed in a non-hazardous area, or should be certified by the Administration as safe for use in a hazardous atmosphere. Any moving parts which are fitted in hazardous areas should be so arranged as to avoid the formation of static electricity. 6.2.9 The meter should not contain or use any substance of a dangerous nature, unless adequate arrangements, acceptable to the Administration, are provided to eliminate any hazard introduced thereby. 6.2.10 The meter should resist corrosion in conditions of the marine environment. 6.2.11 The meter should be constructed from materials compatible with the liquids to be tested. 6.3 Sampling system 6.3.1 Sampling points should be so located that relevant samples can be obtained from those outlets that are used for operational discharges in accordance with paragraph 6.1.1. The sampling probes located in the overboard discharge lines and the piping system connecting the sampling probes to the oil content meter should meet the requirements of this section. 6.3.2 The piping and probes should be of a material resistant to fire, corrosion, and oil and be of adequate strength, properly jointed and supported. 6.3.3 The system should have a stop-valve fitted adjacent to each probe, except that, where the probe is mounted in a cargo line, two stop-valves shall be fitted, in series, in the sample line; one of these may be the remote controlled sample selector valve. 6.3.4 Sampling probes should be arranged for easy withdrawal and should as far as practicable be mounted at an accessible location in a vertical section of the discharge line. Should it be necessary to fit sampling probes in a horizontal section of the discharge line it should be ascertained, during the installation survey, that the pipe runs full of liquid at all times during the discharge of the effluent. Sampling probes should normally penetrate inside the discharge pipe to a distance of one quarter the diameter of that pipe. 6.3.5 Means should be provided for cleaning the probes and piping system by the provision of permanent clean water flushing arrangements or an equivalent method. The design of the probes and piping should be such as to minimize their clogging by oil, oily residue, and other matter. 6.3.6 The velocity of the fluid in the piping should be such that, taking into consideration the length of the piping, the overall response time should be as short as possible between an alteration in the mixture being pumped and the alteration in the meter reading and in any case not more than 40 s, including the response time of the meter. 6.3.7 The location of sampling probes in relation to any point of flow diversion to a slop tank should be selected with regard to the need for sampling the oily water in the recirculation mode.


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6.3.8 The arrangements for driving the sampling pump or any other pumps used in the system should have regard to the safety requirements of the space in which the pump is located. Any bulkhead penetration between a hazardous and a non-hazardous area should be of a design approved by the Administration. 6.3.9 The flushing arrangement should be such that where necessary it can be utilized for test-running and stabilizing the oil content meter and correcting for zero setting. 6.3.10 Sample water returning to the slop tank should not be allowed to free-fall into the tank. In tankers equipped with an inert gas system a U-seal of adequate height should be arranged in the piping leading to a slop tank. 6.3.11 A valve should be provided for the manual collection of samples from the inlet piping to the meter at a point downstream of any sampling pump or at an equivalent location satisfactory to the Administration. 6.4 Flow rate indicating system 6.4.1 A flow meter for measuring the rate of discharge should be installed in a vertical section of a discharge line or in any other section of a discharge line as appropriate, so as to be always filled with the liquid being discharged. 6.4.2 A flow meter should employ an operating principle which is suitable for shipboard use and, where relevant, can be used in large diameter pipes. 6.4.3 A flow meter should be suitable for the full range of flow rates that may be encountered during normal operation. Alternatively, arrangements such as the use of two flow meters of different ranges or a restriction of the operational flow rate range may be necessary to meet this requirement. 6.4.4 The flow meter, as installed, should have an accuracy of +10%, or better, of the instantaneous rate of discharge throughout the operating range for discharging the effluent. 6.4.5 Any component part of the flow meter in contact with the effluent should be of corrosion-resistant and oil-resistant material of adequate strength. 6.4.6 The design of the flow metering arrangements should have regard to the safety requirements of the space in which such metering arrangements are located. 6.5 Ship�s speed indicating system 6.5.1 The automatic speed signal required for a monitoring system should be obtained from the ship�s speed indicating device∗ by means of a repeater signal. The speed information used may be either speed over the ground or speed through the water, depending upon the speed measuring equipment installed on board.

∗ See �Recommendation on Performance Standards for Devices to Indicate Speed and Distance� (Annex to

resolution A.824(19) as amended by resolution MSC.96(72)).



6.6 Ship position indicating device 6.6.1 The ship position indicating device shall consist of a receiver for a global navigation satellite system or a terrestrial radio navigation system, or other means, suitable for use at all times throughout the intended voyage to establish and update the ship�s position by automatic means. 6.7 Overboard discharge control management 6.7.1 The overboard discharge control should be able to stop the discharge of the effluent into the sea automatically by either closing all relevant overboard discharge valves or stopping all relevant pumps. The discharge control arrangement should be fail-safe so that all effluent discharge is stopped when the monitoring system is not in operation, at alarm conditions, or when the monitoring system fails to function. 6.8 Processor and transmitting device 6.8.1 The processor of a control section should receive signals from the oil content meter, the flow rate indicating system and the ship�s speed indicating system at time intervals not exceeding five seconds and should automatically compute the following: .1 instantaneous rate of discharge of oil in litres per nautical mile; and .2 total quantity of oil discharged during the voyage in cubic metres or litres. 6.8.2 When the limits imposed by regulation 9(1)(a)(iv) and (v) are exceeded, the processor should provide alarms and provide command signals to the overboard discharge control arrangement which will cause the discharge of effluent into the sea to stop. 6.8.3 The processor should normally include a device for the continuous generation of time and date information. Alternative arrangements for the automatic and continuous reception of time and date information from an external source may be accepted. 6.8.4 In the event of power failure the processor should retain its memory in respect to computation of the total quantity of oil discharged, time and date. A printout of data should be obtained when the monitoring system is operating with manual override, but this is not required if, when the power fails, the monitoring system activates the overboard discharge control to stop the discharge of effluent. 6.9 Recording devices 6.9.1 The recording device of a control section should include a digital printer, which may be formatted electronically if preferred. The recorded parameters should be explicitly identified on the printout. The printout should be legible and should remain so once removed from the recording device and should be retained for at least three years. 6.9.2 The data to be automatically recorded should include at least the following:

.1 instantaneous rate of discharge of oil (litres per nautical mile);

.2 instantaneous oil content (ppm);


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.3 the total quantity of oil discharged (cubic metres or litres); .4 time and date (GMT); .5 ship�s speed in knots; .6 ship�s position � latitude and longitude; .7 effluent flow rate; .8 status of the overboard discharge control or arrangement; .9 oil type selector setting, where applicable; .10 alarm condition; .11 failure (i.e. no flow, fault, etc.); and .12 override action (i.e. manual override, flushing, calibration, etc.).

Any information inserted manually as a result of an override action should be identified on the printout. 6.9.3 Data required in paragraph 6.9.2 of these Guidelines and Specifications should be printed out, as applicable, or may be stored electronically with printout capability, with the following minimum frequency:

.1 when the discharge is started;

.2 when the discharge is stopped;

.3 at intervals of not more than 10 min (except when the system is in stand-by mode);

.4 when an alarm condition develops;

.5 when normal conditions are restored;

.6 whenever the computed rate of discharge varies by 10 litres per nautical mile;

.7 when zero-setting or calibration modes are selected; and

.8 on manual command.

6.9.4 The recording device should be located in a position easily accessible to the person in charge of the overboard discharge operation.



6.10 Data display 6.10.1 In addition to the recorded printout, the current data should be visibly displayed and should as a minimum contain the following: .1 instantaneous rate of discharge of oil (litres per nautical mile); .2 total quantity of oil discharged (cubic metres or litres); .3 instantaneous oil content (ppm) .4 flow rate; .5 ship�s speed; and .6 status of the overboard discharge control or arrangement. 6.10.2 The data display should be located in a position easily observed by the person in charge of the overboard discharge operation. 6.11 Manually operated alternatives in the event of equipment malfunction 6.11.1 The alternative means of obtaining information in the event of a failure in the monitoring system should be as follows:

.1 oil content meter or sampling system: visual observation of the surface of the water adjacent to the effluent discharge;

.2 flow meter: pump discharge characteristics, etc.; .3 ship�s speed indicating device: main engine rpm, etc.; .4 processor: manual calculation and manual recording; and .5 overboard discharge control: manual operation of pumps and valves.

6.12 Alarm conditions resulting in the stopping of discharge Audio-visual alarms should be activated for any of the following conditions and the monitoring system should be so arranged that the discharge of effluent into the sea is stopped:

.1 whenever the instantaneous rate of discharge of oil exceeds 30 litres per nautical mile;

.2 when the total quantity of oil discharged reaches 1/30,000∗ of the previous cargo; .3 in the event of failure of the system�s operation, such as:

.3.1 power failure; .3.2 loss of sample;

∗ Existing ships to comply with requirements of regulation 9(1)(a)(5) of MARPOL Annex I.


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.3.3 significant failure of the measuring or recording system; or .3.4 when the input of any sensor exceeds the effective capacity of the system.

6.13 Location of alarm indicator The alarm indicator of the system should be installed in the cargo control room, where provided, and/or in other places where it will attract immediate attention and action. 7 SPECIFICATIONS FOR TYPE APPROVAL OF THE OIL CONTENT METER

AND THE CONTROL SECTION OF AN OIL DISCHARGE MONITORING AND CONTROL SYSTEM

7.1 Testing requirements 7.1.1 An oil content meter should be tested for its ability to determine the oil content over a wide range of oil contents and types of oil and within the accuracy limits specified in paragraph 6.2.2. The meter, which is to be identical in all respects with the production model for which the approval will apply, should be type-tested in accordance with the test and performance specifications contained in part 1 of the annex to these Guidelines and Specifications. 7.1.2 An oil content meter and a control section of the monitoring system, which is to be identical in all respects with the production model for which the approval will apply, should be type-tested in accordance with the specification for environmental testing contained in part 2 of the annex to these Guidelines and Specifications. 7.2 Approval and certification procedures 7.2.1 Oil content meters which in every respect fulfil the requirements of these Guidelines and Specifications may be approved by the Administration for fitting on board tankers. The approval should take the form of a certificate of type approval specifying the main particulars of the apparatus and any limiting conditions on its usage necessary to ensure its proper performance. Such certificate should be issued in the format shown in part 3 of the annex to these Guidelines and Specifications. A copy of the certificate of type approval for the oil content meter should be carried aboard an oil tanker fitted with such equipment at all times. 7.2.2 A certificate of type approval should be issued for the specific application for which the oil content meter is approved, i.e. for crude oil, �black� products, �white� products, other products or applications as listed on the certificate. 7.2.3 Approved oil content meters may be accepted by other countries for use on their ships on basis of the first trials, or after new tests carried out under the supervision of their own representatives. Should an oil content meter pass a test in one country but fail a test of a similar nature in another country, then the two countries concerned should consult one another with a view to reaching a mutually acceptable agreement. 8 WORKSHOP FUNCTIONAL TEST REQUIREMENTS 8.1 Each oil content meter and each control section of a monitoring system should be subjected to a functional test on a suitable test bench prior to delivery. The detailed programme for a functional test of such equipment should be developed by the manufacturer, taking into



account the features and functions of the specific design of equipment. A completed workshop certificate including the delivery test protocol should be supplied with each unit delivered. 8.2 A functional test conducted on an oil content meter should include at least all the following operations: .1 check flow rate, pressure drop, or an equivalent parameter as appropriate; .2 check all alarm functions built into the meter; .3 check all switching functions interconnecting with other parts of the system; and

.4 check correct reading at several ppm values on all measurement scales when operated on an oil appropriate for the application of the meter or by an equivalent method.

8.3 A functional check conducted on a control section of a monitoring system should include at least all the following operations: .1 check all alarm functions;

.2 check correct function of the signal processor and the recording equipment when simulated input signals of ppm, flow rate, and speed are varied;

.3 check that the alarm is activated when the input signals are varied so that the discharge limits contained in regulation 9(1)(a)(iv) and (v) are exceeded;

.4 check that a signal is given to the overboard discharge control when alarm conditions are reached; and

.5 check that the alarm is activated when each one of the input signals is varied to exceed the capacity of the system.

9 PLAN APPROVAL REQUIREMENTS Adequate documentation should be prepared well in advance of the intended installation of a monitoring system and should be submitted to the Administration for approval. The documentation to be submitted should include at least all the following:

.1 a description of the monitoring system. The description should include a diagrammatic drawing of the pumping and piping arrangements, identifying the operational outlets for dirty ballast and oil-contaminated water from the cargo tank area and compatible with the operational requirements set out in the oil tanker�s cargo and ballast handling manuals. Special considerations may have to be given to installations in oil tankers which have unusual pumping and piping arrangements;

.2 equipment manuals, supplied by manufacturers, which should contain details of

the major components of the monitoring system;


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.3 an operations and technical manual for the complete monitoring system which is proposed to be installed in the oil tanker. This manual should cover the arrangements and operation of the system as a whole and should specifically describe parts of the system which are not covered by the manufacturer�s equipment manuals;

.4 the operations section of the manual should include normal operational procedures

and procedures for the discharge of oily water in the event of malfunction of the equipment;

.5 the technical section of the manual should include adequate information

(description and diagrammatic drawings of the pumping and piping arrangements of the monitoring system and electrical/electronic wiring diagrams) to enable fault finding and should include instructions for keeping a maintenance record;

.6 a technical installation specification defining, inter alia, the location and mounting

of components, arrangements for maintaining the integrity of the boundary between safe and hazardous spaces and the arrangement of the sample piping, including calculation of the sample response time referred to in paragraph 6.3.6. The installation should comply with manufacturers specific installation criteria;

.7 a copy of the certificate of type approval for the oil content meter and technical

documentation relevant to other main components of the monitoring system; and .8 a recommended test and checkout procedure specific to the monitoring system

installed. This procedure should specify all the checks to be carried out in a functional test by the installation contractor and should provide guidance for the surveyor when carrying out the on-board survey of the monitoring system and confirming the installation reflects the manufacturers specific installation criteria.

10 GENERAL INSTALLATION REQUIREMENTS 10.1 The on-board installation arrangements must be such that satisfactory function of the entire system is obtained and all safety regulations issued by the relevant Administration are complied with. 10.2 The installation arrangements must conform in each case with those specified and approved under the procedure for plan approval outlined in section 9. 10.3 The installation arrangements must also satisfy all relevant parts of the technical specifications in section 6 and all relevant installation instructions provided by the manufacturer of the various items of equipment and components. 11 INSTALLATION SURVEY 11.1 Verify that the following documentation is on board in a suitable format for permanent use:

.1 copy of the certificate of type approval for the oil content meter;



.2 statement from the Administration, or from a laboratory authorized by the

Administration, to confirm that the control section of the monitoring system has been type-tested in accordance with the specifications for environmental testing contained in part 2 of the annex;

.3 equipment manuals for major components of the system; .4 operations and technical manual approved by the Administration, containing a

technical description of the system, operational procedures and backup procedures in case of equipment malfunction;

.5 installation specification; and .6 installation checkout procedures.

11.2 Verify the completeness of the workshop certificate for the oil content meter and the control section of the monitoring system. 11.3 Verify that the system installation has been carried out in accordance with the approved technical installation specification referred to in paragraph 9.1.6. 11.4 Verify that:

.1 the oil content meter is identical to the one for which the certificate of type approval has been issued;

.2 the installation of the oil content meter and the control section of the monitoring

system has been carried out in accordance with the manufacturer�s equipment specification; and

.3 the operational outlets are located in the positions indicated on the drawing of the

pumping and piping arrangements.

11.5 Verify that the workmanship of the installation is satisfactory and, in particular, that the bulkhead penetrations are to the relevant approved standard. 11.6 Verify that the monitoring system operates correctly when tested in accordance with the approved procedures contained in section 12 of these Guidelines and Specifications. 12 ON-BOARD FUNCTIONAL TEST AND CHECKOUT PROCEDURE The functional test referred to in paragraph 9.1.8 should include at least all the following tests when the monitoring system is operating on water:

.1 verify correct running of pumps, absence of leakage in the sample pumping and piping system, correct functioning of remote controlled sampling valves, etc.;

.2 verify by checking flow rates or pressure drops, as appropriate, that the system

operates under correct flow conditions. This test should be repeated separately for each sampling point;


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.3 verify that alarms function correctly when a malfunction occurs external to the

monitoring system, such as no sample flow, no flow meter signal, power failure, etc.;

.4 vary the simulated input signals manually while the monitoring system is

operating on water and check the recordings for correct values and timing. Vary the simulated manual input signals until alarm conditions are obtained, and verify proper recordings. Ascertain that the overboard discharge control is activating and verify that the action is being recorded;

.5 verify that normal operating condition can be reset when the value of the

instantaneous rate of discharge is reduced below 30 litres per nautical mile; .6 activate the manual override control and verify that a recording is made and that

the overboard discharge control can be operated; .7 turn off the system and verify that the overboard discharge valve closes

automatically or the relevant pumps are stopped and the overboard discharge control is inoperative;

.8 start up the system and check the zero and gain setting for the oil content meter in

accordance with the manufacturer�s operations and technical manual; and .9 check the accuracy of the flow meter(s), for example by pumping water in a loop

where the flow rate may be calculated from the level change in a tank. The check should be made at a flow rate of about 50% of the rated flow of the flow meter.



ANNEX

This annex contains detailed test and performance specifications for components of an oil discharge monitoring and control system for oil tankers. The Annex is divided into three parts:

Part 1 - Test and performance specifications for type approval of oil content meters;

Part 2 - Specification for environmental testing for type approval of the oil content meter and the control section of an oil discharge monitoring and control system; and

Part 3 - Documentation of approval

PART 1 - TEST AND PERFORMANCE SPECIFICATIONS FOR TYPE APPROVAL OF OIL CONTENT METERS

1.1 General 1.1.1 This test and performance specification for type approval relates to oil content meters for oil discharge monitoring and control systems for oil tankers. A meter may be tested for one of several specified applications (crude oils, black products, and white products) and the certificate of type approval should clearly indicate the accepted application(s). In addition, the electronic and measuring section of the oil content meter should be tested in accordance with the specification for environmental testing contained in part 2 of this annex. 1.1.2 The meter being tested should satisfy all the relevant requirements contained in section 6 of these Guidelines and Specifications. 1.2 Test specifications 1.2.1 A meter designed to operate over a wide range of oil content should measure the true oil content of the sample entering the meter during each test within +10 ppm or +10%, whichever is the greater, and testing should be performed in accordance with the procedures detailed in paragraphs 1.2.5 to 1.2.18 of this specification. The accuracy should remain within these limits in the presence of contaminants other than oil and +10% variations from design criteria with respect to power (electricity and compressed air). 1.2.2 A diagrammatic arrangement of a test rig for evaluating the performance of oil content meters is given in figure 1. The accuracy of the oil content meter should be determined by comparing its readings with a known flow of oil injected into a known flow of water. The grab samples taken should be analysed in a laboratory by the method described in paragraph 1.3 of this specification. The results of the laboratory analysis will be used for correlation and to indicate sampling and test equipment variability. The water flow rate should be adjusted so that the entire oil-water flow passes through the oil content meter, except the intermittent grab sample stream. Special care should be given to keep, continuously, a constant oil content in the water that flows into the meter. The oil and contaminant metering pumps should be adjusted to deliver a steady flow. If oil injection becomes intermittent at low concentrations, the oil may be premixed with water to provide continuous flow, if absolutely necessary. The oil injection point should be immediately upstream of the oil content meter inlet to minimize time lags caused by the sample system. Wherever No.2 crude oil is specified in particular tests, a similar crude oil may be substituted, provided that the oil selected is used throughout the tests.


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1.2.3 The sampling arrangement should be such that a representative homogeneous sample is obtained under all conditions of operation and under all operational proportions of oil content. The sample should be obtained from the full flow through the meter, but when this is impracticable, the sampling arrangements shown in figure 2 should be used. Special care should be taken in collecting and preserving the sample to ensure validity of the resultant findings. 1.2.4 Should the oil content meter incorporate a filter or other device for removing solid contaminants from the mixture to be tested, such a device should be regarded as part of the oil content meter and be connected during all the tests. After completion of the contaminant, tests referred to in paragraph 1.2.10 the device used to remove solid contaminants from the mixture should be opened up and the residues inspected to ascertain that they do not contain significant amounts of oil. 1.2.5 Calibration and zero test. The oil content meter should be calibrated and zeroed in accordance with the manufacturer�s instructions. It should then be tested using the No.2 crude oil at the following concentrations in ppm 0, 15, 50, 100, 200 and at intervals of 200 up to the maximum of the meter�s highest range. A complete calibration curve should be constructed. Each concentration test should last for 15 min. After each concentration test the meter should be run on oil-free water for 15 min and the reading noted. The instrument should not be re-calibrated in spite of any movement from zero. 1.2.6 Response tests. Different oil types � After calibration in the previous test, the oil content meter should be tested at concentrations of 15 ppm, 150 ppm and 90% of the maximum full-scale with the following oils. Additional concentrations may be added if required to construct a complete calibration curve for each of the following oils: For CRUDE OILS¹

Category of Oil Categories Represented Parameters Tolerance 1 Density � low

Viscosity � low Pour Point � very low General description � mixed base

Density*: 790.0-800.0 Kinematic viscosity**: 2.65 ± 5% Cloud point***: -2 ± 3°C

2 Density � medium Viscosity � medium Pour point � low General description � mixed base

Density: 852.0-862.0 Kinematic viscosity: 10.19 ± 5% Cloud point: -5 ± 3°C

3 Density � high Viscosity � medium Pour point � low General description � naphthenic

Density: 884.0-894.0 Kinematic Viscosity: 12.9 ± 5% Cloud point: 5 ± 3°C

4 Density � very high Viscosity � very high Pour point � low General description � asphaltic

Density: 947.0-957.0 Kinematic Viscosity: 1246 ± 5% Cloud point: 29 ± 3°C

5 Density � medium Viscosity � high Pour point � very high General description � paraffinic

Density: 839.0-849.0 Kinematic Viscosity: 3.96² ± 5% Cloud point: 39 ± 3°C

6 Marine residual fuel oil � RMG 35 RMG 35 Parameters as per ISO 8217:1996 (table 2)



Notes: 1 Reference for these parameters is Institute of Petroleum publication � Petroleum

Measurement Paper No. 8 � ISBN 0 85293 2. 2 This viscosity is recorded at 40ºC due to this oil�s high pour point which renders

the kinematic viscosity not measurable at 20ºC. * Density in kg/m3 at 15ºC; this parameter is reported by conversion using table 3 of

the Petroleum Measurement Tables � ASTM D 1250-80. ** Kinematic viscosity (Cst) at 20ºC. *** Cloud Point in ºC.

Note: Other oils covering the range of properties shown may be substituted if those

shown are unobtainable. The characteristics of the oil and age of sample shall be recorded. Samples used for approval must be less than 12 months old. Following each test, the meter should be run on oil-free water for 15 min and the meter reading recorded. Should the meter reading at zero oil through put exceed the accuracy requirement, an automatic cleaning device should be fitted to the instrument as standard. If it is necessary to re-zero, recalibrate, or clean the meter between tests, this fact and the time required to recalibrate or clean the meter should be noted and recorded on the certificate. 1.2.7 White petroleum products. If the meter is considered suitable for �white� petroleum products, it should also be tested with the following products in a manner similar to the tests set out in paragraphs 1.2.5 and 1.2.6: .1 Automotive gasoline; .2 Kerosene; and .3 Marine distillate fuel oil � DMA � ISO 8217: 1996 (table 1). If the meter is to be considered suitable for any of the category C and D oil-like noxious liquid substances referred to in the list contained in the unified interpretations to regulation 14 of Annex II of MARPOL 73/78, it should also be tested against each such substance for which approval is required, in a manner similar to the tests set out in paragraphs 1.2.5 and 1.2.6. The high shear pump shown in figure 1 should be kept in operation at high speed during this test to assist in dissolving the appropriate fraction of the substance in the water stream. 1.2.8 Response times. The oil content meter should be run on oil-free water and zeroed. The oil injection pump, set to 100 ppm No.2 crude oil, should be turned on. The following response times should be recorded and included on the certificate: .1 time for first detectable reading; .2 time to read 63 ppm;

.3 time to read 90 ppm; and


Page 23


.4 time to read 100 ppm or for reading to stabilize at maximum, the value (ppm) of which should be recorded.

Following this upscale test, the oil injection pump should be turned off and the following response times should be recorded and included on the certificate: .5 time for the maximum reading to drop detectably; .6 time to read 37 ppm; .7 time to read 10 ppm; and .8 time for reading to stabilize at minimum, the value (ppm) of which should be

recorded. The response time of the meter, which should be taken as the average of the response time recorded to read 63 ppm and the response time recorded to read 37 ppm, should be less than 20 s. 1.2.9 Oil fouling and calibration shift tests. Two tests using No.2 crude oil should be performed to determine the effect of oil fouling on calibration shift. The first test should be done with a 10% oil concentration and the second with a 100% oil concentration. For the 10% oil concentration test, the meter should initially be running on oil-free water. The high capacity oil injection pump, set to give 10% oil in water, should be turned on for 1 min and then turned off. For the 100% oil concentration test, the meter should be running on oil-free water. The water should be turned off and 100% oil turned on for 1 min. The oil should then be turned off and the oil-free water flow resumed. Care must be taken in the design of the test equipment to ensure that the oil fouling test results are not degraded by fouling of the sample piping external to the meter. The following response times should be noted for both tests and recorded on the certificate: .1 time for first detectable reading; .2 time to read 15 ppm; .3 time to read 100 ppm; .4 time for reading to go off scale on the highest range; .5 time for reading to return back on scale on the highest range; .6 time for reading to return to 100 ppm; .7 time for reading to return to 15 ppm; and .8 time for reading to return to zero or stabilize at minimum ppm reading.



If it is necessary to clean the meter after each oil fouling test for it to return to a zero reading, this fact and the time required to clean and recalibrate the meter shall be noted and recorded on the certificate. After successful completion of both oil fouling tests, a 100 ppm mixture of No.2 crude oil should be introduced and any calibration shift noted and recorded on the certificate. 1.2.10 Contaminant tests. The meter should be run on contaminant test as follows: .1 the contaminants should be mixed in the mixing tank with clean water as follows:

not less than 270 ppm by weight of attapulgite (see note (a)) and 30 ppm by weight of iron oxides (see note (b)). Each material should be mixed sequentially in the mixing tank to the following criteria:

.1.1 attapulgite for a period of not less than 15 min so that a homogenous

suspension is formed; iron oxides for an additional period of not less than 10 min. The mixing process should maintain the contaminants in suspension throughout the test period;

.2 the meter should be run on a mixture of clean water and No.2 crude oil of 15 ppm; .3 the water supply should be changed from clean water to contaminated water;

.4 any shift in the meter reading should be noted in the certificate. The meter reading should be within the accuracy limits specified in 1.2.1;

.5 the test specified in .2, .3, and .4 above, should be repeated with oil concentrations

of 100 ppm and 300 ppm; and .6 sufficient water should be available in the mixing tanks to ensure an effective test

period of not less than 15 min. Notes: (a) Attapulgite is a clay mineral with the chemical formula (MgAl)5Si8O22(OH)44H2O

and is stable in both fresh and salt water. The test contaminant should have a particle size distribution with about 30% of 10 microns or less and a maximum particle size of 100 microns.

(b) The term �iron oxides� is used to describe black ferrosoferric oxide (Fe3O4) with a

particle size distribution of which 90% is less than 10 microns, the remainder having a maximum particle size of 100 microns.

1.2.11 Air entrainment test .1 The meter should be run on a mixture of water and 15 ppm No.2 crude oil. .2 Air should be injected into the test circuit immediately before the sample pump or,

in the absence of such pump, immediately before any conditioning unit used to prepare the mixture for measurement. Injection should be by needle having an orifice dimension not exceeding 0.5 mm in diameter arranged in line with the sample flow. The quantity of air injected should be 1% of the designated flow rate of the sample pump or conditioning unit at the point of injection. Air should


Page 25


be delivered to the system by direct injection or pump via a suitable measuring device designed to permit a constant controllable flow rate within +10% of the required rate of injection for an uninterrupted effective test period of not less than 15 min.

.3 Any shift in the meter reading should be recorded on the certificate. .4 The tests specified in points 1, 2 and 3 should be repeated with an oil

concentration of 100 ppm and 300 ppm respectively. 1.2.12 Oil particle size - shear pump test. The meter should be run on a mixture of water and No. 2 crude oil of 100 ppm. The high shear pump, shown in figure 1, should be run at various speeds to provide a range of oil particle size to the meter and on completion of this test the pump should be stopped. Any effect of particle size on the meter reading should be noted and recorded on the certificate. The purpose of this test is to demonstrate that the meter�s accuracy is not significantly affected by the oil droplet size or by the degree of oil and water mixing. 1.2.13 Temperature test. The meter should be run on a mixture of water and No.2 crude oil of 100 ppm. The water temperature should initially be set at 10oC and then at 65oC. If the manufacturer�s specification lists an operating maximum water temperature of less than 65oC,the meter should be run at that maximum temperature and this fact, together with any effect of water temperature on the meter reading, should be recorded on the certificate. 1.2.14 Sample pressure or flow test. The meter should be run on a mixture of water and No.2 crude oil of 100 ppm. The water pressure or flow rate of the mixture should be adjusted from one-half normal, to normal and to twice normal. Any effect of these changes on the meter reading should be recorded on the certificate. This test may require modification, depending on the flow characteristics of the meter. 1.2.15 Shut-off test. The meter should run on a mixture of water and No.2 crude oil of 100 ppm. The water and oil injection pumps should be shut off and the meter left on with no other changes made. After eight hours, the water and the oil injection pumps should be turned on and set to provide a mixture of 100 ppm. The meter readings before and after each test and any damage to the meter should be recorded on the certificate. This test also determines the proper functioning of the low flow shut-off and alarm. 1.2.16 Utility supply variation test. The meter should be run on a mixture of water and No.2 crude oil of 100 ppm. The supply voltage should be increased to 110% of the nominal value for one hour and then reduced to 90% of the nominal value for one hour. Any effect on meter performance should be recorded on the certificate. If the operation of the meter requires any utilities besides electricity, it should be tested with these utilities at 110% and 90% of the design figures. 1.2.17 Calibration and zero drift test. The meter should be calibrated and zeroed in accordance with the procedures in the manufacturer�s instructions manual. A mixture of water and No.2 crude oil of 100 ppm should be run through the meter for eight hours and any calibration drift recorded on the certificate. Following this, the meter should be run on oil-free water and any zero drift recorded on the certificate.



1.2.18 Shut-down and re-energization test. The meter should be shut down and de-energized for one week. It should be turned on and started in accordance with the manufacturer�s instructions. After the suggested warm-up and calibration procedures, the meter should be run for a period of eight hours, operating alternatively for one hour on a mixture of water and No.2 crude oil of 100 ppm and for one hour on oil-free water. After each step in the operation, any zero or span drift should be recorded on the certificate. The total time required to perform the manufacturer�s suggested warm-up and calibration should also be recorded on the certificate. 1.2.19 Reporting of test results. A specification of the instrument concerned and a diagrammatic presentation of the test arrangements should be provided to the Administration by the manufacturer when applying for type approval and the following data should be reported in the international metric system of units: .1 types and properties of oils used in the tests; .2 details of contaminants used, in the form, for example, of a supplier�s certificate

or laboratory test protocol; and .3 results of tests and analysis of grab samples. The recommendations of the manufacturer of the oil content meter concerning the choice and application of cleansing agents used for cleaning purpose should be recorded in the appendix to the type approval certificate.

Figure 1 � Test rig

The size of the mixing tank should be specified so as to allow a minimum �once through� effective test period of 15 min. Adequate arrangements should be made for in-tank mixing or recycling to ensure a homogeneous mixture.


Page 27


A Distance A, not greater than 400 mm B Distance B, sufficient to insert sample bottle C Dimension C, straight length should not be less than 60 mm D Dimension D, pipe thickness should not be greater than 2 mm E Detail E, chisel-edged chamfer (30º)

Figure 2 � Alternative sampling arrangement in test rig

1.3 Method for the determination of oil content The determination of the oil content will be performed according to the International Standard ISO 9377-2:2000 �Water quality � Determination of hydrocarbon oil index � Part 2: Method using solvent extraction and gas chromatography� that specifies a method for sampling and subsequent determination of the hydrocarbon oil index in water using solvent extraction and gas chromatography. This method should be used for the determination of oil content requirements outlined in these Guidelines and Specifications. PART 2 � SPECIFICATION FOR ENVIRONMENTAL TESTING FOR TYPE

APPROVAL OF THE OIL CONTENT METER AND THE CONTROL SECTION OF AN OIL DISCHARGE MONITORING AND CONTROL SYSTEM

2.1 General 2.1.1 The specification for environmental testing for type approval relates to the electronic section of the oil content meter and the control section of a monitoring and control system. A control section may be an independent unit or be combined with the electronic part of the oil content meter.

2.1.2 The equipment tested should comply with all the relevant requirements contained in section 5 of the Guidelines and Specifications.



2.2 Test specifications

2.2.1 Testing requirements

The electrical and electronic section of the oil content meter and the control section of the monitoring system in the standard production configuration should be subjected to the programme of environmental tests set out in this specification at a laboratory approved for the purpose by the Administration or by the competent authority of the manufacturer�s home country. A copy of the environmental test document, in a format similar to that specified in paragraph 3.2 of this specification, should be submitted to the Administration by the manufacturer together with the application for type approval. 2.2.2 Test specification details Equipment should operate satisfactorily on completion of each of the following environmental tests:

.1 Vibration tests .1.1 a search should be made for resonance over the following range of

frequency and amplitude or acceleration: .1.1.1 2 to 13.2 Hz with an amplitude of +1 mm; and .1.1.2 13.2 to 80 Hz with an acceleration of +0.7 g;

This search should be made in each of the three planes at a rate sufficiently low to permit detection of resonance;

.1.2 the equipment should be vibrated in the planes at each major resonant

frequency for a period of two hours; .1.3 if there is no resonant frequency, the equipment should be vibrated in each

of the plans at 30 Hz with an acceleration of +0.7 g for a period of two hours;

.1.4 after completion of the tests specified in .1.2 or .1.3 of this paragraph a

search should again be made for resonance and there should be no significant change in the vibration pattern;

.2 Temperature tests .2.1 Equipment that may be installed in exposed areas on the open deck or in

an enclosed space not environmentally controlled should be subjected, for a period of not less than two hours, to:

.2.1.1 a low temperature test at �25oC; and .2.1.2 a high temperature test at 55oC;


Page 29


.2.2 Equipment that may be installed in an enclosed space that is environmentally controlled including an engine-room, should be subjected, for a period of not less than two hours, to:

.2.2.1 a low temperature test at 0oC; and .2.2.2 a high temperature test at 55oC;

At the end of each of the tests referred to in this subparagraph above, the equipment should be switched on and it should function normally under the test conditions;

.3 Humidity tests

Equipment should be left switched off for a period of two hours at a temperature of 55oC in an atmosphere with a relevant humidity of 90%. At the end of this period, the equipment should be switched on and should operate satisfactorily for one hour;

.4 Tests for protection against heavy seas

Equipment that may be installed in exposed areas on the open deck shall be subjected to tests for protection against heavy seas in accordance with lP 56 of IEC publication 529 or its equivalent;

.5 Fluctuation in power supply .5.1 Equipment should operate satisfactorily with: .5.1.1 a voltage variation of +10% together with a simultaneous

frequency variation of +5%; .5.1.2 a transient voltage of +20% together with a simultaneous frequency

transient of +10%, with a transient recovery time of three seconds; .6 Inclination test

Equipment should operate satisfactorily at angles of inclination up to 22.5oC in any plane from the normal operating position;

.7 Reliability of electrical and electronic equipment

The electrical and electronic components of the equipment should be of a quality guaranteed by the manufacturer and suitable for their intended purpose.

PART 3 � DOCUMENTATION OF APPROVAL

3.1 Certificate of type approval for oil content meters

3.1.1 Satisfactory compliance with all the test requirements enumerated in part 1 of this annex should be shown in the certificate of type approval issued by the Administration in the format



specified in paragraph 3.1.2 below. An Administration may issue a certificate of type approval based on separate testing or on testing already carried out under supervision by another Administration.

3.1.2 A certificate of type approval should be in the format shown in the appendix to this annex. The certificate should identify the type and model of the oil content meter to which it applies and identify equipment assembly drawings, duly dated. Each drawing should bear the model specification numbers or equivalent identification details. The certificate should include the full performance test protocol on which it is based. If a certificate of type approval is issued by an Administration based on a certificate previously issued by another Administration, the certificate should identify the Administration which conducted the tests on the oil content meter and a copy of the original test should be attached to it.

3.2 Format of environmental test protocol

3.2.1 Satisfactory compliance with the environmental tests laid down in these Guidelines and Specifications, where applicable, should be shown on the environmental test protocol issued by the testing laboratory. The protocol should include at least the following details:

.1 identification of the equipment by type and drawing number, duly dated; and .2 a statement of the tests conducted on the equipment, including the results thereof.

3.2.2 The environmental test protocol should be endorsed by either the Administration or a competent authority of the manufacturer�s home country to confirm that the laboratory is approved to conduct such tests. The protocol should also be signed and dated by the person in charge of the laboratory.


Page 31


APPENDIX


CERTIFICATE OF TYPE APPROVAL FOR OIL CONTENT METERS INTENDED FOR MONITORING THE DISCHARGE OF OIL-CONTAMINATED WATER FROM

THE CARGO TANK AREAS OF OIL TANKERS This is to certify that the oil content meter, comprising the equipment listed below, has been examined and tested in accordance with the requirements of the specification contained in part 1 of the annex to the Guidelines and Specifications contained in IMO resolution MEPC.108(49). This certificate is valid only for an oil content meter referred to below. Oil content meter supplied by ��. under type and model designation ��..�� and incorporating: Oil content meter analysing unit manufactured by ��. to specification /assembly drawing No. . ��..date ��.��. Electronic section of oil content meter manufactured by �� to specification/assembly drawing No. ��.�date ��... *Sample feed pump manufactured by .��.�� to specification/assembly drawing No. . ��date ��..��.... *Sample conditioning unit manufactured by ��.��. to specification/assembly drawing No. �.��date ��....��.�. The oil content meter is acceptable for the following applications: *Crude oils * �Black" products * "White" products * Oil-like noxious liquid substances, other products, or applications, listed below A copy of this certificate should be carried aboard a ship fitted with this equipment at all times. Test data and results attached as appendix.

Signed . ��.

Official stamp Administration of��.. Dated this ��.�.. day of�.��. 20�


Badge or

Cipher



APPENDIX

TEST DATA AND RESULTS OF TESTS CONDUCTED ON AN OIL CONTENT METER IN ACCORDANCE WITH PART 1

OF THE ANNEX TO THE GUIDELINES AND SPECIFICATIONS CONTAINED IN IMO RESOLUTION MEPC.108(49)

Oil content meter submitted by�� Test location ��..�� Method of sample analysis ��.�� Samples analysed by��.�� Environmental testing of the electronic section of the oil content meter has been carried out in accordance with part 2 of the annex to the Guidelines and Specifications contained in IMO resolution MEPC.108(49). The equipment functioned satisfactorily on completion of each test specified on the environmental test protocol.


Page 33


READINGS (ppm)

Indicated Measured Grab

sample

REMARKS

CALIBRATION 0 ��

15 ��

50 ��

100 ��

200 ��

400 ��

600 �� TEST

800 �� WATER TEMPERATURE ºC

1000 �� RE-ZERO YES/NO*

�� YES/NO*

OIL TYPE

RESPONSE TESTS

No.1 crude oil 15 ��

100 ��

90% M.F.S.V. = ��

RECORDED ZERO �� RE-ZERO YES/NO*

TIME mins

RECALIBRATE YES/NO*

TIME mins

CLEAN YES/NO*

TIME mins


100 ��

90% M.F.S.V. = ��


TIME mins

RECALIBRATE YES/NO*

TIME mins

M.F.S.V. = MAXIMUM CLEAN YES/NO*

FULL SCALE VALUE TIME mins




READINGS (ppm)


sample

REMARKS

��


100 ��

90% M.F.S.V. = ��

RECORDED ZERO �� RE-ZERO YES/NO∗

TIME mins

RECALIBRATE YES/NO*

TIME mins

CLEAN YES/NO*

�� TIME mins


100 ��

90% M.F.S.V. = ��


TIME mins

RECALIBRATE YES/NO*

TIME mins

CLEAN YES/NO*

TIME mins


100 ��

90% M.F.S.V. = ��


TIME mins

RECALIBRATE YES/NO*

TIME mins

CLEAN YES/NO*

TIME mins

∗ Delete as appropriate.


Page 35


READINGS (ppm)


sample

REMARKS

Marine residual fuel oil

��

15 �� RMG 35- ISO 8217 100 ��

90% M.F.S.V. = ��


TIME mins

RECALIBRATE YES/NO*

TIME mins

CLEAN YES/NO*

�� TIME mins

Automotive gasoline

15 ��

100 ��

90% M.F.S.V. = ��


TIME mins

RECALIBRATE YES/NO*

TIME mins

CLEAN YES/NO*

TIME mins




READINGS (ppm)


sample

REMARKS

Kerosene ��

15 ��

100 ��

90% M.F.S.V. = ��


TIME mins

RECALIBRATE YES/NO*

TIME mins

CLEAN YES/NO*

�� TIME mins Marine distillate fuel oil DMA-ISO 8217 15 ��

100 ��

90% M.F.S.V. = ��


TIME mins

RECALIBRATE YES/NO*

TIME mins

CLEAN YES/NO*

TIME mins

Note: If alternative oils covering the same range of properties as the crude oils listed are used, these should be substituted where applicable.



Page 37


OIL-LIKE NOXIOUS LIQUID SUBSTANCES, OTHER PRODUCTS OR APPLICATIONS∗

READINGS (ppm)


sample

REMARKS

Name of product ��

�� 15 ��

100 ��

90% M.F.S.V. = ��

RECORDED ZERO �� RE-ZERO YES/NO∗∗

TIME mins

RECALIBRATE YES/NO**

TIME mins

CLEAN YES/NO**

�� TIME mins

Name of product

�� 15 ��

100 ��

90% M.F.S.V. = ��

RECORDED ZERO �� RE-ZERO YES/NO**

TIME mins

RECALIBRATE YES/NO**

TIME mins

CLEAN YES/NO**

TIME mins

∗ This page should be included in the certificate only if the oil content meter has been tested against category C or D

oil-like noxious liquid substances. ∗∗ Delete as appropriate.



RESPONSE TIMES seconds

First detectable reading

63 ppm

��

��①

90 ppm ��

Stabilized maximum reading or 100 ppm �.. ppm ��

First detectable drop ��

37 ppm ��②

10 ppm ��

Stabilized minimum reading �.. ppm ��

RESPONSE TIME = ①+② 2

= ��


Page 39



OIL FOULING AND CALIBRATION SHIFT seconds 10% oil concentration test

First detectable response

15 ppm

100 ppm

��

��

��

Off scale on highest range ��

On scale on highest range

100 ppm

15 ppm

��

��

��

Minimum reading �.. ppm ��

Further cleaning required YES/NO∗ (State extent)

Time ��. mins

100% oil concentration test seconds

First detectable response

15 ppm

100 ppm

��

��

��..

Off scale on highest range ��

On scale on highest range

100 ppm

15 ppm

��

��

��

Minimum reading �.. ppm ��

Further cleaning required YES/NO* (State extent)

Time ��. mins

Calibration shift �.. ppm



CONTAMINANT TEST

Meter reading shift with 300 ppm non-oil contaminants mixed with water and No.2 crude oil in oil concentrations of:

- 15 ppm ..............ppm - 100 ppm ..............ppm - 300 ppm ..............ppm

AIR ENTRAINMENT TEST

Meter reading shift with 1% air entrained in water and No.2 crude oil added in concentrations of:

- 15 ppm ..............ppm - 100 ppm ..............ppm - 300 ppm ..............ppm

OIL PARTICLE SIZE TEST

Meter reading shift ..............ppm

TEMPERATURE TEST

Calibration test water temperature .............. ºC Meter reading shift at 10°C ..............ppm Meter reading shift at 65°C ..............ppm

SAMPLE PRESSURE OR FLOW TEST

Meter reading shift at 50° of normal ..............ppm Meter reading shift at 200° of normal ..............ppm Deviations from this test should be stated if necessary

SHUT-OFF TEST

Meter reading before shut off ..............ppm Meter reading after start-up (minimum dry period 8 hours) ..............ppm Damage to meter as follows:


Page 41


UTILITIES SUPPLY VARIATION TEST

110% voltage effects ................................................ 90% voltage effects ............................................�.. 110% air pressure effects .......................................... 90% air pressure effects ........................................� 110% hydraulic pressure effects ............................... 90% hydraulic pressure effects .................................

OTHER COMMENTS CALIBRATION AND ZERO DRIFT TEST

Calibration drift ..............ppm Zero drift ..............ppm

SHUTDOWN AND RE-ENERGIZATION TEST

Span drift ..............ppm Zero drift ..............ppm Time for warm-up and calibration ��..mins

Signed Date Official stamp

(Official stamp or equivalent identification and the date of approval to be placed on all pages of the test protocol)

***

MEPC 49/22/Add.2


ANNEX 15



TRIPARTITE AGREEMENTS THE MARINE ENVIRONMENT PROTECTION COMMITTEE, NOTING regulation 3(4) of Annex II to MARPOL 73/78, which describes the procedure for obtaining a provisional assessment of liquid substances carried in bulk which have not been categorized under paragraph (1) of this regulation, NOTING ALSO that unified interpretations 2A.1 describes, in detail, the procedure to be carried out in order to obtain such a provisional assessment, RECOGNIZING that for the Government of the State Party to MARPOL 73/78 shipping or producing the substance to be provisionally assessed needs to be able to contact the Government of the State in whose port the cargo will be received and the Government of the flag State involved in transporting the substance, RECOGNIZING ALSO that such contact points are published by the Organization in MEPC.2 circulars, which are updated every year in December, NOTING the difficulties experienced by some States in contacting other States which have not informed the Organization of their contact details to be included in the MEPC.2 circulars, 1. AGREES that those contact points which have not informed the Organization of their latest contact details should be deemed to have accepted the tripartite agreements whilst other contact points should still follow the Unified Interpretations 2A.1.4 and 2A.1.6 of regulation 3(4) of Annex II to MARPOL 73/78; 2. AGREES ALSO to review the application of this agreement at a future date.

***

MEPC 49/22/Add.2


ANNEX 16



REVISED INTERIM GUIDELINES FOR THE APPROVAL OF ALTERNATIVE

METHODS OF DESIGN AND CONSTRUCTION OF OIL TANKERS UNDER REGULATION 13F(5) OF ANNEX I OF MARPOL 73/78

THE MARINE ENVIRONMENT PROTECTION COMMITTEE, RECALLING Article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection Committee (the Committee) conferred upon it by international conventions for the prevention and control of marine pollution, NOTING resolution MEPC.52(32) by which the Committee adopted regulations 13F and 13G and related amendments to Annex I of MARPOL 73/78, NOTING ALSO resolution MEPC.66(37) by which the Committee adopted the Interim Guidelines for the approval of alternative methods of design and construction of oil tankers under regulation 13F(5) of annex I of MARPOL 73/78, NOTING FURTHER that by resolution MEPC.66(37), the Committee resolved to keep the Interim Guidelines under review and to develop final guidelines in the light of experience, HAVING CONSIDERED, at its forty-ninth session, the recommendation made by the Sub-Committee on Bulk Liquids and Gases, 1. ADOPTS the Revised Interim Guidelines for the approval of alternative methods of design and construction of oil tankers under regulation 13F(5) of Annex I of MARPOL 73/78, the text of which is set out in the Annex to the present resolution; 2. INVITES Member Governments to give due consideration to the Revised Interim Guidelines when evaluating other methods of design and construction of oil tankers as alternatives to the requirements prescribed in regulation 13F(5) of Annex I of MARPOL 73/78 for submission of such designs to the Committee for approval; 3. AGREES to keep the Revised Interim Guidelines under review in the light of experience gained; 4. INVITES the Maritime Safety Committee to note the Revised Interim Guidelines; 5. URGES Member Governments to bring the aforementioned Revised Interim Guidelines to the attention of shipbuilders, shipowners, ship operators and other parties concerned with the design, construction and operation of oil tankers with a view to encouraging their use for oil tankers constructed on or after 1 April 2005; 6. REVOKES resolution MEPC.66(37).



ANNEX

REVISED INTERIM GUIDELINES FOR THE APPROVAL OF ALTERNATIVE

METHODS OF DESIGN AND CONSTRUCTION OF OIL TANKERS UNDER REGULATION 13F(5) OF ANNEX I OF MARPOL 73/78

Preamble 1 The purpose of these Revised Interim Guidelines, hereunder referred to as "the Guidelines'', is to provide an international standard for the evaluation and approval of alternative methods of design and construction of oil tankers under regulation 13F(5) of Annex I of MARPOL 73/78. 2 The basic philosophy of the Guidelines is to compare the oil outflow performance in case of collision or stranding of an alternative tanker design to that of reference double-hull designs complying with regulation 13F(3) on the basis of a calculated pollution-prevention index. 3 The oil outflow performance of double-hull tankers which comply with regulation 13F(3) may be different. The longitudinal subdivision of the cargo tanks has a major influence on the oil outflow in case of inner hull penetration. The selected reference double-hull designs exhibit a favourable oil outflow performance. 4 The calculation of oil outflow is based on the probabilistic methodology and best available tanker accident damage statistics. Reappraisal of the Guidelines may be appropriate when more information on tanker accident damage has become available and more experience with the application of these Guidelines has been gained. 5 Falling tides will have an adverse effect on oil outflow from a stranded tanker and the Guidelines take account of this. The tide values specified in section 5 represent realistic average tidal changes which have been chosen to identify the influence of tidal changes on the oil outflow in case of stranding. 1 General 1.1 Regulation 13F of Annex I of MARPOL 73/78 specifies structural requirements for new tankers of 600 dwt and above, contracted on or after 6 July 1993. Paragraph (3) of the regulation requires tankers of 5,000 dwt and above to be equipped with double hulls. Various detailed requirements and permissible exceptions are given in the regulation. Paragraph (5) of the regulation specifies that other designs may be accepted as alternatives to double hull, provided they give at least the same level of protection against oil pollution in the event of collision or stranding and are approved in principle by the Marine Environment Protection Committee (MEPC) based on Guidelines developed by the Organization. 1.2 These Guidelines should be used to assess the acceptability of alternative oil tanker designs of 5,000 dwt and above with regard to the prevention of oil outflow in the event of collision or stranding as specified in paragraph (5) of regulation 13F.


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1.3 For any alternative design of an oil tanker not satisfying regulation 13F(3) or (4), a study of the cargo oil outflow performance should be carried out as specified in sections 4 through 6 of these Guidelines. 1.4 This study should cover the full range of ship sizes with a minimum of four different ship sizes, unless the approval is requested for only a limited range of vessel sizes. Data for four reference double-hull designs are given in section 7. 1.5 Evaluation of the cargo oil outflow performance of the proposed alternative design should be made by calculating the pollution-prevention index E, as outlined in section 4 of these Guidelines. 1.6 The probabilistic methodology for the calculation of oil outflow according to these Guidelines is based on available tanker casualty statistics. With the collection of additional statistical material, the damage density distribution functions specified in paragraph 5.2 should be periodically reviewed. 1.7 In principle, and as far as applicable, the requirements of paragraphs (3)(d)-(f), (6) and (8) of regulation 13F apply also to alternative designs. The requirements of paragraph (9) of regulation 13F also applies to alternative designs. In addition, it should be demonstrated by means of a risk analysis that the new design under consideration provides an adequate safety level. Such analysis should address any specific risks associated with the alternative design and, if there are any, it should be demonstrated that safe solutions exist to cope with them. 2 Applicability 2.1 These Guidelines apply to the assessment of alternative designs of oil tankers to be constructed of steel or other equivalent material, as required by SOLAS regulation II-2/11. Designs for tankers intended to be constructed of other materials or incorporating novel features (e.g. non-metallic materials) or designs which use impact-absorbing devices should be specially considered. 2.2 The approval procedure of these Guidelines applies to oil tankers of sizes up to 350,000 dwt. For larger sizes the approval procedure should be specially considered. 3 Approval procedure for alternative tanker designs 3.1 An Administration which receives a request for approval of an alternative tanker design for the purpose of complying with regulation 13F, should first evaluate the proposed design and satisfy itself that the design complies with these Guidelines and other applicable regulations of MARPOL Annex I. That Administration should then submit the proposal and the supporting documentation, together with its own evaluation report, to the Organization for evaluation and approval of the design concept by the MEPC as an alternative to the requirements of regulation 13F(3). Only design concepts which have been approved in principle by the MEPC are allowed for the construction of tankers to which regulation 13F(5) applies.



3.2 The submission to the Administration and the Organization should at least include the following items:

.1 detailed specification of the alternative design concept; .2 drawings showing the basic design of the tank system and, where necessary, of the

entire ship; .3 study of the oil outflow performance as outlined in paragraphs 1.3 to 1.5; .4 risk analysis as outlined in paragraph 1.7; .5 details of the calculation procedure or computer program used for the probabilistic

oil outflow analysis to satisfy the Administration that the calculation procedure used gives satisfactory results. For verification of the computer program see paragraph 6.2.

Any additional information may be required to be submitted if deemed necessary. 3.3 In addition to the approval procedure for the design concept specified in paragraphs 3.1 and 3.2 above, the final shipyard design should be approved by the Flag State Administration for compliance with these Guidelines and all other applicable regulations MARPOL Annex I. This should include survivability considerations as referred to in paragraph 5.1.5.10. 3.4 Any approved design concept will require reconsideration if the Guidelines have been amended. 4 Oil outflow analysis 4.1 General 4.1.1 The oil pollution prevention performance of a tanker design is expressed by a non-dimensional oil pollution prevention index E which is a function of the three oil outflow parameters: �probability of zero oil outflow�, �mean oil outflow� and �extreme oil outflow�. The oil outflow parameters should be calculated for all conceivable damage cases within the entire envelope of damage conditions as detailed in section 5. 4.1.2 The three oil outflow parameters are defined as follows:

.1 Probability of zero oil outflow. This parameter represents the probability that no cargo oil will escape from the tanker in case of collision or stranding. If, e.g., the parameter equals 0.6, in 60% of all collision or stranding accidents no oil outflow is expected to occur.

.2 Mean oil outflow parameter. The mean oil outflow represents the sum of all

outflow volumes multiplied by their respective probabilities. The mean oil outflow parameter is expressed as a fraction of the total cargo oil capacity at 98% tank filling.


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.3 Extreme oil outflow parameter. The extreme oil outflow is calculated - after the volumes of all outflow cases have been arranged in ascending order - as the sum of the outflow volumes between 0.9 and 1.0 cumulative probability, multiplied by their respective probabilities. The value so derived is multiplied by 10. The extreme oil outflow parameter is expressed as a fraction of the total cargo oil capacity at 98% tank filling.

4.1.3 In general, consideration of ship's survivability will not be required for the conceptual approval of an alternative design. This may, however, be required in special cases, depending on special features of the design. 4.2 Pollution-prevention index The level of protection against oil pollution in the event of collision or stranding as compared to the reference double-hull designs should be determined by calculation of the pollution-prevention index E as follows: E = k1 PO/POR + k2 (0.01 + OMR)/(0.01 + OM) + k3 (0.025 + OER)/(0.025 + OE) ≥ 1.0 (4.2) where:

k1, k2 and k3 are weighting factors having the values: k1 = 0.5 k2 = 0.4 k3 = 0.1

PO = probability of zero oil outflow for the alternative design OM = mean oil outflow parameter for the alternative design OE = extreme oil outflow parameter for the alternative design POR, OMR and OER are the corresponding parameters for the reference double-hull design of the same cargo oil capacity as specified in section 7.

4.3 Calculation of oil outflow parameters The oil outflow parameters PO, OM and OE should be calculated as follows:

Probability of zero oil outflow, PO: n

PO = ∑ Pi Ki (4.3-1) i=1

where:

i represents each compartment or group of compartments under consideration, running from i = 1 to i = n

Pi accounts for the probability that only the compartment or group of compartments under consideration are breached

Ki equals 0 if there is oil outflow from any of the breached cargo spaces in i. If there is no outflow, Ki equals 1.



Mean oil outflow parameter, OM: n

OM = ∑ (Pi Oi)/C (4.3-2) i=1

where:

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

Extreme oil outflow parameter, OE:

n

OE = 10 ﴾∑ (Pie Oie)/C﴿ (4.3-3) i =1

where the index �ie� represents the extreme outflow cases, which are the damage cases falling within the cumulative probability range between 0.9 and 1.0 after they have been arranged as specified in paragraph 6.1. 5 Assumptions for calculating oil outflow parameters 5.1 General 5.1.1 The assumptions specified in this section should be used when calculating the oil outflow parameters. 5.1.2 Outflow parameters should be calculated independently for collisions and strandings and then combined as follows:

.1 0.4 of the computed value for collisions; and .2 0.6 of the computed value for strandings.

5.1.3 For strandings, independent calculations should be done for 0 m and 2.5 m fall in tide. Outflow parameters for the stranded conditions should be a weighted average, calculated as follows:

.1 .7 for 0 m tide condition; and .2 0.3 for 2.5 m fall in tide condition.

5.1.4 The damage cases and the associated probability factor Pi for each damage case should be determined based on the damage density distribution functions as specified in paragraph 5.2. 5.1.5 The following general assumptions apply for the calculation of outflow parameters:

.1 The ship should be assumed loaded to the load line draught ds with zero trim and heel. All cargo tanks should be assumed loaded to 98% of their volumetric capacity. The nominal density of the cargo oil should be calculated as follows:

ρ n = 1000 (DW)/C (kg/m3) (5.1.5.1)


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.2 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 should be taken as 0.99, unless proven otherwise.

.3 For all cases of collision damage, the entire contents of all damaged cargo oil

tanks should be assumed to be spilled into the sea, unless proven otherwise. .4 For all stranded conditions, the ship should be assumed aground on a shelf.

Assumed stranded draughts prior to tidal change should be equal to the initial intact draughts. Should the ship trim or float free due to the outflow of oil, this should be accounted for in the calculations for the final shipyard design.

.5 In general, an inert gas overpressure of 0.05 bar gauge should be assumed if an

inert gas system is fitted, otherwise the inert gas overpressure should be taken as zero.

.6 For the calculation of oil outflow in case of stranding, the principles of hydrostatic

balance should apply, and the location of damage used for calculations of hydrostatic pressure balance and related oil outflow calculations should be the lowest point in the cargo tank.

.7 For cargo tanks bounded by the bottom shell, unless proven otherwise, oil outflow

equal to 1% of the volume of the damaged tank should be assumed to account for initial exchange losses and dynamic effects due to current and waves.

.8 For breached non-cargo spaces located wholly or in part below breached cargo oil

tanks, the flooded volume of these spaces at equilibrium should be assumed to contain 50% oil and 50% seawater by volume, unless proven otherwise.

.9 If deemed necessary, model tests may be required to determine the influence of

tidal, current and swell effects on the oil outflow performance. .10 For ship designs which incorporate cargo transfer systems for reducing oil

outflow, calculations should be provided illustrating the effectiveness of such devices. For these calculations, damage openings consistent with the damage density distribution functions defined in paragraph 5.2 should be assumed.

.11 Where, for the final shipyard design referred to in 3.3 and in the special cases

referred to in paragraph 4.1.3, damage stability calculations are required, the following should apply:

A damage stability calculation should be performed for each damage case.

The stability in the final stage of flooding should be regarded as sufficient if the requirements of MARPOL regulation I/25(3) are complied with.

Should the ship fail to meet the survivability criteria as defined in

MARPOL regulation I/25(3), 100% oil outflow from all cargo tanks should be assumed for that damage case.



5.2 Damage assumptions 5.2.1 General, definitions The damage assumptions for the probabilistic oil outflow analysis are given in terms of the damage density distribution functions specified in paragraphs 5.2.2 and 5.2.3. These functions are so scaled that the total probability for each damage parameter equals 100% (i.e. the area under each curve equals 1.0). The location of a damage refers always to the centre of a damage. Damage location and extent to an inner horizontal bottom or vertical bulkhead should be assumed to be the same as the statistically derived damage to the outer hull. The location and extent of damage to compartment boundaries should be assumed to be of rectangular shape, following the hull surface in the extents defined in paragraphs 5.2.2 and 5.2.3. The following definitions apply for the purpose of paragraphs 5.2.2 and 5.2.3. x = dimensionless distance from A.P. relative to the ship�s length between

perpendiculars y = dimensionless longitudinal extent of damage relative to the ship�s length

between perpendiculars zt = dimensionless transverse penetration extent relative to the ship�s breadth zv = dimensionless vertical penetration extent relative to the ship�s depth zl = dimensionless vertical distance between the baseline and the centre of the

vertical extent zv relative to the distance between baseline and deck level (normally the ship�s depth)

b = dimensionless transverse extent to bottom damage relative to the ship�s breadth

bl = dimensionless transverse location of bottom damage relative to the ship�s breadth

5.2.2 Side damage due to collision Function for longitudinal location: fS1 = 1.0 for 0 ≤ x ≤ 0.1; Function for longitudinal extent: fS2 = 11.95 � 84.5y for y ≤ 0.1 fS2 = 6.65 � 31.5y for 0.1 < y ≤ 0.2 fS2 = 0.35 for 0.2 < y ≤ 0.3; Function for transverse penetration: fS3 = 24.96 � 399.2zt for zt ≤ 0.05 fS3 = 9.44 � 88.8zt for 0.05 < zt ≤ 0.1 fS3 = 0.56 for 0.1 < zt ≤ 0.3;


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Function for vertical extent: fS4 = 3.83 � 11.1zv for zv ≤ 0.3 fS4 = 0.5 for zv > 0.3 Function for vertical location: fS5 = zl for zl ≤ 0.25 fS5 = 5zl - 1.0 for 0.25 < zl ≤ 0.5 fS5 = 1.50 for 0.5 < zl ≤ 1.0. Graphs of the functions fS1, fS2, fS3, fS4 and fS5 are shone in figures 1 and 2. 5.2.3 Bottom damage due to stranding Function for longitudinal location: fb1 = 0.2 + 0.8x for x ≤ 0.5 fb1 = 4x � 1.4 for 0.5 < x ≤ 1.0; Function for longitudinal extent: fb2 = 4.5 � 13.33y for y ≤ 0.3 fb2 = 0.5 for 0.3 < y ≤ 0.8; Function for vertical penetration: fb3 = 14.5 � 134zv for zv ≤ 0.1 fb3 = 1.1 for 0.1 < zv ≤ 0.3; Function for transverse extent: fb4 = 4.0 � 12b for b ≤ 0.3 fb4 = 0.4 for 0.3 < b ≤ 0.9 fb4 = 12b � 10.4 for b > 0.9; Function for transverse location: fb5 = 1.0 for 0 ≤ b1 ≤ 1.0. Graphs of the functions fb1, fb2, fb3, fb4 and fb5 are shone in figures 3 and 4. 6 Probabilistic methodology for calculating oil outflow 6.1 Damage cases 6.1.1 Using the damage probability distribution functions specified in paragraph 5.2, all damage cases n as per paragraph 4.3 should be evaluated and placed in ascending order of oil outflow. The cumulative probability for all damage cases should be computed, being the running sum of probabilities beginning at the minimum outflow damage case and proceeding to the maximum outflow damage case. The cumulative probability for all damage cases should be 1.0.



6.1.2 For each damage case the damage consequences in terms of penetrations (breaching) of cargo tank boundaries should be evaluated and the related oil outflow calculated. A cargo tank should be considered as being breached in a damage case under consideration if the applied damage envelope reaches any part of the cargo tank boundaries. 6.1.3 When determining the damage cases, it should be assumed for the purpose of these calculations that the location, extent and penetration of damages are independent of each other. 6.2 Oil outflow calculations 6.2.1 The probabilistic oil outflow calculations may be done as outlined by the �Example for the Application of the Revised Interim Guidelines� given in the appendix to these Guidelines. Other calculation procedures may be accepted, provided they show acceptable accuracy. 6.2.2 The computer program used for the oil outflow analysis should be verified against the data for oil outflow parameters for the reference double-hull designs given in section 7. 6.2.3 After the final waterline has been determined, the oil outflow from each damaged cargo tank should be computed for each damage case under the assumptions specified in paragraph 5.1.5. 7 Reference double-hull designs 7.1 Data for four reference double-hull designs of 5,000 dwt, 60,000 dwt, 150,000 dwt and 283,000 dwt are summarized in tables 7.1 and 7.2 and are illustrated in figures 5 to 8. Table 7.1 also contains the data for the oil outflow parameters POR, OMR and OER to be used for the concept approval (ship survivability not considered). 7.2 Table 7.2 contains the corresponding data to be used for the shipyard design approval (ship survivability considered).

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

Oil outflow parameters (ship survivability not considered)

Reference design number

Deadweight Metric Tons

POR OMR OER 1 5,000 0.81 0.013 0.098 2 60,000 0.81 0.012 0.089 3 150,000 0.79 0.014 0.101 4 283,000 0.77 0.012 0.077

Table 7.2 - Oil outflow parameters (ship survivability considered)

Oil outflow parameters

(ship survivability not considered) Reference

design number

Deadweight Metric Tons

POR OMR OER 1 5,000 0.72 0.110 0.440 2 60,000 0.81 0.019 0.157 3 150,000 0.79 0.016 0.114 4 283,000 0.77 0.014 0.093

(The above tables replace existing tables 7.1 and 7.2)


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Figure 1 � Side damage due to collision: density distribution functions fs1, fs2 and fs3



Figure 2 � Side damage due to collision: density distribution functions fs4 and fs5


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Figure 3 � Bottom damage due to stranding: density distribution functions fb1, fb2 and fb3



Figure 4 � Bottom damage due to stranding: density distribution functions fb4, and fb5


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Figure 5 � Reference double hull design no. 1

Deadweight: 5,000 dwt


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Figure 8 � Reference double hull design no. 4 Deadweight: 283,000 dwt


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APPENDIX

EXAMPLE FOR THE APPLICATION OF THE REVISED INTERIM GUIDELINES

1 General 1.1 The application of the Revised Interim Guidelines, hereunder referred to as �the Guidelines�, is shown in the following worked example illustrating the calculation procedure of the oil outflow parameters for a tank barge. For presentation purposes, a simplified hull form and level of compartmentation have been assumed. The procedures described herein are readily adaptable as a computer application, which will be necessary as more complicated arrangements are evaluated. This example is evaluated in accordance with the requirements for �concept approval�. Additional requirements for a shipyard design approval are noted where applicable. 1.2 An application of the Guidelines will typically follow these seven basic steps:

.1 Vessel design: In accordance with paragraph 3.1 of the Guidelines, the vessel is designed to meet all applicable regulations of MARPOL Annex I.

.2 Establishing of the full load condition: In accordance with paragraph 5.1.5 of the

Guidelines, a full load condition is developed.

.3 Assembling of the damage cases: By applying the damage density distribution functions provided in the Guidelines, determine each unique grouping of damaged compartments and the probability associated with that damage condition. Independent sets of damage cases are derived for side (collision) and bottom (stranding) damage.

.4 Computation of the equilibrium condition for each damage case: Compute the

final equilibrium condition for all side and bottom damage conditions. This step is only required for the final shipyard design, in accordance with paragraph 5.1.5.10 of the Guidelines.

.5 Computation of the oil outflow for each damage case: Calculate the oil outflow

for each damage case. Separate calculations are done for side damage and for bottom damage at 0.0 m and 2.5 m fall in tide conditions. For side damage, all oil is assumed to escape from damaged tanks. For bottom damage, a hydrostatic balance method is applied. For the final shipyard design, survivability is evaluated in accordance with the requirements of MARPOL regulation I/25(3).

.6 Computation of the oil outflow parameters: The cumulative probability of

occurrence of each level of oil outflow is developed. This is done for the side damage and for each bottom damage tide condition. The associated oil outflow parameters are then computed. The bottom damage tidal parameters are combined in accordance with paragraph 5.1.3 and the side and bottom damage parameters are then combined in accordance with paragraph 5.1.2 of the Guidelines.

.7 Computation of the Pollution Prevention Index E: The new design has

satisfactory characteristics if index E, as defined in paragraph 4.2 of the Guidelines, is greater than or equal to 1.0.



2 Analysis procedure The basic steps 1 through 6 below are described in this section. 2.1 Step 1: Vessel design The arrangement and dimensions of the example barge are as shown in figure A1 (Barge arrangement). For clarity purposes, a simple arrangement has been selected which does not meet all MARPOL 73/78 requirements. However, for actual designs submitted for approval as an alternative to double hull, the vessel must meet all applicable regulations of Annex I of MARPOL 73/78. 2.2 Step 2: Establishing of the full load condition An intact load condition shall be developed with the vessel at its maximum assigned load line with zero trim and heel. Departure quantities of constants and consumables (fuel oil, diesel oil, fresh water, lube oil, etc.) should be assumed. Capacities of cargo oil tanks should be based on actual permeabilities for these compartments. All cargo oil tanks shall be assumed to be filled to 98% of their capacities. All cargo oil shall be taken at a homogeneous density. For this example, it is assumed that the permeability of the cargo oil tanks is 0.99 and 0.95 for the double bottom/wing tank ballast spaces. The 100% capacity of the cargo oil tanks CO1 and CO2 is:

CO1: 9,623 m3 CO2: 28,868 m3 Total: 38,491 m3

Cargo tank capacity at 98% filling: C = 0.98 x 38,491 = 37,721 m3. For this barge, for simplicity reasons, zero weight for the constants and consumables has been assumed. At the 9.0 m assigned load line the following values for the cargo oil mass (W) and density (ρC) are obtained:

W = displacement - light barge weight = 33,949 t

ρC = 33,949 t/C = 0.90 t/m3 2.3 Step 3: Assembling of the damage cases In this step the damage cases have to be developed. This involves applying the probability density distribution functions for side damage (figures 1 and 2) and the probability density distribution functions for bottom damage (figures 3 and 4). Each unique grouping of damaged compartments is determined together with its associated probability. The sum of the probabilities should equal 1.0 for both the side and the bottom damage evaluations. There are different methods available for developing the compartment groupings and probabilities, each of which should converge on the same results.


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In this example, the compartment groupings and the use of the probability density functions is shown by a �step-wise� evaluation method. This method involves stepping through each damage location and extent at a sufficiently fine increment. For instance, it is assumed (for the side damage) to step through the functions as follows: longitudinal location = 100 steps, longitudinal extent = 100 steps, transverse penetration = 100 steps, vertical location = 10 steps, and vertical extent = 100 steps. You will then be developing 109 damage incidents. The probability of each step is equal to the area under the probability density distribution curve over that increment. The probability for each damage incident is the product of the probabilities of the five functions. There are many redundant incidents which damage identical compartments. These are combined by summing their probabilities. For a typical double-hull tanker, the 109 damage incidents reduce down to 100 to 400 unique groupings of compartments. 2.3.1 Side damage evaluation The damage density distribution functions provide independent statistics for location, length, and penetration. For side damage, the probability of a given damage longitudinal location, longitudinal extent, transverse penetration, vertical location and vertical extent is the product of the probabilities of these five damage characteristics. To maintain the example at a manageable size, fairly coarse increments have been assumed:

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

To further simplify the evaluation, each damage is assumed to extend vertically without limit. Therefore, the probabilities of vertical location and vertical extent are taken as 1.0 for each damage case. This is a reasonable assumption as the double bottom height is only 10% of the depth. Taking the area under the density distribution function for vertical location up to 0.1D (see figure 2, function fS5) yields a value of 0.005. This means that the probability of the centre of damage location falling within the double bottom region is 1/200. Figure A2 (Side damage definition) shows the steps for longitudinal location, longitudinal extent and transverse penetration in relation to the barge. Table A1 (Increments for step-wise side damage evaluation) gives the range for each step, the mean or average value over the step, and the probability of occurrence of that particular step. For instance, Z1 covers the range of transverse penetration beginning at the side shell and extending inboard 5% of the breadth. The average penetration is 0.025B or 2.5% of the breadth. The probability of occurrence is the likelihood that the penetration will fall within the range of 0% to 5% of the breadth. The probability equals 0.749, which is the area under the density distribution function for transverse penetration (figure 1, function fS3) between 0.0B and 0.05B. The area under each probability density function is 1.0, and therefore the sum of the probabilities for all increments for each function is 1.0. A total of ten longitudinal locations, three longitudinal extents and six transverse penetrations will be evaluated. All combinations of damages must be considered for a total of (10)\times(3)\times(6) = 180 separate incidents. The damaged compartments are found by overlaying each combination of location/extent/penetration onto the barge. These damage boundaries define a rectangular box. Any compartment which extends into this damage zone is considered damaged. Each of the 180 incidents results in damage to one or more compartments.



Incidents with identical damaged compartments are collected into a single damage case by summing the probabilities of the individual damage incidents. Let us begin at the aft end of the barge and proceed forward. The first damage location X1 is centred 0.05L forward of the transom. The first damage extent Y1 has an average length of 0.05L. The average value for the first transverse penetration Z1 is 0.025B. The resulting damage box lies entirely within the WB1 compartment and therefore damages that compartment only. The probability of this incident is:

P111(X1Y1Z1) = (0.1000) x (0.7725) x (0.7490) = 0.05786

If we step through the transverse penetrations Z2 through Z6, we find that only the WB1 compartment is damaged for each of these cases. The probabilities for these cases are 0.01074, 0.00216, 0.00216, 0.00216, 0.00216, and 0.00216 respectively. The combined probability for the six cases at longitudinal damage location X1 is: P111-6(X1Y1Z1-6) = 0.05786 + 0.01074 + 0.00216 + 0.00216 + 0.00216 + 0.00216 = 0.07725 Next, we move to damage extent Y2. The damage box X1Y2 Z1 once again falls within the WB1 compartment. Likewise, transverse penetrations Z2 through Z6 fall within this compartment. We compute the probability for these cases and find that: P121-6 (X1Y2 Z1-6) = 0.01925. Similarly, the damage boxes defined by X1Y3 Z1-6 lie within the WB1 compartment and have a combined probability P131-6(X1Y3 Z1-6) = 0.00350. We now move to the next longitudinal location, X2. With longitudinal extent Y1, the damage stays within the WB1 compartment. The combined probability is P211-6(X2Y1 Z1-6) = 0.07725. The forward bound of the damage box X2Y2 Z1 extends forward of the transverse bulkhead located 20.0 m from the transom, damaging compartments both fore and aft of this bulkhead. Transverse penetration Z1 extends to a point just outboard of the longitudinal bulkhead. Therefore, this combination damages both the WB1 and WB2S compartments. The probability is P221(X2Y2 Z1) = 0.01442. We find that the damage box X2Y2 Z2 extends inboard of the longitudinal bulkhead, damaging compartments WB1, WB2S and CO1. A cargo oil tank has been damaged and oil outflow will occur. Similarly, damage penetrations Z3 through Z6 result in breaching of the three compartments. The combined probability for these five incidents is:

P222-6(X2Y2 Z2-6) = 0.00268 + 0.00054 + 0.00054 + 0.00054 + 0.00054 = 0.00483 By stepping through the barge for all 180 incidents and combining unique damage compartment groupings, we obtain the compartment grouping and probability values shown in table A2 (Probability values for side damage). Each compartment group represents a unique set of compartments. The associated probability is the probability that each particular group of compartments will be damaged in a collision which breaches the hull. For instance, the probability of damaging the WB1 compartment is 0.17725. This means there is approximately a 17.7% likelihood that only this compartment will be damaged. Likewise, the probability of concurrently damaging the WB1 and WB2S compartments is 0.03408 or about 3.4%. Note that the cumulative probability of occurrence for all groups equals 1.0.


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2.3.2 Bottom damage evaluation For bottom damage, the probability of a given damage longitudinal location, longitudinal extent, vertical penetration, transverse location and transverse extent is, analogously to the side damage evaluation, the product of the probabilities of these five damage characteristics. The following increments are assumed for the bottom damage evaluation: Longitudinal location at 10 steps = L/10 = 0.10L per step Longitudinal extent at 8 steps = 0.8L/8 = 0.10L per step Vertical penetration at 6 steps = 0.3D/6 = 0.05D per step. To further simplify the evaluation, all damage is assumed to extend transversely without limit. Therefore, the probabilities of transverse extent and transverse location are taken as 1.0 for each damage case. Compartment groupings are developed using the same process as previously described for side damage. Analogously, a total of ten longitudinal locations, eight longitudinal extents and six vertical penetrations need to be evaluated. The damage incidents to be taken into account for groundings sum up to a total of (10) x (8) x (6) = 480 separate incidents. Figure A3 (Bottom damage definition) shows the steps for longitudinal location, longitudinal extent and vertical penetration in relation to the barge. Table A3 (Increments for step-wise bottom damage definition) gives the range for each step, the mean or average value over the step, and the probability of occurrence of that particular step. Again, putting the aftmost compartment WB1 together in terms of damage increments, the following probabilities have to be summed up: P111-6 X1Y1 Z1-6) = (0.0240) x (0.38333) x (1.0) = 0.00920 P121-6(X1Y2 Z1-6) = (0.0240) x (0.2500) x (1.0) = 0.00600 P131-6(X1Y3 Z1-6) = (0.0240) x (0.11677) x (1.0) = 0.00280 P211-6(X2Y1 Z1-6) = (0.0320) x (0.38333) x (1.0) = 0.01227. Therefore the likelihood of damaging the WB1 compartment sums up to: PWB1 = P11 + P12 + P13 + P21 = 0.03027. By addressing each of the 480 incidents to the relevant compartment (or groups of compartments) the likelihood of a damage to these resulting from a grounding is obtained. This is shown in table A4 (Probability values for bottom damage). 2.4 Step 4: Computation of the equilibrium condition for each damage case This example describes the concept analysis only. Damage stability analyses to determine the equilibrium conditions are only required for the final shipyard design, in accordance with paragraph 5.1.5.10 of the Guidelines.



2.5 Step 5: Computation of the oil outflow for each damage case In this step the oil outflow associated with each of the compartment groupings is calculated for side and bottom damage as outlined below. 2.5.1 Side damage evaluation For side damage, 100% of the oil in a damaged cargo oil tank is assumed to outflow into the sea. If we review the eleven compartment groupings for side damage, we find that oil tank damage occurs in three combinations: CO1 only, CO2 only, and concurrent damage to CO1 and CO2. The oil outflow for these tanks is as follows: CO1 (98% full volume) = 9,430 m3 CO2 (98% full volume) = 28,291 m3 CO1 + CO2 (98% full volume) = 37,721 m3. 2.5.2 Bottom damage evaluation For bottom damage, a pressure balance calculation must be carried out. The vessel is assumed to remain stranded on a shelf at its original intact draught. For the concept analysis, zero trim and zero heel are assumed. An inert gas overpressure of 5 kPa gauge is assumed in accordance with paragraph 5.1.5.5 of the Guidelines. The double bottom spaces located below the cargo oil tanks �capture� some portion of the oil outflow. In accordance with paragraph 5.1.5.8 of the Guidelines, the flooded volume of such spaces should be assumed to contain 50% oil and 50% seawater by volume at equilibrium. When calculating the oil volume captured in these spaces, no assumptions are made on how the oil and seawater is distributed in these spaces. The calculations are generally carried out for two tidal conditions: 0.0 and 2.5 m fall in tide. The actual oil volume lost from a cargo tank is calculated for each of the two tidal conditions, assuming hydrostatic balance as follows:

g zC ρC + 100∆p = zS ρS g where:

zC = height of remaining oil in the damaged tank (m) ρC = cargo oil density (0.9 t/m�3�) g = gravitational acceleration (9.81 m/s2) ∆p = set pressure of cargo tank pressure/vacuum valves (5 kPa gauge) zS = external seawater head above inner bottom (m) zS = T - 2 = 7.00 m ρS = seawater density (1.025 t/m3)

See also figure A4. From the above equation one obtains for the height of remaining oil zc for the zero-tide condition:

zC = 7.40 m.


Page 25


Thus, the height of lost oil (hl =0.98 hC - zC) is:

hl = 17.64 -- 7.40 = 10.24 m. The volume of lost oil (Vl) of cargo tank CO1 is:

Vl = 10.24 x 36 x 15 x 0.99 = 5,474 m3. In this case the total volume (VWO) of oil and water in the water ballast tanks is:

VWO = 2 x [20 x 2 + VWO x 2] x 60 x 0.95 = 6,202 m3 where:

zwo = 0.5(zC + zS) = 7.20 m. If one assumes that 50% of VWO is occupied by captured oil, one obtains for the total oil outflow (Voutflow) of cargo tank CO1:

Voutflow = Vl - 0.5VWO = 2,373 m3. The oil outflow of cargo tank CO2 is:

Voutflow = 10.24 x 36 x 45 x 0.99 - 0.5 x 6,202 = 13,322 m3 and the total oil outflow of cargo tanks CO1 and CO2 is:

Voutflow = 10.24 x 36 x 60 x 0.99 - 0.5 x 6,202 = 18,796 m3. Step-wise application of the damage extents and assumed increments results in fourteen compartment groupings for bottom damage. Oil tank and double bottom damage occurs in three combinations. The oil outflows for these tanks at 0.0 m and 2.5 m fall in tide are summarized in the table below:

Oil outflow [m3] at Tank combination 0.0 m tide 2.5 m fall in tide

WB2S + WB2P + C01 2,373 3,862

WB2S + WB2P + C02 13,322 17,244

WB2S + WB2P + CO1 + C02 18,796 23,935 2.6 Step 6: Computation of the oil outflow parameters In this step the oil outflow parameters are computed in accordance with paragraph 4.3 of the Guidelines. To facilitate calculation of these parameters, place the damage groupings in a table in ascending order as a function of oil outflow. A running sum of probabilities is computed, beginning at the minimum outflow damage case and proceeding to the maximum outflow damage case. Tables A5 and A6 (Cumulative probability and oil outflow values) contain the outflow values for the side damage and bottom damage for the two tide conditions.



Probability of zero oil outflow, PO: This parameter equals the cumulative probability for all damage cases for which there is no oil outflow. From table A5, we see that the probability of zero outflow for the side damage condition is 0.83798, and the probability of zero outflow for the bottom damage (0.0 m tide) condition is 0.84313. Mean oil outflow parameter, OM: This is the weighted average of all cases, and is obtained by summing the products of each damage case probability and the computed outflow for that damage case. Extreme oil outflow parameter, OE: This represents the weighted average of the damage cases falling within the cumulative probability range between 0.9 and 1.0. It equals the sum of the products of each damage case probability with a cumulative probability between 0.90 and 1.0 and its corresponding oil outflow, with the result multiplied by 10. For this example, the computed outflow values are as shown in tables A5 and A6. In accordance with paragraph 5.1.3 of the Guidelines, the bottom damage outflow parameters for the 0.0 m and 2.5 m fall in tides are combined in a ratio of 0.7: 0.3, respectively. In accordance with paragraph 5.1.2, the collision (side damage) and stranding (bottom damage) parameters are then combined in a ratio of 0.4: 0.6, respectively. In table A7 (Summary of oil outflow parameters) the oil outflow parameters PO, OM and OE for the example tank barge are listed.


Page 27


Table A1 � Increments for step-wise side damage evaluation

Longitudinal location (step = 0.1L)

Range of increments minimum maximum midpoint probability

X1 0.0L 0.1L 0.05L 0.1000 X2 0.1L 0.2L 0.15L 0.1000 X3 0.2L 0.3L 0.25L 0.1000 X4 0.3L 0.4L 0.35L 0.1000 X5 0.4L 0.5L 0.45L 0.1000 X6 0.5L 0.6L 0.55L 0.1000 X7 0.6L 0.7L 0.65L 0.1000 X8 0.7L 0.8L 0.75L 0.1000 X9 0.8L 0.9L 0.85L 0.1000 X10 0.9L 1.0L 0.95L 0.1000

1.0000

Longitudinal extent (step = 0.1L)


Y1 0.0L 0.1L 0.05L 0.7725 Y2 0.1L 0.2L 0.15L 0.1925 Y3 0.2L 0.3L 0.25L 0.0350 1.0000

Transverse penetration (step = 0.05B)


Z1 0.0B 0.05B 0.025B 0.7490 Z2 0.05B 0.10B 0.075B 0.1390 Z3 0.10B 0.15B 0.125B 0.0280 Z4 0.15B 0.20B 0.175B 0.0280 Z5 0.20B 0.25B 0.225B 0.0280 Z6 0.25B 0.30B 0.275B 0.0280 1.0000



Table A2 � Probability values for side damage

Unique compartment groupings Damage extents and probabilities Group

Probability 1 WB1 X1Y1Z1-6

0.07725 X1Y2Z1-6 0.01925

X1Y3Z1-6 0.00350

X2Y1Z1-6 0.07725

0.17725

2 WB1 + WB2S X2Y2Z1 0.01442

X2Y3Z1 0.00262

X3Y3Z1 0.00262

X3Y2Z1 0.01442

0.03408

3 WB1 + WB2S + CO1 X2Y2Z2-60.00483

X2Y3Z2-60.00088

X3Y2Z2-60.00483

X3Y1Z1 0.05786

X4Y1Z1 0.05786

X4Y2Z1 0.01442

X4Y3Z1 0.00262

X5Y1Z1 0.05786

X5Y2Z1 0.01442

X5Y3Z1 0.00262 4 WB2S X6Y1Z1

0.05786 X6Y2Z1 0.01442

X6Y3Z1 0.00262

X7Y1Z1 0.05786

X7Y2Z1 0.01442

X7Y3Z1 0.00262

X8Y1Z1 0.05786

0.41532

5 WB2S + CO1 X3Y1Z2-60.01939 0.01939

6 WB2S + CO1 + CO2 X4Y1Z2-60.01939

X4Y2Z2-60.00483

X4Y3Z2-60.00088

X5Y3Z2-6 0.00088 0.02598

7 WB1 + WB2S + CO1 + CO2 X3Y3Z2-60.00088 0.00088

X5Y1Z2-60.01939

X5Y2Z2-60.00483

X6Y1Z2-60.01939

X6Y2Z2-6 0.00483

X6Y3Z2-60.00088

X7Y1Z2-60.01939

X7Y1Z2-6 0.00483 8 WB2S + CO2 X7Y3Z2-6

0.00088 X8Y1Z2-60.01939

0.09381

9 WB2S + WB3 X8Y2Z1 0.01442

X8Y3Z1 0.00262

X9Y2Z1 0.01442

X9Y3Z1 0.00262 0.03408

10 WB2 + CO2 + WB3 X8Y2Z2-60.00483

X8Y3Z2-60.00088

X9Y2Z2-60.00483

X9Y3Z2-6 0.00088 0.01142

11 WB3 X9Y1Z1-60.07725

X10Y1Z1-60.07725

X10Y2Z1-60.01925

X10Y3Z1-6 0.00350 0.17725

1.0000


Page 29


Table A3 � Increments for step-wise side bottom damage definition

Longitudinal location (step = 0.1L)

Range of increments

minimum maximum midpoint probability X1 0.0L 0.1L 0.05L 0.0240 X2 0.1L 0.2L 0.15L 0.0320 X3 0.2L 0.3L 0.25L 0.0400 X4 0.3L 0.4L 0.35L 0.0480 X5 0.4L 0.5L 0.45L 0.0560 X6 0.5L 0.6L 0.55L 0.0800 X7 0.6L 0.7L 0.65L 0.1200 X8 0.7L 0.8L 0.75L 0.1600 X9 0.8L 0.9L 0.85L 0.2000 X10 0.9L 1.0L 0.95L 0.2400

1.0000

Longitudinal extent (step = 0.1L)


Y1 0.0L 0.1L 0.05L 0.3833 Y2 0.1L 0.2L 0.15L 0.2500 Y3 0.2L 0.3L 0.25L 0.1167 Y4 0.3L 0.4L 0.35L 0.0500 Y5 0.4L 0.5L 0.45L 0.0500 Y6 0.5L 0.6L 0.55L 0.0500 Y7 0.6L 0.7L 0.65L 0.0500 Y8 0.7L 0.8L 0.75L 0.0500

1.0000

Vertical penetration (step = 0.05D)


Z1 0.0D 0.05D 0.025D 0.5575 Z2 0.05D 0.10D 0.075D 0.2225 Z3 0.10D 0.20D 0.125D 0.0550 Z4 0.15D 0.15D 0.175D 0.0550 Z5 0.20D 0.25D 0.225D 0.0550 Z6 0.25D 0.30D 0.275D 0.0550 1.0000



Table A4 � Probability values for bottom damage

Unique compartment groupings Damage extents and probabilities Group Probabilities

1 WB1

X1-2Y 1Z1-6 0.02147

X1Y2Z1-6 0.006

X1Y3Z1-6 0.0028

0.03027

2 WB1 + WB2S + WB2P

X2-3Y2Z1-20.01404

X2-3Y3Z1-20.00655

X1-4Y4Z1-2 0.00562

X1-4Y5Z1-20.00562

X1-5Y6Z1-20.0078

X1-5Y7Z1-2 0.0078

X1-4Y8Z1-2 0.00562

0.05305

3 WB2S + WB2P + WB3

X8-9Y2Z1-20.0702

X8-9Y3Z1-20.03276

X7-10Y4Z1-

2 0.02808

X7-10Y5Z1-

2 0.02808

X6-10Y6Z1-

2 0.0312

X6-10Y7Z1-20.0312

X7-10Y8Z1-20.02808

0.24960

4 WB1 + WB2S +WB2P +WB3

X5-6Y8Z1-2 0.00530

0.00530

5 WB2S + WB2P

X3-8Y1Z1-20.1507

X4-7Y2Z1-20.05928

X4-7Y3Z1-20.02766

X5-6Y4Z1-2 0.0053

X5-6Y5Z1-20.0053

0.24824

6 WB3

X9-10Y1Z1-60.16867

X10Y2Z1-60.06

X10Y3Z1-60.0028

0.25667

7 WB1 + WB2S + WB2P + CO1

X2-3Y2Z3-60.00396

X2Y3Z3-60.0082

X1-2Y4Z3-6 0.00062

X1Y5Z3-60.00026

X1Y6Z3-60.00026

0.00592

8 WB2S + WB2P+ CO1

X3Y1Z3-6 0.00337

0.00337

9 WB2S + WB2P+ CO2

X5-8Y1Z3-60.03508

X5-7Y2Z3-60.01408

X6-7Y3Z3-60.00513

X6Y4Z3-6 0.00088

0.05517

10 WB2S + WB2P + WB3 + CO2

X8-9Y2Z3-60.0198

X8-9Y3Z3-60.00924

X7-10Y4Z3-

6 0.00792

X7-10Y5Z3-

6 0.00792

X7-10Y6Z3-

6 0.00792

X8-10Y7Z3-60.0066

X8-10Y8Z3-60.0660

0.0660

11 WB1 + WB2S + WB2P + CO1 + CO2

X3Y3Z3-60.00098

X3-4Y4Z3-6 0.00098

X2-4Y5Z3-60.00132

X2-5Y6Z3-60.00194

X1-5Y7Z3-6 0.0022

X1-4Y8Z3-6 0.00158

0.00903

12 WB2S + WB2P + WB3+ CO1 + CO2 X6Y6Z3-60.00088

X6-7Y7Z3-6 0.0022

X7Y8Z3-6 0.00132

0.00440

13 WB1+WB2S +WB2P +WB3+ CO1 + CO2

X5-6Y8Z3-6 0.0015

0.00150

14 WB2S + WB2P + CO1 + CO2 X4Y1Z3-6 0.00405

X4Y2Z3-60.00264

X4-5Y3Z3-60.00267

X5Y4Z3-6 0.00062

X5-6Y5Z3-60.0015

0.01148


Page 31


Table A5 � Cumulative probability and oil outflow values

Side damage

Compartment groups Oil outflow Oi

(m3)

ProbabilityPi

Cumulative probability [sum of Pi]

Mean oil outflow Pi x Oi (m3)

Probability Pie

Extreme outflow Oie x Pie x 10

(m3) WB1 0.00 0.17725 0.17725 0.00 WB1 + WB2S 0.00 0.03408 0.21133 0.00 WB2S 0.00 0.41532 0.62665 0.00 WB2S + WB3 0.00 0.03408 0.66073 0.00 WB3 0.00 0.17725 0.83798 0.00 WB1 + WB2S +CO1 9430.00 0.01054 0.84852 99.39 WB2S+CO1 9430.00 0.01939 0.86791 182.85 WB2S+CO2 28291.00 0.09381 0.96172 2653.98 0.06172 17461.2052 WB2S+CO2 + WB3 28291.00 0.01142 0.97314 323.08 0.01142 3230.8322 WB1 + WB2S +CO1 + CO2 37721.00 0.00088 0.97402 33.19 0.00088 331.9448 WB2S +CO1 + CO2 37721.00 0.02598 1.00000 979.99 0.02598 9799.9158

4272.48

0.10000 30823.898



Table A5 � Cumulative probability and oil outflow values (continued)

Bottom damage (0.0 metre tide)


(m3)

ProbabilityPi



Probability Pie


(m3) 1 WB1 0.00 0.0302 0.03027 0.00

2 WB1 + WB2S + WB2P 0.00 0.05304 0.08331 0.00

3 WB1 + WB2S + WB2P + WB3 0.00 0.00530 0.08861 0.00

4 WB2S + WB2P 0.00 0.24825 0.33686 0.00

5 WB2S + WB2P+ WB3 0.00 0.24960 0.58646 0.00

6 WB3 0.00 0.25667 0.84313 0.00

7 WB1 + WB2S + WB2P + CO1 2373.00 0.00592 0.84905 14.05

8 WB2S +WB2P + CO1 2373.00 0.00337 0.85242 8.00

9 WB2S +WB2P + CO2 13322.00 0.05518 0.90760 735.11 0.00760 1012.4720

10 WB2S +WB2P + WB3 + CO2 13322.00 0.06600 0.97360 879.25 0.06600 8792.5200

11 WB1 + WB2S + WB2P + CO1 + CO2 18796.00 0.00903 0.98263 169.73 0.00903 1697.2788

12 WB3 + WB2S + WB2P + CO1 + CO2 18796.00 0.00150 0.98413 28.19 0.00150 281.9400

13 WB1 + WB2S + WB2P + WB3 + CO1 + CO2 18796.00 0.00440 0.98853 82.70 0.00440 827.0240

14 WB2S +WB2P + CO1 + CO2 18796.00 0.01147 1.00000 215.59 0.01147 2155.9012

2132.62 0.10000 14767.1360


Page 33


Table A6 � Cumulative probability and oil outflow values (existing table for 2.5 m is replaced by table below).

Bottom damage (2.0 2.5 metre tide)


(m3)

Probability Pi



Probability Pie


(m3) 1 WB1 0.00 0.03027 0.03027 0.00

2 WB1 +WB2P+WB2S 0.00 0.05304 0.08331 0.00

3 WB1+WB2P+WB2S+WB3C 0.00 0.00530 0.08861 0.00

4 WB2P+WB2S 0.00 0.24825 0.33686 0.00

5 WB2P+WB2S+WB3 0.00 0.24960 0.58646 0.00

6 WB3 0.00 0.25667 0.84313 0.00

7 WB1 + WB2P + WB2S + CO1 3862.00 0.00592 0.84905 22.86

8 WB2P+WB2S+CO1 3862.00 0.00337 0.85242 13.01

9 WB2P+WB2S+CO2 17244.00 0.05518 0.90760 951.52 0.00760 1310.5440

10 WB2P+WB2S+WB3 + CO2 17244.00 0.06600 0.97360 1138.10 0.06600 11381.0400

11 WB1+WB2P+WB2S+CO1+CO2 23935.00 0.00903 0.98263 216.13 0.00903 2161.3305

12 WB3+WB2P+WB2S+CO1+CO2 23935.00 0.00150 0.98413 35.90 0.00150 359.0250

13 WB1+WB2P+WB2S+WB3+CO1+CO2 23935.00 0.00440 0.98853 105.31 0.00440 1053.1400

14 WB2P+WB2S+CO1+CO2 23935.00 0.01147 1.00000 274.53 0.01147 2745.3445

2757.39 0.10000 19010.4240



Table A7 � Summary of oil outflow parameters

Bottom damage

(70%) 0.0 m tide

(30%) 2.5 m tide Combined

Probability of zero outflow Po 0.8431 0.8431 0.8431

Mean outflow (m3) 2133 2757 2320

Extreme outflow (m3) 14767 19010 16040

Combined side and bottom damage

(40%) Side damage

(60%) Bottom damage Combined

Probability of zero outflow Po 0.8380 0.8431 0.8411 Mean outflow (m3) 4272 2320 3101 Extreme outflow (m3) 30824 16040 21954 Mean outflow parameter OM 0.0822 Extreme outflow parameter OE 0.5820


Page 35


Figure A1 � Barge arrangement



Figure A2 � Side damage definition


Page 37


Figure A3 � Bottom damage definition



Figure A4 � Oil outflow scheme for bottom damage

***

MEPC 49/22/Add.2


ANNEX 17

DRAFT REVISED MARPOL ANNEX II FOR THE 4-CATEGORY SYSTEM

Contents Chapter 1 - General 1 Definitions 2 Application 3 Exceptions 4 Exemptions 5 Equivalents Chapter 2 - Categorization of Noxious Liquid Substances and Other Substances 6 Categorization of and listing of Noxious Liquid Substances and Other Substances Chapter 3 - Surveys and certification 7 Survey and certification of chemical tankers 8 Surveys 9 Issue or endorsement of certificate 10 Duration and validity of certificate Chapter 4 - Design, construction, arrangement and equipment 11 Design, construction, equipment and operations 12 Pumping, piping, unloading arrangements, and slop tanks Chapter 5 - Operational discharges of residues of Noxious Liquid Substances 13 Control of discharges of residues of Noxious Liquid Substances 14 Procedures and Arrangements Manual 15 Cargo Record Book Chapter 6 - Measures of control by port States 16 Measures of control Chapter 7 - Prevention of pollution arising from an incident involving Noxious Liquid

Substances 17 Shipboard marine pollution emergency plan for Noxious Liquid Substances Chapter 8 - Reception facilities 18 Reception facilities and cargo unloading terminal arrangements



Appendix 1 Guidelines for the categorization of Noxious Liquid Substances Appendix 2 Form of Cargo Record Book for ships carrying Noxious Liquid Substances in

bulk Appendix 3 Form of International Pollution Prevention Certificate for the Carriage of Noxious

Liquid Substances in Bulk. Appendix 4 Standard format for the Procedures and Arrangements Manual. Appendix 5 Assessment of residue quantities in cargo tanks, pumps and associated piping. Appendix 6 Prewash procedures. Appendix 7 Ventilation procedures.


Page 3


ANNEX II TO MARPOL 73/78 (Revised)

Regulations for the control of pollution by Noxious Liquid Substances in bulk

CHAPTER 1 - GENERAL Regulation 1 Definitions For the purposes of this Annex: 1 Anniversary date means the day and the month of each year which will correspond to the date of expiry of the International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk. 2 Associated piping means the pipeline from the suction point in a cargo tank to the shore connection used for unloading the cargo and includes all ship's piping, pumps and filters which are in open connection with the cargo unloading line. 3 Ballast water Clean ballast means ballast water carried in a tank which, since it was last used to carry a cargo containing a substance in Category X, Y or Z, has been thoroughly cleaned and the residues resulting there from have been discharged and the tank emptied in accordance with the appropriate requirements of this Annex. Segregated ballast means ballast water introduced into a tank permanently allocated to the carriage of ballast or cargoes other than oil or Noxious Liquid Substances as variously defined in the Annexes of the present Convention, and which is completely separated from the cargo and oil fuel system. 4 Chemical Codes Bulk Chemical Code means the Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.20(22), as amended by the Organization, provided that such amendments are adopted and brought into force in accordance with the provisions of article 16 of the present Convention concerning amendment procedures applicable to an appendix to an Annex. 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 the Organization, provided that such amendments are adopted and brought into force in accordance with the provisions of article 16 of the present Convention concerning amendment procedures applicable to an appendix to an Annex.



5 Depth of water means the charted depth. 6 En route means that the ship is under way at sea on a course or courses, including deviation from the shortest direct route, which as far as practicable for navigational purposes, will cause any discharge to be spread over as great an area of the sea as is reasonable and practicable. 7 Liquid substances are those having a vapour pressure not exceeding 0.28 MPa absolute at a temperature of 37.8°C. 8 Manual means Procedures and Arrangements Manual in accordance with the model given in appendix 6of this Annex. 9 Nearest land. The term �from the nearest land� means from the baseline from which the territorial sea in question is established in accordance with international law, except that, for the purposes of the present Convention �from the nearest land off the north-eastern coast of Australia shall mean from the 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.

10 NLS tanker means a ship constructed or adapted to carry a cargo of Noxious Liquid Substances in bulk and includes an "oil tanker" as defined in Annex I of the present Convention when certified to carry a cargo or part cargo of Noxious Liquid Substances in bulk. 11 Noxious Liquid Substance means any substance indicated in the Pollution Category column of chapter 17 or 18 of the International Bulk Chemical Code or provisionally assessed under the provisions of regulation 6.3 as falling into Category X, Y or Z. 12 PPM means ml/m3. 13 Residue means any Noxious Liquid Substance which remains for disposal. 14 Residue/water mixture means residue to which water has been added for any purpose (e.g. tank cleaning, ballasting, bilge slops).


Page 5


15 Ship construction Ship constructed means a ship the keel of which is laid or which is at a similar stage of construction. A ship converted to a chemical tanker, irrespective of the date of construction, shall be treated as a chemical tanker constructed on the date on which such conversion commenced. This conversion provision shall not apply to the modification of a ship, which complies with all of the following conditions:

.1 the ship is constructed before 1 July 1986; and .2 the ship is certified under the Bulk Chemical Code to carry only those products

identified by the Code as substances with pollution hazards only. Similar stage of construction means the stage at which:

.1 construction identifiable with a specific ship begins; and .2 assembly of that ship has commenced comprising at least 50 tons or one per cent

of the estimated mass of all structural material, whichever is less. 16 Solidifying Solidifying Substance means a Noxious Liquid Substance which:

.1 in the case of a substance with a melting point of less than 15°C which is at a temperature of less than 5°C above its melting point at the time of unloading; or

.2 in the case of a substances with a melting point of equal to or greater than 15°C

which is at a temperature of less than 10°C above its melting point at the time of unloading.

Non-Solidifying Substance means a Noxious Liquid Substance, which is not a Solidifying

Substance. 17 Viscosity High-Viscosity Substance means a Noxious Liquid Substance in Category X or Y with a

viscosity equal to or greater than 50 mPa.s at the unloading temperature. Low-Viscosity Substance means a Noxious Liquid Substance, which is not a

High-Viscosity Substance. Regulation 2 Application 1 Unless expressly provided otherwise the provisions of this Annex shall apply to all ships certified to carry Noxious Liquid Substances in bulk.



2 Where a cargo subject to the provisions of Annex I of the present Convention is carried in a cargo space of an NLS tanker, the appropriate requirements of Annex I of the present Convention shall also apply. Regulation 3 Exceptions 1 The discharge requirements of this Annex shall not apply to the discharge into the sea of Noxious Liquid Substances or mixtures containing such substances when such a discharge:

.1 is necessary for the purpose of securing the safety of a ship or saving life at sea; or

.2 results from damage to a ship or its equipment

.2.1 provided that all reasonable precautions have been taken after the

occurrence of the damage or discovery of the discharge for the purpose of preventing or minimizing the discharge; and

.2.2 except if the owner or the master acted either with intent to cause damage,

or recklessly and with knowledge that damage would probably result; or .3 is approved by the Administration, when being used for the purpose of combating

specific pollution incidents in order to minimize the damage from pollution. Any such discharge shall be subject to the approval of any Government in whose jurisdiction it is contemplated the discharge will occur.

Regulation 4 Exemptions 1 With respect to amendments to carriage requirements due to the upgrading of the categorization of a substance, the following shall apply:

.1 where an amendment to this Annex and the International Bulk Chemical Code and Bulk Chemical Code involves changes to the structure or equipment and fittings due to the upgrading of the requirements for the carriage of certain substances, the Administration may modify or delay for a specified period the application of such an amendment to ships constructed before the date of entry into force of that amendment, if the immediate application of such an amendment is considered unreasonable or impracticable. Such relaxation shall be determined with respect to each substance, having regard to the guidelines developed by the Organization*;

.2 the Administration allowing a relaxation of the application of an amendment

under this paragraph shall submit to the Organization a report giving details of the ship or ships concerned, the cargoes certified to carry, the trade in which each ship is engaged and the justification for the relaxation, for circulation to the

* Reference is made to Guidelines for the application of amendments to the substances referred to in chapters 17

and 18 of the International Bulk Chemical Code with respect to pollution hazards adopted by the Marine Environment Protection Committee of the Organization.


Page 7


Parties to the Convention for their information and appropriate action, if any and reflect the exemption on the Certificate as referred to in regulation 7 or 9 of this Annex.

2 Subject to the provisions of paragraph 3 of this regulation, the provisions of regulation 12.1 need not apply to a ship constructed before 1 July 1986 which is engaged in restricted voyages as determined by the Administration between:

.1 ports or terminals within a State Party to the present Convention; or .2 ports or terminals of States Parties to the present Convention.

3 The provisions of paragraph 2 of this regulation shall only apply to a ship constructed before 1 July 1986 if:

.1 each time a tank containing Category X, Y or Z substances or mixtures is to be washed or ballasted, the tank is washed in accordance with a prewash procedure approved by the Administration in compliance with appendix 6of this Annex, and the tank washings are discharged to a reception facility;

.2 subsequent washings or ballast water are discharged to a reception facility or at

sea in accordance with other provisions of this Annex; .3 the adequacy of the reception facilities at the ports or terminals referred to above,

for the purpose of this paragraph, is approved by the Governments of the States Parties to the present Convention within which such ports or terminals are situated;

.4 in the case of ships engaged in voyages to ports or terminals under the jurisdiction

of other States Parties to the present Convention, the Administration communicates to the Organization, for circulation to the Parties to the Convention, particulars of the exemption, for their information and appropriate action, if any; and

.5 the certificate required under this Annex is endorsed to the effect that the ship is

solely engaged in such restricted voyages. 4 For a ship whose constructional and operational features are such that ballasting of cargo tanks is not required and cargo tank washing is only required for repair or dry-docking, the Administration may allow exemption from the provisions of regulation 12, provided that all of the following conditions are complied with:

.1 the design, construction and equipment of the ship are approved by the Administration, having regard to the service for which it is intended;

.2 any effluent from tank washings which may be carried out before a repair or

dry-docking is discharged to a reception facility, the adequacy of which is ascertained by the Administration;

.3 the certificate required under this Annex indicates:



.3.1 that each cargo tank is certified for the carriage of a restricted number of substances which are comparable and can be carried alternately in the same tank without intermediate cleaning; and

.3.2 the particulars of the exemption; .4 the ship carries a Manual approved by the Administration; and .5 in the case of ships engaged in voyages to ports or terminals under the jurisdiction

of other States Parties to the present Convention, the Administration communicates to the Organization, for circulation to the Parties to the Convention, particulars of the exemption, for their information and appropriate action, if any.

Regulation 5 Equivalents 1 The Administration may allow any fitting, material, appliance or apparatus to be fitted in a ship as an alternative to that required by this Annex if such fitting, material, appliance or apparatus is at least as effective as that required by this Annex. This authority of the Administration shall not extend to the substitution of operational methods to effect the control of discharge of Noxious Liquid Substances as equivalent to those design and construction features which are prescribed by regulations in this Annex. 2 The Administration, which allows a fitting, material, appliance or apparatus as alternative to that required by this Annex, under paragraph 1 of this regulation, shall communicate to the Organization for circulation to the Parties to the Convention, particulars thereof, for their information and appropriate action, if any. 3 Notwithstanding the provisions of paragraphs 1 and 2 of this regulation, the construction and equipment of liquefied gas carriers certified to carry Noxious Liquid Substances listed in the applicable Gas Carrier Code, shall be deemed to be equivalent to the construction and equipment requirements contained in regulations 11 and 12 of this Annex, provided that the gas carrier meets all following conditions:

.1 hold a Certificate of Fitness in accordance with the appropriate Gas Carrier Code for ships certified to carry liquefied gases in bulk;

.2 hold an International Pollution Prevention Certificate for the Carriage of Noxious

Liquid Substances in Bulk, in which it is certified that the gas carrier may carry only those Noxious Liquid Substances identified and listed in the appropriate Gas Carrier Code;

.3 be provided with segregated ballast arrangements;

.4 be provided with pumping and piping arrangements, which, to the satisfaction of

the Administration, ensure that the quantity of cargo residue remaining in the tank and its associated piping after unloading does not exceed the applicable quantity of residue as required by regulation 12.1, 12.2 or 12.3.


Page 9


.5 be provided with a Manual, approved by the Administration, ensuring that no operational mixing of cargo residues and water will occur and that no cargo residues will remain in the tank after applying the ventilation procedures prescribed in the Manual.



CHAPTER 2 - CATEGORIZATION OF NOXIOUS LIQUID SUBSTANCES

Regulation 6 Categorization and listing of Noxious Liquid Substances and Other Substances 1 For the purpose of the regulations of this Annex, Noxious Liquid Substances shall be divided into four categories as follows:

.1 Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment;

.2 Category Y: Noxious Liquid Substances which, if discharged into the sea from

tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment;

.3 Category Z: Noxious Liquid Substances which, if discharged into the sea from

tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment;

.4 Other Substances: Substances indicated as OS (Other Substances) in the pollution

category column of chapter 18 of the International Bulk Chemical Code have been evaluated and found to fall outside Category X, Y or Z as defined in regulation 6.1 of this Annex because they are, at present, considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning of deballasting operations. The discharge of bilge or ballastwater or other residues or mixtures containing only substances referred to as �Other Substances� shall not be subject to any requirements of the Annex.

2 Guidelines for use in the categorization of Noxious Liquid Substances are given in appendix 1 to this Annex. 3 Where it is proposed to carry a liquid substance in bulk which has not been categorized under paragraph 1 of this regulation, the Governments of Parties to the Convention involved in the proposed operation shall establish and agree on a provisional assessment for the proposed operation on the basis of the guidelines referred to in paragraph 2 of this regulation. Until full agreement among the Governments involved has been reached, the substance shall not be carried. As soon as possible, but not later than 30 days after the agreement has been reached, the Government of the producing or shipping country, initiating the agreement concerned, shall notify the Organization and provide details of the substance and the provisional assessment for annual circulation to all Parties for their information. The Organization shall maintain a register of all such substances and their provisional assessment until such time as the substances are formally included in the IBC Code.


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CHAPTER 3 - SURVEYS AND CERTIFICATION

Regulation 7 Survey and certification of chemical tankers Notwithstanding the provisions of regulations 8, 9, and 10 of this Annex, chemical tankers which have been surveyed and certified by States Parties to the present Convention in accordance with the provisions of the International Bulk Chemical Code or the Bulk Chemical Code, as applicable, shall be deemed to have complied with the provisions of the said regulations, and the certificate issued under that Code shall have the same force and receive the same recognition as the certificate issued under regulation 9 of this Annex. Regulation 8 Surveys 1 Ships carrying Noxious Liquid Substances in bulk shall be subject to the surveys specified below:

.1 An initial survey before the ship is put in service or before the Certificate required under regulation 9 of this Annex is issued for the first time, and which shall include a complete survey of its structure, equipment, systems, fittings, arrangements and material in so far as the ship is covered by this Annex. This survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex.

.2 A renewal survey at intervals specified by the Administration, but not exceeding 5

years, except where regulation 9.2, 9.5, 9.6 or 9.7 of this Annex is applicable. The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex.

.3 An intermediate survey within 3 months before or after the second anniversary

date or within 3 months before or after the third anniversary date of the Certificate which shall take the place of one of the annual surveys specified in paragraph 1.4 of this regulation. The intermediate survey shall be such as to ensure that the equipment and associated pump and piping systems fully comply with the applicable requirements of this Annex and are in good working order. Such intermediate surveys shall be endorsed on the Certificate issued under regulation 9 of this Annex.

.4 An annual survey within 3 months before or after each anniversary date of the

Certificate including a general inspection of the structure, equipment, systems, fittings, arrangements and material referred to in paragraph 1.1 of this regulation to ensure that they have been maintained in accordance with paragraph 3 of this regulation and that they remain satisfactory for the service for which the ship is intended. Such annual surveys shall be endorsed on the Certificate issued under regulation 9 of this Annex.



.5 An additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph 3 of this regulation, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this Annex.

2.1 Surveys of ships, as regards the enforcement of the provisions of this Annex, shall be carried out by officers of the Administration. The Administration may, however, entrust the surveys either to surveyors nominated for the purpose or to organizations recognized by it. 2.2 The recognized organization, referred to in paragraph 2.1 of this paragraph shall comply with the Guidelines adopted by the Organization by resolution A.739(18), as may be amended by the Organization, and the specification adopted by the Organization by resolution A.789(19), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article 16 of the present Convention concerning the amendment procedures applicable to this Annex. 2.3 An Administration nominating surveyors or recognizing organizations to conduct surveys as set forth in paragraph 2.1 of this regulation shall, as a minimum, empower any nominated surveyor or recognized organization to:

.1 require repairs to a ship; and

.2 carry out surveys if requested by the appropriate authorities of a port State. 2.4 The Administration shall notify the Organization of the specific responsibilities and conditions of the authority delegated to the nominated surveyors or recognized organizations, for circulation to Parties to the present Convention for the information of their officers. 2.5 When a nominated surveyor or recognized organization determines that the condition of the ship or its equipment does not correspond substantially with the particulars of the Certificate, or is such that the ship is not fit to proceed to sea without presenting an unreasonable threat of harm to the marine environment, such surveyor or organization shall immediately ensure that corrective action is taken and shall in due course notify the Administration. If such corrective action is not taken the Certificate should be withdrawn and the Administration shall be notified immediately, and if the ship is in a port of another Party, the appropriate authorities of the port State shall also be notified immediately. When an officer of the Administration, a nominated surveyor or a recognized organization has notified the appropriate authorities of the port State, the Government of the port State concerned shall give such officer, surveyor or organization any necessary assistance to carry out their obligations under this regulation. When applicable, the Government of the port State concerned shall take such steps as will ensure that the ship shall not sail until it can proceed to sea or leave the port for the purpose of proceeding to the nearest appropriate repair yard available without presenting an unreasonable threat of harm to the marine environment. 2.6 In every case, the Administration concerned shall fully guarantee the completeness and efficiency of the survey and shall undertake to ensure the necessary arrangements to satisfy this obligation.


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3.1 The condition of the ship and its equipment shall be maintained to conform with the provisions of the present Convention 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.

3.2 After any survey of the ship required under paragraph 1 of this regulation 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 Administration, except the direct replacement of such equipment and fittings.

3.3 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 this Annex, the master or owner of the ship shall report at the earliest opportunity to the Administration, the recognized organization or the nominated surveyor responsible for issuing the relevant Certificate, who shall cause investigations to be initiated to determine whether a survey as required by paragraph 1 of 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 nominated surveyor or recognized organization shall ascertain that such report has been made.� Regulation 9 Issue or endorsement of Certificate

1 An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 8 of this Annex, to any ship carrying Noxious Liquid Substances in bulk and which is engaged in voyages to ports or terminals under the jurisdiction of other Parties to the Convention.

2 Such Certificate shall be issued or endorsed either by the Administration or by any person or organization duly authorized by it. In every case, the Administration assumes full responsibility for the Certificate.

3.1 The Government of a Party to the Convention may, at the request of the Administration, cause a ship to be surveyed and, if satisfied that the provisions of this Annex are complied with, shall issue or authorize the issue of an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk to the ship and, where appropriate, endorse or authorize the endorsement of that Certificate on the ship, in accordance with this Annex. 3.2 A copy of the Certificate and a copy of the survey report shall be transmitted as soon as possible to the requesting Administration. 3.3 A Certificate so issued shall contain a statement to the effect that it has been issued at the request of the Administration and it shall have the same force and receive the same recognition as the Certificate issued under paragraph 1 of this regulation. 3.4 No International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be issued to a ship, which is entitled to fly the flag of a State which is not a party. 4 The International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be drawn up in the form corresponding to the model given in



appendix 3 to this Annex and shall be at least in English, French or Spanish. Where entries in an official national language of the State whose flag the ship is entitled to fly are also used, this shall prevail in the case of a dispute or discrepancy. Regulation 10 Duration and validity of Certificate 1 An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be issued for a period specified by the Administration which shall not exceed 5 years. 2.1 Notwithstanding the requirements of paragraph 1 of this regulation, when the renewal survey is completed within 3 months before the expiry date of the existing Certificate, the new 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 Certificate. 2.2 When the renewal survey is completed after the expiry date of the existing Certificate, the new 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 Certificate. 2.3 When the renewal survey is completed more than 3 months before the expiry date of the existing Certificate, the new 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 a Certificate is issued for a period of less than 5 years, the Administration may extend the validity of the Certificate beyond the expiry date to the maximum period specified in paragraph 1 of this regulation, provided that the surveys referred to in regulation 8.1.3 and 8.1.4 of this Annex applicable when a Certificate is issued for a period of 5 years are carried out as appropriate. 4 If a renewal survey has been completed and a new Certificate cannot be issued or placed on board the ship before the expiry date of the existing Certificate, the person or organization authorized by the Administration may endorse the existing 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 a Certificate expires is not in a port in which it is to be surveyed, the Administration may extend the period of validity of the Certificate but this 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. No Certificates shall 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


Page 15


new Certificate. 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. 6 A 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 Administration for a period of grace 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 special circumstances, as determined by the Administration, a new Certificate need not be dated from the date of expiry of the existing Certificate as required by paragraph 2.2, 5 or 6 of this regulation. In these special circumstances, the new 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 8 of this Annex, then:

.1 the anniversary date shown on the 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;

.2 the subsequent annual or intermediate survey required by regulation 8 of this

Annex shall be completed at the intervals prescribed by that regulation using the new anniversary date;

.3 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 8 of this Annex are not exceeded.

9 A Certificate issued under regulation 9 of this Annex shall cease to be valid in any of the following cases:

.1 if the relevant surveys are not completed within the periods specified under regulation 8.1 of this Annex;

.2 if the Certificate is not endorsed in accordance with regulation 8.1.3 or 8.1.4 of

this Annex; .3 upon transfer of the ship to the flag of another State. A new Certificate shall only

be issued when the Government issuing the new Certificate is fully satisfied that the ship is in compliance with the requirements of regulation 8.3.1 and 8.3.2 of this Annex. In the case of a transfer between Parties, if requested within 3 months after the transfer has taken place, the Government of the Party whose flag the ship was formerly entitled to fly shall, as soon as possible, transmit to the Administration copies of the Certificate carried by the ship before the transfer and, if available, copies of the relevant survey reports.



CHAPTER 4 - DESIGN, CONSTRUCTION, ARRANGEMENT AND EQUIPMENT Regulation 11 Design, construction, equipment and operations 1 The design, construction, equipment and operation of ships certified to carry Noxious Liquid Substances of Category X or Y in bulk, shall be in compliance with the following provisions to minimize the uncontrolled discharge into the sea of such substances: .1 the International Bulk Chemical Code when the chemical tanker is constructed

on or after 1 July 1986; or .2 the Bulk Chemical Code as referred to in paragraph 1.7.2 of that Code for:

.2.1 ships for which the building contract is placed on or after 2 November 1973 but constructed before 1 July 1986, and which are engaged on voyages to ports or terminals under the jurisdiction of other States Parties to the Convention; and

.2.2 ships constructed on or after 1 July 1983 but before 1 July 1986, which are

engaged solely on voyages between ports or terminals within the State the flag of which the ship is entitled to fly.

.3 The Bulk Chemical Code as referred to in paragraph 1.7.3 of that Code for: .3.1 ships for which the building contract is placed before 2 November 1973

and which are engaged on voyages to ports or terminals under the jurisdiction of other States Parties to the Convention; and

.3.2 ships constructed before 1 July 1983, which are solely engaged on,

voyages between ports or terminals within the State the flag of which the ship is entitled to fly.

2 In respect of ships other than chemical tankers or liquefied gas carriers certified to carry Noxious Liquid Substances of Category X or Y in bulk, the Administration shall establish appropriate measures based on the Guidelines* developed by the Organization in order to ensure that the provisions shall be such as to minimize the uncontrolled discharge into the sea of such substances. Regulation 12 Pumping, piping, unloading arrangements and slop tanks. 1 Every ship constructed before 1 July 1986 shall be provided with a pumping and piping arrangement to ensure that each tank certified for the carriage of substances in Category X or Y does not retain a quantity of residue in excess of 300 litres in the tank and its associated piping and that each tank certified for the carriage of substances in Category Z does not retain a quantity of residue in excess of 900 litres in the tank and its associated piping. A performance test shall be carried out in accordance with appendix 5 of this Annex.

* Reference is made to resolution A.673(16).


Page 17


2 Every ship constructed on or after 1 July 1986 but before 1 January 2007 shall be provided with a pumping and piping arrangement to ensure that each tank certified for the carriage of substances in Category X or Y does not retain a quantity of residue in excess of 100 litres in the tank and its associated piping and that each tank certified for the carriage of substances in Category Z does not retain a quantity of residue in excess of 300 litres in the tank and its associated piping. A performance test shall be carried out in accordance with appendix 5 of this Annex. 3 Every ship constructed on or after 1 January 2007 shall be provided with a pumping and piping arrangement to ensure that each tank certified for the carriage of substances in Category X, Y or Z does not retain a quantity of residue in excess of 75 litres in the tank and its associated piping. A performance test shall be carried out in accordance with appendix 5of this Annex. 4 For a ship other than a chemical tanker constructed before 1 January 2007 which cannot meet the requirements for the pumping and piping arrangements for substances in Category Z referred to in paragraphs 1 and 2 of this regulation no quantity requirement shall apply. Compliance is deemed to be reached if the tank is emptied to the most practicable extent. 5 Pumping performance tests and conditions referred to in paragraphs 1, 2 and 3 of this regulation shall be approved by the Administration. 6 Every ship certified to carry substances of Category X, Y or Z shall have an underwater discharge outlet (or outlets) located within the cargo area in the vicinity of the turn of the bilge, and so arranged as to avoid the re-intake of residue/water mixtures by the ship�s seawater intakes. 7 For ships constructed before 1 January 2007 and certified to carry substances in Category Z an underwater discharge outlet as required under paragraph 6 of this regulation is not mandatory. 8 The underwater discharge outlet (or outlets) shall be located within the cargo area in the vicinity of the turn of the bilge and shall be so arranged as to avoid the re-intake of residue/water mixtures by the ship�s seawater intakes. 9 The underwater discharge outlet arrangement shall be such that the residue/water mixture discharged into the sea will not pass through the ship's boundary layer. To this end, when the discharge is made normal to the ship's shell plating, the minimum diameter of the discharge outlet is governed by the following equation:

L5

Qdd

d=

where: d = minimum diameter of the discharge outlet (m) Ld = distance from the forward perpendicular to the discharge outlet (m) Qd = the maximum rate selected at which the ship may discharge a

residue/water mixture through the outlet (m3/h).



10 When the discharge is directed at an angle to the ship's shell plating, the above relationship shall be modified by substituting for Qd the component of Qd which is normal to the ship's shell plating. 11 Slop tanks Although this Annex does not require the fitting of dedicated slop tanks, slop tanks may be needed for certain washing procedures. Cargo tanks may be used as slop tanks.


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CHAPTER 5 - OPERATIONAL DISCHARGES OF RESIDUES

OF NOXIOUS LIQUID SUBSTANCES

Regulation 13 Control of discharges of residues of Noxious Liquid Substances Subject to the provisions of regulation 3 of this Annex the control of Noxious Liquid Substances or ballast water, tank washings or other mixtures containing such substances shall be in compliance with the following requirements. 1 Discharge provisions 1.1 The discharge into the sea of residues of substances assigned to Category X, Y or Z or of those provisionally assessed as such or ballast water, tank washings or other mixtures containing such substances shall be prohibited unless such discharges are made in full compliance with the applicable operational requirements contained in this Annex. 1.2 Before any prewash or discharge procedure is carried out in accordance with this regulation, the relevant tank shall be emptied to the maximum extent in accordance with the procedures prescribed in the Manual. 1.3 The carriage of substances which have not been categorized, provisionally assessed or evaluated as referred to in regulation 6 of this Annex or of ballast water, tank washings or other mixtures containing such residues shall be prohibited along with any consequential discharge of such substances into the sea. 2 Discharge standards 2.1 Where the provisions in this regulation allow the discharge into the sea of residues of substances in Category X, Y or Z or of those provisionally assessed as such or ballast water, tank washings or other mixtures containing such substances the following discharge standards shall apply: .1 the ship is proceeding en route at a speed of at least 7 knots in the case

of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled;

.2 the discharge is made below the waterline through the underwater discharge

outlet(s) not exceeding the maximum rate for which the underwater discharge outlet(s) is (are) designed; and

.3 the discharge is made at a distance of not less than 12 nautical miles from the

nearest land in a depth of water of not less than 25 metres. 2.2 For ships constructed before 1 January 2007 the discharge into the sea of residues of substances in Category Z or of those provisionally assessed as such or ballast water, tank washings or other mixtures containing such substances below the waterline is not mandatory.



2.3 The Administration may waive the requirements of paragraph 2.1.3 for substances in Category Z, regarding the distance of not less than 12 nautical miles from the nearest land for ships solely engaged in voyages within waters subject to the sovereignty or jurisdiction of the State the flag, of which, the ship is entitled to fly. In addition, the Administration may waive the same requirement regarding the discharge distance of not less than 12 nautical miles from the nearest land for a particular ship entitled to fly the flag of their State, when engaged in voyages within waters subject to the sovereignty or jurisdiction of one adjacent state after the establishment of an agreement, in writing, of a waiver between the two coastal States involved provided that no third party will be affected. Information on such agreement shall be communicated to IMO within 30 days for further circulation and for action as appropriate by other Member States. 3 Ventilation of cargo residues Ventilation procedures approved by the Administration may be used to remove cargo residues from a tank. Such procedures shall be in accordance with appendix 7of this Annex. Any water subsequently introduced into the tank shall be regarded as clean and shall not be subject to the discharge requirements in this Annex. 4 Exemption for a prewash On request of the ship's master an exemption for a prewash may be granted by the Government of the receiving Party, where it is satisfied that: .1 the unloaded tank is to be reloaded with the same substance or another substance

compatible with the previous one and that the tank will not be washed or ballasted prior to loading; or

.2 The unloaded tank is neither washed nor ballasted at sea and the prewash in

accordance with the applicable paragraph of this regulation shall be carried out at another port provided that it has been confirmed in writing that a reception facility at that port is available and is adequate for such a purpose; or

.3 the cargo residues will be removed by a ventilation procedure approved by the

Administration in accordance with appendix 7of this Annex. 5 The use of cleaning agents or additives 5.1 When a washing medium other than water, such as mineral oil or chlorinated solvent, is used instead of water to wash a tank, its discharge shall be governed by the provisions of either Annex I or Annex II, which would apply to the medium had it been carried as cargo. Tank washing procedures involving the use of such a medium shall be set out in the Manual and be approved by the Administration. 5.2 When small amounts of cleaning additives (detergent products) are added to water in order to facilitate tank washing, no additives containing Pollution Category X components shall be used except those components that are readily biodegradable and present in a total concentration of less than 10% of the cleaning additive. No restrictions additional to those applicable to the tank due to the previous cargo shall apply. 6 Discharge of residues of Category X


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6.1 Subject to the provision of paragraph 1, the following provisions shall apply: .1 A tank, which has been unloaded, shall be prewashed before the ship leaves the

port of unloading. The resulting residues shall be discharged to a reception facility until the concentration of the substance in the effluent to such facility, as indicated by analyses of samples of the effluent taken by the surveyor, is at or below 0.1% by weight. When the required concentration level has been achieved, remaining tank washings shall continue to be discharged to the reception facility until the tank is empty. Appropriate entries of these operations shall be made in the Cargo Record Book and endorsed by the surveyor referred to in regulation 16.1.

.2 Any water subsequently introduced into the tank may be discharged into the sea

in accordance with the discharge standards in regulation 13.2. .3 Where the Government of the receiving party is satisfied that it is impracticable to

measure the concentration of the substance in the effluent without causing undue delay to the ship, that Party may accept an alternative procedure as being equivalent to obtain the required concentration in regulation 13.6.1.1 provided that:

.1 the tank is prewashed in accordance with a procedure approved by the

Administration in compliance with appendix 6of this Annex; and .2 appropriate entries shall be made in the Cargo Record Book and endorsed

by the surveyor referred to in regulation 16.1. 7 Discharge residues of Category Y and Z 7.1 Subject to the provision of paragraph 1, the following provisions shall apply: .1 With respect to the residue discharge procedures for substances in Category Y or

Z the discharge standards in paragraph 2 of this regulation shall apply. .2 If the unloading of a substance of Category Y or Z is not carried out in

accordance with the Manual, a prewash shall be carried out before the ship leaves the port of unloading, unless alternative measures are taken to the satisfaction of the surveyor referred to in regulation 16. 1 of this Annex to remove the cargo residues from the ship to quantities specified in this Annex. The resulting tank washings of the prewash shall be discharged to a reception facility at the port of unloading or another port with a suitable reception facility provided that it has been confirmed in writing that a reception facility at that port is available and is adequate for such a purpose.

.3 For High-Viscosity or Solidifying Substances in Category Y the following shall

apply: .1 a prewash procedure as specified in appendix 6shall be applied;



.2 the residue/water mixture generated during the prewash shall be discharged to a reception facility until the tank is empty; and

.3 any water subsequently introduced into the tank may be discharged into

the sea in accordance with the discharge standards in regulation 13.2. 7.2 Operational requirements for ballasting and deballasting 7.2.1 After unloading, and, if required, after a prewash, a cargo tank may be ballasted. Procedures for the discharge of such ballast are set out in regulation 13.2. 7.2.2 Ballast introduced into a cargo tank which has been washed to such an extent that the ballast contains less than 1 ppm of the substance previously carried, may be discharged into the sea without regard to the discharge rate, ship's speed and discharge outlet location, provided that the ship is not less than 12 miles from the nearest land and in water that is not less than 25 metres deep. The required degree of cleanliness has been achieved when a prewash as specified in appendix 6has been carried out and the tank has been subsequently washed with a complete cycle of the cleaning machine for ships built before 1 July 1994 or with a water quantity not less than that calculated with k=1.0. 7.2.3 The discharge into the sea of clean or segregated ballast shall not be subject to the requirements of this Annex. 8 Discharges in the Antarctic area 8.1 Antarctic Area means the sea area south of latitude 60°S. 8.2 In the Antarctic area any discharge into the sea of Noxious Liquid Substances or mixtures containing such substances is prohibited. Regulation 14 Procedures and Arrangements Manual 1 Every ship certified to carry substances of Category X, Y or Z shall have on board a Manual approved by the Administration. The Manual shall have a standard format in compliance with appendix 4 to this Annex. In the case of a ship engaged in international voyages and the language used is not English, French or Spanish, the text shall include a translation into one of these languages. 2 The main purpose of the Manual is to identify for the ship's officers the physical arrangements and all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo tank ballasting and deballasting which must be followed in order to comply with the requirements of this Annex.


Page 23


Regulation 15 Cargo record book 1 Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether as part of the ship's official logbook or otherwise, in the form specified in appendix 2 to this Annex. 2 After completion of any operation specified in appendix 2 to this Annex the operation shall be promptly recorded in the Cargo Record Book. 3 In the event of an accidental discharge of a Noxious Liquid Substance or a mixture containing such a substance or a discharge under the provisions of regulation 3 of this Annex, an entry shall be made in the Cargo Record Book stating the circumstances of, and the reason for, the discharge. 4 Each entry shall be signed by the officer or officers in charge of the operation concerned and each page shall be signed by the master of the ship. The entries in the Cargo Record Book, for ships holding an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk or a certificate referred to in regulation 7 of this Annex shall be at least in English, French or Spanish. Where entries in an official national language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy. 5 The Cargo Record Book shall be kept in such a place as to be readily available for inspection and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be retained for a period of three years after the last entry has been made. 6 The competent authority of the Government of a Party may inspect the Cargo Record Book on board any ship to which this Annex applies while the ship is in its port, and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the ship as a true copy of an entry in the ship's Cargo Record Book shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of a Cargo Record Book and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.



CHAPTER 6 - MEASURES OF CONTROL BY PORT STATES Regulation 16 Measures of control 1 The Government of each Party to the Convention shall appoint or authorize surveyors for the purpose of implementing this regulation. The surveyors shall execute control in accordance with control procedures developed by the Organization. 2 When a surveyor appointed or authorized by the Government of the Party to the Convention has verified that an operation has been carried out in accordance with the requirements of the Manual, or has granted an exemption for a prewash, then that surveyor shall make an appropriate entry in the Cargo Record Book. 3 The master of a ship certified to carry Noxious Liquid Substances in bulk shall ensure that the provisions of Regulation 13 and of this regulation have been complied with and that the Cargo Record Book is completed in accordance with regulation 15 of this Annex whenever operations as referred to in that regulation take place. 4 A tank which has carried a Category X substance shall be prewashed in accordance with regulation 13.7. The appropriate entries of these operations shall be made in the Cargo Record Book and endorsed by the surveyor referred to under paragraph 1 of this regulation. 5 Where the Government of the receiving party is satisfied that it is impracticable to measure the concentration of the substance in the effluent without causing undue delay to the ship, that Party may accept the alternative procedure referred to in regulation 13.7.3 of this Annex provided that the surveyor referred to under paragraph 1 of this regulation certifies in the Cargo Record Book that: .1 the tank, its pump and piping systems have been emptied; and .2 the prewash has been carried out in accordance with the provisions of

appendix 6 of this Annex; and .3 the tank washing resulting from such prewash have been discharged to a

reception facility and the tank is empty. 6 At the request of the ship's master, the Government of the receiving Party may exempt the ship from the requirements for a prewash referred to in the applicable paragraphs of regulation 13 of this Annex, when one of the conditions of regulation 13.4 is met. 7 An exemption referred to in paragraph 6 of this regulation may only be granted by the Government of the receiving Party to a ship engaged in voyages to ports or terminals under the jurisdiction of other States Parties to the present Convention. When such an exemption has been granted, the appropriate entry made in the Cargo Record Book shall be endorsed by the surveyor referred to in paragraph 1 of this regulation.


Page 25


8 If the unloading is not carried out in accordance with the pumping conditions for the tank approved by the Administrations and based on appendix 5of this Annex, alternative measures may be taken to the satisfaction of the surveyor referred to in paragraph 1 of this regulation to remove the cargo residues from the ship to quantities specified in regulation 12 of this Annex as applicable. The appropriate entries shall be made in the Cargo Record Book. 9 Port State control on operational requirements* 9.1 A ship when in a port of another Party is subject to inspection by officers duly authorized by such Party concerning operational requirements under this Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of pollution by Noxious Liquid Substances. 9.2 In the circumstances given in paragraph 9.1 of this regulation, the Party shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex. 9.3 Procedures relating to the port State control prescribed in article 5 of the present Convention shall apply to this regulation. 9.4 Nothing in this regulation shall be construed to limit the rights and obligations of a Party carrying out control over operational requirements specifically provided for in the present Convention.

* Refer to the Procedures for port State control adopted by the Organization by resolution A.787(19); see IMO

sales publication IMO-650E.



CHAPTER 7 - PREVENTION OF POLLUTION ARISING FROM AN INCIDENT INVOLVING NOXIOUS LIQUID SUBSTANCES

Regulation 17 Shipboard marine pollution emergency plan for Noxious Liquid Substances. 1 Every ship of 150 gross tonnage and above certified to carry Noxious Liquid Substances in bulk shall carry on board a shipboard marine pollution emergency plan for Noxious Liquid Substances approved by the Administration. 2 Such a plan shall be based on the Guidelines* developed by the Organization and written in a working language or languages understood by the master and officers. The plan shall consist at least of: .1 the procedure to be followed by the master or other persons having charge of the

ship to report a Noxious Liquid Substances pollution incident, as required in article 8 and Protocol I of the present Convention, based on the Guidelines developed by the Organization**;

.2 the list of authorities or persons to be contacted in the event of a Noxious Liquid

Substances pollution incident; .3 a detailed description of the action to be taken immediately by persons on board

to reduce or control the discharge of Noxious Liquid Substances following the incident; and

.4 the procedures and point of contact on the ship for co-ordinating shipboard action

with national and local authorities in combating the pollution. 3 In the case of ships to which regulation 35 of Annex I of the Convention also apply, such a plan may be combined with the shipboard oil pollution emergency plan required under regulation 35 of Annex I of the Convention. In this case, the title of such a plan shall be �Shipboard marine pollution emergency plan�.

* Refer to �Guidelines for the development of shipboard marine pollution emergency plans for oil and/or Noxious

Liquid Substances� adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.54(32), as amended by resolution MEPC.86(44).

** Refer to General Principles for Ship Reporting Systems and Ship Reporting Requirements, including Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances and/or Marine Pollutants adopted by the Organization by resolution A.851(20).


Page 27


CHAPTER 8 - RECEPTION FACILITIES Regulation 18 Reception facilities and cargo unloading terminal arrangements 1 The Government of each Party to the Convention undertakes to ensure the provision of reception facilities according to the needs of ships using its ports, terminals or repair ports as follows: .1 ports and terminals involved in ships� cargo handling shall have adequate

facilities for the reception of residues and mixtures containing such residues of Noxious Liquid Substances resulting from compliance with this Annex, without undue delay for the ships involved.

.2 ship repair ports undertaking repairs to NLS tankers shall provide facilities

adequate for the reception of residues and mixtures containing Noxious Liquid Substances for ships calling at that port.

2 The Government of each Party shall determine the types of facilities provided for the purpose of paragraph 1 of this regulation at each cargo loading and unloading port, terminal and ship repair port in its territories and notify the Organization thereof. 3 The Governments of Parties to the Convention, the coastlines of which border on any given special area, shall collectively agree and establish a date by which time the requirement of paragraph 1 of this regulation will be fulfilled and from which the requirements of the applicable paragraphs of regulation 13 in respect of that area shall take effect and notify the Organization of the date so established at least six months in advance of that date. The Organization shall then promptly notify all Parties of that date. 4 The Government of each Party to the Convention shall undertake to ensure that cargo unloading terminals shall provide arrangements to facilitate stripping of cargo tanks of ships unloading Noxious Liquid Substances at these terminals. Cargo hoses and piping systems of the terminal, containing Noxious Liquid Substances received from ships unloading these substances at the terminal, shall not be drained back to the ship. 5 Each Party shall notify the Organization, for transmission to the Parties concerned, of any case where facilities required under paragraph 1 or arrangements required under paragraph 3 of this regulation are alleged to be inadequate.



APPENDICES TO ANNEX II

APPENDIX 1 GUIDELINES FOR THE CATEGORIZATION OF NOXIOUS LIQUID SUBSTANCES*

Products are assigned to Pollution Categories based on an evaluation of their properties as reflected in the resultant GESAMP Hazard Profile as shown in the table below:

Rule

A1

Bio-accumulation

A2

Bio-degradation

B1

Acute toxicity

B2

Chronic toxicity

D3

Long-term health effects

E2

Effects on marine

wildlife and on benthic

habitats

Cat

1 > 5 2 > 4 4 3 NR 4 4 >4 NR CMRTNI

X

5 4 6 3 7 2 8 > 4 NR Not 0 9 > 1

10 F or S

If not Inorganic

11 CMRTNI

Y

12 Any product not meeting the criteria of rules 1 to 11 and 13 Z

13 All products identified as: <2 in column A1; R in column A2; blank in column D3; not F or S (if not organic) in column E2; and 0 (zero) in all other columns of the GESAMP Hazard

Profile

OS

* Reference is made to the Guidelines for provisional assessment of chemicals, MEPC/Circ.265 as amended.


Page 29


Abbreviated legend to the revised GESAMP Hazard Evaluation Procedure

Columns A and B - Aquatic Environment

A B

Bioaccumulation and Biodegradation Aquatic Toxicity

Numerical Rating

A 1* Bioaccumulation

B 1* Acute Toxicity

B 2* Chronic Toxicity

log Pow BCF

A 2* Biodegradation

LC/EC/IC50 (mg/l) NOEC (mg/l)

0 <1 or > ca. 7 not measurable >1000 >1

1 >1 - <2 >1 - <10 >100 - <1000 >0.1 - <1

2 >2 - <3 >10 - <100 >10 - <100 >0.01 - <0.1

3 >3 - >4 >100 - <500 >1 - <10 >0.001 - <0.01

4 >4 - <5 >500 - <4000 >0.1 - <1 <0.001

5 >5 >4000

R: readily biodegradable NR: not readily biodegradable

>0.01 - <0.1

6 <0.01

Columns C and D - Human Health (Toxic effects to mammals)

C D

Acute Mammalian Toxicity Irritation, Corrosion & Long term health effects

Numerical Ratings

C 1 Oral Toxicity LD50 (mg/kg)

C 2 Percutaneous

Toxicity LD50 (mg/kg)

C 3 Inhalation Toxicity

LC50 (mg/l)

D 1 Skin irritation &

corrosion

D 2 Eye irritation &

corrosion

D3* Long term health

effects

0 >2000 >2000 >20 not irritating not irritating

1 >300 - <2000 >1000 -<2000 >10 - <20 mildly irritating mildly irritating

2 >50 -<300 >200 -<1000 >2 - <10 irritating irritating

3 >5 - <50 >50 - <200 >0.5 - <2 3 Severely irritating or corrosive

3A Corr. (≤4hr) 3B Corr. (≤1hr) 3C Corr. (≤3m)

severely irritating

C - Carcinogen M - Mutagenic R - Reprotoxic S - Sensitizing A -Aspiration haz. T - Target organ systemic toxicity L - Lung injury N - Neurotoxic I - Immunotoxic

4 ≤5 ≤50 ≤0.5

Column E Interferences with other Uses of the Sea

E 3 Interference with Coastal Amenities

E 1 Tainting

E 2* Physical effects on Wildlife & benthic habitats

Numerical Rating

Description & Action

0 no interference no warning

NT:not tainting (tested) T: tainting test positive

1 slightly objectionable warning, no closure of amenity

Fp: Persistent Floater F: Floater S: Sinking Substances

2 moderately objectionable possible closure of amenity

3 highly objectionable closure of amenity

* These columns are used to define Pollution Categories



APPENDIX 2

FORM OF CARGO RECORD BOOK FOR SHIPS CARRYING

NOXIOUS LIQUID SUBSTANCES IN BULK

CARGO RECORD BOOK FOR SHIPS CARRYING NOXIOUS LIQUID SUBSTANCES IN BULK

Name of ship��. Distinctive number or letters��. IMO Number��. Gross tonnage�� Period from��..to��..


Page 31


Name of ship�� Distinctive number or letters��

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



INTRODUCTION

The following pages show a comprehensive list of items of cargo and ballast operations which are, when appropriate, to be recorded in the Cargo Record Book on a tank to tank basis in accordance with regulation 15.2 of Annex II of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), as amended. The items have been grouped into operational sections, each of which is denoted by a letter. When making entries in the Cargo Record Book, the date, operational code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank spaces Each completed operation shall be signed for and dated by the officer or officers in charge and, if applicable, by a surveyor authorized by the competent authority of the State in which the ship is unloading. Each completed page shall be countersigned by the master of the ship. Entries in the Cargo Record Book are required for operations involving substances of all Pollution Categories. For the Category of a substance, refer to the applicable Certificate for the ship


Page 33


List of items to be recorded

Entries are required for operations involving all Categories of substances. (A) Loading of cargo

1 Place of loading. 2 Identify tank(s), name of substance(s) and Category(ies).

(B) Internal transfer of cargo

3 Name and Category of cargo(es) transferred. 4 Identity of tanks:

.1 from : .2 to :

5 Was (were) tank(s) in 4.1 emptied? 6 If not, quantity remaining in tank(s).

(C) Unloading of cargo

7 Place of unloading. 8 Identity of tank(s) unloaded. 9 Was (were) tank(s) emptied?

.1 If yes, confirm that the procedure for emptying and stripping has been performed in accordance with the ship's Procedures and Arrangements Manual (i.e. list, trim, stripping temperature).

.2 If not, quantity remaining in tank(s).

10. Does the ship's Procedures and Arrangements Manual require a prewash with

subsequent disposal to reception facilities? 11 Failure of pumping and/or stripping system:

.1 time and nature of failure;

.2 reasons for failure; .3 time when system has been made operational.



(D) Mandatory prewash in accordance with the ship's Procedures and Arrangements

Manual

12 Identify tank(s), substance(s) and Category(ies). 13 Washing method:

.1 number of cleaning machines per tank; .2 duration of wash/washing cycles; .3 hot/cold wash.

14 Prewash slops transferred to:

.1 reception facility in unloading port (identify port)*; .2 reception facility otherwise (identify port)*.

(E) Cleaning of cargo tanks except mandatory prewash (other prewash operations, final

wash, ventilation etc.)

15 State time, identify tank(s), substance(s) and Category(ies) and state:

.1 washing procedure used; .2 cleaning agent(s) (identify agent(s) and quantities); .3 ventilation procedure used (state number of fans used, duration of

ventilation).

16 Tank washings transferred:

.1 into the sea; .2 to reception facility (identify port)*; .3 to slops collecting tank (identify tank).

(F) Discharge into the sea of tank washings

17 Identify tank(s):

.1 Were tank washings discharged during cleaning of tank(s)? If so at what rate?

* Ship�s masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a

receipt or certificate specifying the quantity of tank washings transferred, together with the time and date of the transfer. The receipt or certificate should be kept together with the cargo record book.


Page 35


.2 Were tank washing(s) discharged from a slops collecting tank? If so, state quantity and rate of discharge.

18 Time pumping commenced and stopped. 19 Ship's speed during discharge. (G) Ballasting of cargo tanks 20 Identity of tank(s) ballasted. 21 Time at start of ballasting. (H) Discharge of ballast water from cargo tanks 22 Identity of tank(s). 23 Discharge of ballast: .1 into the sea; .2 to reception facilities (identify port) *. 24 Time ballast discharge commenced and stopped. 25 Ship's speed during discharge. (I) Accidental or other exceptional discharge 26 Time of occurrence. 27 Approximate quantity, substance(s) and Category(ies). 28 Circumstances of discharge or escape and general remarks. (J) Control by authorized surveyors 29 Identify port. 30 Identify tank(s), substance(s), Category(ies) discharged ashore. 31 Have tank(s), pump(s), and piping system(s) been emptied? 32 Has a prewash in accordance with the ship's Procedures and Arrangements

Manual been carried out?

* Ship�s masters sould obtain from the operator of the reception facilities, which include barges and tank trucks, a

receipt or certificate specifying the quantity of tank washings transferred, together with the time and date of the transfer. The receipt or certificate should be kept together with the cargo record book.



33 Have tank washings resulting from the prewash been discharged ashore and is the tank empty?

34 An exemption has been granted from mandatory prewash. 35 Reasons for exemption. 36 Name and signature of authorized surveyor. 37 Organization, company, government agency for which surveyor works. (K) Additional operational procedures and remarks


Page 37


Name of ship��. Distinctive number or letters��. IMO Number��. CARGO/BALLAST OPERATIONS

Date Code (letter)

Item (number)

Record of operations/signature of officer in charge/name of and signature of authorized

surveyor

Signature of master��..



APPENDIX 3

FORM OF INTERNATIONAL POLLUTION PREVENTION CERTIFICATE FOR THE

CARRIAGE OF NOXIOUS LIQUID SUBSTANCES IN BULK

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

Issued under the provisions of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, as amended (hereinafter referred to as �the Convention�) under the authority of the Government of: ��

(full designation of the country) by��

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

Particulars of ship* Name of ship �� Distinctive number or letters�.�� IMO Number�� Port of registry��. Gross tonnage��

* Alternatively, the particulars of the ship may be placed horizontally in boxes.


Page 39


THIS IS TO CERTIFY: 1 That the ship has been surveyed in accordance with regulation 8 of Annex II of the

Convention. 2 That the survey showed that the structure, equipment, systems, fitting, arrangements and

material of the ship and the condition thereof are in all respects satisfactory and that the ship complies with the applicable requirements of Annex II of the Convention.

3 That the ship has been provided with a Procedures and Arrangements Manual as required by regulation 14 of Annex II of the Convention, and that the arrangements and equipment of the ship prescribed in the Manual are in all respects satisfactory

4 That the ship complies with the requirements of Annex II to MARPOL 73/78 for the carriage in bulk of the following Noxious Liquid Substances, provided that all relevant provisions of Annex II are observed.

Noxious Liquid Substances Conditions of carriage

(tank numbers etc.) Pollution Category

Continued on additional signed and dated sheets This certificate is valid until ��.� subject to surveys in accordance with regulation 8 of Annex II of the Convention. Completion date of the survey on which this certificate is based (dd/mm/yy): ��. Issued at��.

(Place of issue of certificate) ��. ��.��.��.��..

(Date of issue) (Signature of authorized official issuing the certificate)

(Seal or stamp of the authority, as appropriate)



ENDORSEMENT FOR ANNUAL AND INTERMEDIATE SURVEYS THIS IS TO CERTIFY that, at a survey required by regulation 8 of Annex II of the Convention, the ship was found to comply with the relevant provisions of the Convention: Annual survey: Signed��. (Signature of authorized official) Place�� Date��..

(Seal or stamp of the authority, as appropriate) Annual/Intermediate survey: Signed��. (Signature of authorized official) Place�� Date��..

(Seal or stamp of the authority, as appropriate) Annual/Intermediate survey: Signed��. (Signature of authorized official) Place�� Date��..

(Seal or stamp of the authority, as appropriate) Annual survey: Signed��. (Signature of authorized official) Place�� Date��..



Page 41


ANNUAL/INTERMEDIATE SURVEY IN ACCORDANCE WITH REGULATION 10.8.3 THIS IS TO CERTIFY that, at an annual/intermediate survey in accordance with regulation 10.8.3 of Annex II of the Convention, the ship was found to comply with the relevant provisions of the Convention:

Signed��.

(Signature of authorized official) Place�� Date��..


ENDORSEMENT TO EXTEND THE CERTIFICATE IF VALID FOR LESS THAN 5 YEARS WHERE REGULATION 10.3 APPLIES

The ship complies with the relevant provisions of the Convention, and this Certificate shall, in accordance with regulation 10.3 of Annex II of the Convention, be accepted as valid until

Signed��. (Signature of authorized official) Place�� Date��..


ENDORSEMENT WHERE THE RENEWAL SURVEY HAS BEEN COMPLETED AND REGULATION 10.4 APPLIES

The ship complies with the relevant provisions of the Convention, and this Certificate shall, in accordance with regulation 10.4 of Annex II of the Convention, be accepted as valid until

Signed��. (Signature of authorized official) Place�� Date��..




ENDORSEMENT TO EXTEND THE VALIDITY OF THE CERTIFICATE UNTIL REACHING THE PORT OF SURVEY OR FOR A PERIOD

OF GRACE WHERE REGULATION 10.5 OR 10.6 APPLIES This Certificate shall, in accordance with regulation 10.5 or 10.6 of Annex II of the Convention, be accepted as valid until ��.

Signed�� (Signature of authorized official) Place�� Date��.


ENDORSEMENT FOR ADVANCEMENT OF ANNIVERSARY DATE WHERE REGULATION 10.8 APPLIES

In accordance with regulation 10.8 of Annex II of the Convention, the new anniversary date is ��

Signed��.


(Seal or stamp of the authority, as appropriate) In accordance with regulation 10.8 of Annex II of the Convention, the new anniversary date is ��

Signed��.




Page 43


APPENDIX 4

STANDARD FORMAT FOR THE PROCEDURES AND ARRANGEMENTS MANUAL

Note 1: The format consists of a standardized introduction and index of the leading

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

Note 2: If the Administration requires or accepts information and operational instructions

in addition to those outlined in this Standard Format, they shall be included in Addendum D of the Manual.



STANDARD FORMAT MARPOL 73/78 ANNEX II PROCEDURES AND ARRANGEMENTS MANUAL Name of ship: �� Distinctive number or letters: �� IMO Number��.. Port of registry: ��.��.... Approval stamp of Administration:


Page 45


INTRODUCTION 1 The International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (hereinafter referred to as MARPOL 73/78) was established in order to prevent the pollution of the marine environment by discharges into the sea from ships of harmful substances or effluents containing such substances. In order to achieve its aim, MARPOL 73/78 contains six Annexes in which detailed regulations are given with respect to the handling on board ships and the discharge into the sea or release into the atmosphere of six main groups of harmful substances, i.e. Annex I (Mineral oils), Annex II (Noxious Liquid Substances carried in bulk), Annex III (Harmful substances carried in packaged forms), Annex IV (Sewage), Annex V (Garbage) and Annex VI (Air Pollution). 2 Regulation 13 of Annex II of MARPOL 73/78 (hereinafter referred to as Annex II) prohibits the discharge into the sea of Noxious Liquid Substances of Categories X, Y or Z or of ballast water, tank washings or other residues or mixtures containing such substances, except in compliance with specified conditions including procedures and arrangements based upon standards developed by the International Maritime Organization (IMO) to ensure that the criteria specified for each Category will be met. 3 Annex II requires that each ship which is certified for the carriage of Noxious Liquid Substances in bulk shall be provided with a Procedures and Arrangements Manual, hereinafter referred to as the Manual. 4 This Manual has been written in accordance with Appendix 4of Annex II and is concerned with the marine environmental aspects of the cleaning of cargo tanks and the discharge of residues and mixtures from these operations. The Manual is not a safety guide and reference shall be made to other publications specifically to evaluate safety hazards. 5 The purpose of the Manual is to identify the arrangements and equipment required to enable compliance with Annex II and to identify for the ship's officers all operational procedures with respect to cargo handling, tank cleaning, slops handling, residue discharging, ballasting and deballasting, which must be followed in order to comply with the requirements of Annex II. 6 In addition, this Manual, together with the ship's Cargo Record Book and the Certificate issued under Annex II*, will be used by Administrations for control purposes in order to ensure full compliance with the requirements of Annex II by this ship. 7 The master shall ensure that no discharges into the sea of cargo residues or residue/water mixtures containing Category X, Y or Z substances shall take place, unless such discharges are made in full compliance with the operational procedures contained in this Manual. 8 This Manual has been approved by the Administration and no alteration or revision shall be made to any part of it without the prior approval of the Administration.

* Include only the Certificate issued to the particular ship: i.e. The International Pollution Prevention Certificate for

the carriage of Noxious Liquid Substances in bulk or the Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk or the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk.



INDEX OF SECTIONS 1 Main features of MARPOL 73/78, Annex II 2 Description of the ship's equipment and arrangements 3 Cargo unloading procedures and tank stripping 4 Procedures relating to the cleaning of cargo tanks, the discharge of residues, ballasting

and deballasting 5 Information and Procedures


Page 47


SECTION 1 Main features of MARPOL 73/78, Annex II 1.1 The requirements of Annex II apply to all ships carrying Noxious Liquid Substances in bulk. Substances posing a threat of harm to the marine environment are divided into three categories, X, Y and Z. Category X substances are those posing the greatest threat to the marine environment, whilst Category Z substances are those posing the smallest threat. 1.2 Annex II prohibits the discharge into the sea of any effluent containing substances falling under these categories, except when the discharge is made under conditions which are specified in detail for each Category. These conditions include, where applicable, such parameters as:

.1 the maximum quantity of substances per tank which may be discharged into the sea;

.2 the speed of the ship during the discharge;

.3 the minimum distance from the nearest land during discharge; .4 the minimum depth of water at sea during discharge; and .5 the need to effect the discharge below the waterline. 1.3 For certain sea areas identified as �special area� more stringent discharge criteria apply. Under Annex II the special area is the Antarctic area. 1.4 Annex II requires that every ship is provided with pumping and piping arrangements to ensure that each tank designated for the carriage of Category X, Y and Z substances does not retain after unloading a quantity of residue in excess of the quantity given in the Annex. For each tank intended for the carriage of such substances an assessment of the residue quantity has to be made. Only when the residue quantity as assessed is less than the quantity prescribed by the Annex a tank may be approved for the carriage of a Category X, Y or Z substances. 1.5 In addition to the conditions referred to above, an important requirement contained in Annex II is that the discharge operations of certain cargo residues and certain tank cleaning and ventilation operations may only be carried out in accordance with approved procedures and arrangements. 1.6 To enable the requirement of paragraph 1.5 to be met , this Manual contains in section 2 all particulars of the ship's equipment and arrangements, in section 3 operational procedures for cargo unloading and tank stripping and in section 4 procedures for discharge of cargo residues, tank washing, slops collection, ballasting and deballasting as may be applicable to the substances the ship is certified to carry. 1.7 By following the procedures as set out in this Manual, it will be ensured that the ship complies with all relevant requirements of Annex II to MARPOL 73/78.



SECTION 2 Description of the ship's equipment and arrangements 2.1 This section contains all particulars of the ship's equipment and arrangements necessary to enable the crew to follow the operational procedures set out in sections 3 and 4. 2.2 General arrangement of ship and description of cargo tanks

This section shall contain a brief description of the cargo area of the ship with the main features of the cargo tanks and their positions. Line or schematic drawings showing the general arrangement of the ship and indicating the position and numbering of the cargo tanks and heating arrangements shall be included

2.3 Description of cargo pumping and piping arrangements and stripping system

This section shall contain a description of the cargo pumping and piping arrangements and of the stripping system. Line or schematic drawings shall be provided showing the following and be supported by textual explanation where necessary: .1 cargo piping arrangements with diameters; .2 cargo pumping arrangements with pump capacities; .3 piping arrangements of stripping system with diameters; .4 pumping arrangements of stripping system with pump capacities; .5 location of suction points of cargo lines and stripping lines inside every cargo

tank; .6 if a suction well is fitted, the location and cubic capacity thereof; .7 line draining and stripping or blowing arrangements; and .8 quantity and pressure of nitrogen or air required for line blowing if applicable.

2.4 Description of ballast tanks and ballast pumping and piping arrangements

This section shall contain a description of the ballast tanks and ballast pumping and piping arrangements. Line or schematic drawings and tables shall be provided showing the following: .1 a general arrangement showing the segregated ballast tanks and cargo tanks to

be used as ballast tanks together with their capacities (cubic metres); .2 ballast piping arrangement;


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.3 pumping capacity for those cargo tanks which may also be used as ballast tanks; and

.4 any interconnection between the ballast piping arrangements and the underwater

outlet system. 2.5 Description of dedicated slop tanks with associated pumping and piping

arrangements

This section shall contain a description of the dedicated slop tank(s), if any, with the associated pumping and piping arrangements. Line or schematic drawings shall be provided showing the following: .1 which dedicated slop tanks are provided together with the capacities of such

tanks; .2 pumping and piping arrangements of dedicated slop tanks with piping diameters

and their connection with the underwater discharge outlet. 2.6 Description of underwater discharge outlet for effluents containing Noxious Liquid

Substances

This section shall contain information on position and maximum flow capacity of the underwater discharge outlet (or outlets) and the connections to this outlet from the cargo tanks and slop tanks. Line or schematic drawings shall be provided showing the following: .1 location and number of underwater discharge outlets; .2 connections to underwater discharge outlet; .3 location of all seawater intakes in relation to underwater discharge outlets.

2.7 Description of flow rate indicating and recording devices Deleted 2.8 Description of cargo tank ventilation system This section shall contain a description of the cargo tank ventilation system.

Line or schematic drawings and tables shall be provided showing the following and supported by textual explanation if necessary: .1 the Noxious Liquid Substances the ship is certified fit to carry having a vapour

pressure over 5 kPa at 20°C suitable for cleaning by ventilation to be listed in paragraph 4.4.10 of the Manual;

.2 ventilation piping and fans; .3 position of the ventilation openings;



.4 the minimum flow rate of the ventilation system to adequately ventilate the bottom

and all parts of the cargo tank; .5 the location of structures inside the tank affecting ventilation; .6 the method of ventilating the cargo pipeline system, pumps, filters, etc; and .7 means for ensuring that the tank is dry.

2.9 Description of tank washing arrangements and wash water heating system

This section shall contain a description of the cargo tank washing arrangements, wash water heating system and all necessary tank washing equipment.

Line or schematic drawings and tables or charts showing the following: .1 arrangements of piping dedicated for tank washing with pipeline diameters; .2 type of tank cleaning machines with capacities and pressure rating; .3 maximum number of tank cleaning machines which can operate simultaneously;

.4 position of deck openings for cargo tank washing; .5 the number of cleaning machines and their location required for ensuring

complete coverage of the cargo tank walls; .6 maximum capacity of wash water which can be heated to 60°C by the installed

heating equipment; and .7 maximum number of tank cleaning machines which can be operated

simultaneously at 60°C. SECTION 3 Cargo unloading procedures and tank stripping 3.1 This section contains operational procedures in respect of cargo unloading and tank stripping which must be followed in order to ensure compliance with the requirements of Annex II. 3.2 Cargo unloading

This section shall contain procedures to be followed including the pump and cargo unloading and suction line to be used for each tank. Alternative methods may be given. The method of operation of the pump or pumps and the sequence of operation of all valves shall be given. The basic requirement is to unload the cargo to the maximum extent.

3.3 Cargo tank stripping


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This section shall contain procedures to be followed during the stripping of each cargo tank. The procedures shall include the following:

.1 operation of stripping system; .2 list and trim requirements; .3 line draining and stripping or blowing arrangements if applicable; and .4 duration of the stripping time of the water test. 3.4 Cargo temperature

This section shall contain information on the heating requirements of cargoes which have been identified as being required to be at a certain minimum temperature during unloading. Information shall be given on control of the heating system and the method of temperature measurement.

3.5 Procedures to be followed when a cargo tank cannot be unloaded in accordance

with the required procedures

This section shall contain information on the procedures to be followed in the event that the requirements contained in sections 3.3 and/or 3.4 cannot be met due to circumstances such as the following: .1 failure of cargo tank stripping system; and .2 failure of cargo tank heating system.

3.6 Cargo Record Book The Cargo Record Book shall be completed in the appropriate places on completion of cargo unloading. SECTION 4 Procedures relating to the cleaning of cargo tanks, the discharge of residues,

ballasting and deballasting 4.1 This section contains operational procedures in respect of tank cleaning, ballast and slops handling which must be followed in order to ensure compliance with the requirements of Annex II. 4.2 The following paragraphs outline the sequence of actions to be taken and contain the information essential to ensure that Noxious Liquid Substances are discharged without posing a threat of harm to the marine environment. 4.3 Deleted 4.4 The information necessary to establish the procedures for discharging the residue of the cargo, cleaning, ballasting and deballasting the tank, shall take into account the following:



.1 Category of substance

The Category of the substance should be obtained from the relevant Certificate

.2 Stripping efficiency of tank pumping system

The contents of this section will depend on the design of the ship and whether it is a new ship or existing ship (See flow diagram and pumping/stripping requirements).

.3 Vessel within or outside Special Area

This section shall contain instructions on whether the tank washings can be discharged into the sea within a special area (as defined in section 1.3) or outside a special area. The different requirements shall be made clear and will depend on the design and trade of the ship. No discharges into the sea of residues of Noxious Liquid Substances, or mixtures containing such substances, are allowed within the Antarctic area (the sea area south of latitude 60°S).

.4 Solidifying or High-Viscosity Substance

The properties of the substance should be obtained from the shipping document.

.5 Miscibility with water Deleted

.6 Compatibility with slops containing other substances

This section shall contain instructions on the permissible and non-permissible mixing of cargo slops. Reference should be made to compatibility guides.

.7 Discharge to reception facility

This section shall identify those substances the residues of which are required to be prewashed and discharged to a reception facility.

.8 Discharging into the sea

This section shall contain information on the factors to be considered in order to identify whether the residue/water mixtures are permitted to be discharged into the sea.

.9 Use of cleaning agents or additives*

This section shall contain information on the use and disposal of cleaning agents (e.g. solvents used for tank cleaning) and additives to tank washing water (e.g. detergents)

* See the latest edition of MEPC.2 circular, annex 12 (issued annually in December).


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.10 Use of ventilation procedures for tank cleaning

This section shall make reference to all substances suitable for the use of ventilation procedures.

4.5 Having assessed the above information, the correct operational procedures to be followed should be identified using the instructions and flow diagram of section 5. Appropriate entries shall be made in the Cargo Record Book indicating the procedure adopted. SECTION 5 Information and procedures This section shall contain procedures, which will depend on the age of the ship and pumping efficiency. Examples of flow diagram referred to in this section are given at addendum A and incorporate comprehensive requirements applicable to both new and existing ships. The Manual for a particular ship shall only contain those requirements specifically applicable to that ship. Information relating to melting point and viscosity, for those substances which have a melting point greater than 0°C or a viscosity greater than 50 mPa.s at 20°C, shall be obtained from the shipping document. For substances allowed to be carried, reference is made to the relevant Certificate. The Manual shall contain: Table 1 : Deleted Table 2 : Cargo tank information. Addendum A : Flow diagram. Addendum B : Prewash procedures. Addendum C : Ventilation procedures. Addendum D : Additional information and operational instructions when

required or accepted by the Administration. Outlines of the above table and addenda .are shown below.



Table 2 - Cargo tank information

Tank no. Capacity (m3)

Stripping quantity

litres


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ADDENDUM A

FLOW DIAGRAMS -- CLEANING OF CARGO TANKS AND DISPOSAL OF TANK

WASHINGS/BALLAST CONTAINING RESIDUES OF CATEGORY X,Y, AND Z SUBSTANCES

Note 1 : This flow diagram shows the basic requirements applicable to all age groups of

ships and is for guidance only. Note 2 : All discharges into the sea are regulated by Annex II. Note 3 : Within the Antarctic area, any discharge into the sea of Noxious Liquid

Substances or mixtures containing such substances is prohibited.

Discharge tank andpiping to maximum

extent possible

Residue is Cat. X ApplyCDP 1(a) or 3

Yes

Residue is Cat. Y

No

YesSolidifying or

Highly ViscousApply

CDP 1(a) or 1(b)Yes

ApplyCDP 2(a) or 3

No

No

Ship keel laidafter 01/01/2007

YesApply

CDP 2(a) or 3Yes

ApplyCDP 2(a), 2(b) or 3

No

No dischargerequirements

No

Residue is Cat. Z

Residue is OS Yes

No transport allowed

No



Stripping requirements (in litres) Ship details

Category X Category Y Category Z

New Ships: keel laid after 01/01/2007 75 75 75 IBC ships until 01/01/2007 100 +50

tolerance 100 + 50 tolerance

300 + 50 tolerance

BCH ships 300 + 50 tolerance

300 + 50 tolerance

900 + 50 tolerance

Other ships: keel-laid before 01/01/2007 N/A N/A Empty to the most possible extent


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Cleaning and disposal procedures (CDP)

(Start at the top of the column under the CDP number specified and complete each item procedure in the sequence where marked)

No.

Operation

Procedure Number

1(a) 1(b) 2(a) 2(b) 3

1 Strip tank and piping to maximum extent, at least in compliance with the procedures in section 3 of this Manual X X X X X

2 Apply prewash in accordance with Addendum B of this Manual and discharge residue to reception facility X X

3 Apply subsequent wash, additional to the prewash, with: a complete cycle of the cleaning machine(s)

for ships built before 1 July 1994 a water quantity not less than calculated with �k�=1.0

for ships built on or after 1 July 1994

X

4 Apply ventilation procedure in accordance with Addendum C of this Manual

X

5 Ballast tanks or wash tank to commercial standards X X X X

6 Ballast added to tank

X

7 Conditions for discharge of ballast/residue/water mixtures other than prewash :

.1 distance from land > 12 nautical miles X X X

.2 ship�s speed > 7 knots X X X

.3 water depth > 25 metres X X X

.4 Using underwater discharge (not exceeding permissible discharge rate) X X

8 Conditions for discharge of ballast:

.1 distance from land > 12 nautical miles

X

.2 water depth > 25 metres

X

9 Any water subsequently introduced into a tank may be discharged into the sea without restrictions X X X X X



ADDENDUM B

PREWASH PROCEDURES

This addendum to the Manual shall contain prewash procedures based on appendix 6 of Annex II. These procedures shall contain specific requirements for the use of the tank washing arrangements and equipment provided on the particular ship and include the following:

.1 cleaning machine positions to be used; .2 slops pumping out procedure; .3 requirements for hot washing; .4 number of cycles of cleaning machine (or time); and .5 minimum operating pressures.

ADDENDUM C

VENTILATION PROCEDURES This addendum to the Manual shall contain ventilation procedures based on appendix 7 of Annex II. The procedures shall contain specific requirements for the use of the cargo tank ventilation system, or equipment, fitted on the particular ship and shall include the following:

.1 ventilation positions to be used; .2 minimum flow or speed of fans; .3 procedures for ventilating cargo pipeline, pumps, filters, etc.; and .4 procedures for ensuring that tanks are dry on completion. ADDENDUM D - ADDITIONAL INFORMATION AND OPERATIONAL

INSTRUCTIONS REQUIRED OR ACCEPTED BY THE ADMINISTRATION


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APPENDIX 5

ASSESSMENT OF RESIDUE QUANTITIES IN CARGO TANKS, PUMPS AND ASSOCIATED PIPING

1 Introduction 1.1 Purpose 1.1.1 The purpose of this appendix is to provide the procedure for testing the efficiency of cargo pumping systems.

1.2 Background 1.2.1 The ability of the pumping system of a tank to comply with regulation 12.1, 12.2 or 12.3 is determined by performing a test in accordance with the procedure set out in section 3 of this appendix. The quantity measured is termed the �stripping quantity'�. The stripping quantity of each tank shall be recorded in the ship's Manual. 1.2.2 After having determined the stripping quantity of one tank, the Administration may use the determined quantities for a similar tank, provided the Administration is satisfied that the pumping system in that tank is similar and operating properly. 2 Design criteria and performance test 2.1 The cargo pumping systems should be designed to meet the required maximum amount of residue per tank and associated piping as specified in regulation 12 of Annex II to the satisfaction of the Administration. 2.2 In accordance with regulation 12.5 the cargo pumping systems shall be tested with water to prove their performance. Such water tests shall, by measurement, show that the system meets the requirements of regulation 12. In respect of regulations 12.1 and 12.2 a tolerance of 50 litres per tank is acceptable. 3 Water test procedure 3.1 Test condition 3.1.1 The ship's trim and list shall be such as to provide favourable drainage to the suction point. During the water test the ship's trim shall not exceed 3° by the stern, and the ship's list shall not exceed 1°. 3.1.2 The trim and list chosen for the water test shall be recorded. This shall be the minimum favourable trim and list used during the water test. 3.1.3 During the water test means shall be provided to maintain a back-pressure of not less than 100 kPa at the cargo tank's unloading manifold (see figures 5-1 and 5-2).



3.1.4 The time taken to complete the water test shall be recorded for each tank, recognizing that this may need to be amended as a result of subsequent tests. 3.2 Test procedure 3.2.1 Ensure that the cargo tank to be tested and its associated piping have been cleaned and that the cargo tank is safe for entry. 3.2.2 Fill the cargo tank with water to a depth necessary to carry out normal end of unloading procedures. 3.2.3 Discharge and strip water from the cargo tank and its associated piping in accordance with the proposed procedures. 3.2.4 Collect all water remaining in the cargo tank and its associated piping into a calibrated container for measurement. Water residues shall be collected, inter alia, from the following points:

.1 the cargo tank suction and its vicinity;

.2 any entrapped areas on the cargo tank bottom;

.3 the low point drain of the cargo pump; and

.4 all low point drains of piping associated with the cargo tank up to the manifold valve.

3.2.5 The total water volumes collected above determine the stripping quantity for the cargo tank. 3.2.6 Where a group of tanks is served by a common pump or piping, the water test residues associated with the common system(s) may be apportioned equally among the tanks provided that the following operational restriction is included in the ship's approved Manual: �For sequential unloading of tanks in this group, the pump or piping is not to be washed until all tanks in the group have been unloaded.''


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Figure 5-1

Figure 5-2

The above figures illustrate test arrangements that would provide a backpressure of not less than 100 kPa at the cargo tank's unloading manifold.



APPENDIX 6

PREWASH PROCEDURES A For ships built before 1 July 1994 A prewash procedure is required in order to meet certain Annex II requirements. This appendix explains how these prewash procedures shall be performed. Prewash procedures for non-Solidifying Substances 1 Tanks shall be washed by means of a rotary water jet, operated at sufficiently high water pressure. In the case of Category X substances cleaning machines shall be operated in such locations that all tank surfaces are washed. In the case of Category Y and Z substances only one location need be used. 2 During washing the amount of water in the tank shall be minimized by continuously pumping out slops and promoting flow to the suction point (positive list and trim). If this condition cannot be met the washing procedure shall be repeated three times, with thorough stripping of the tank between washings. 3 Those substances which have a viscosity equal to or greater than 50 mPa.s at 20°C shall be washed with hot water (temperature at least 60°C), unless the properties of such substances make the washing less effective. 4 The number of cycles of the cleaning machine used shall not be less than that specified in table 6-1. A cleaning machine cycle is defined as the period between two consecutive identical orientations of the tank cleaning machine (rotation through 360°). 5 After washing, the tank cleaning machine(s) shall be kept operating long enough to flush the pipeline, pump and filter, and discharge to shore reception facilities shall be continued until the tank is empty. Prewash procedures for Solidifying Substances 1 Tanks shall be washed as soon as possible after unloading. If possible tanks shall be heated prior to washing. 2 Residues in hatches and manholes shall preferably be removed prior to the prewash. 3 Tanks shall be washed by means of a rotary water jet operated at sufficiently high water pressure and in locations to ensure that all tank surfaces are washed. 4 During washing the amount of water in the tank shall be minimized by pumping out slops continuously and promoting flow to the suction point (positive list and trim). If this condition cannot be met, the washing procedure shall be repeated three times with thorough stripping of the tank between washings. 5 Tanks shall be washed with hot water (temperature at least 60°C) unless the properties of such substances make the washing less effective.


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6 The number of cycles of the cleaning machine used shall not be less than that specified in table 6-1. A cleaning machine cycle is defined as the period between two consecutive identical orientations of the machine (rotation through 360°). 7 After washing, the cleaning machine(s) shall be kept operating long enough to flush the pipeline, pump and filter,and discharge to shore reception facilities shall be continues until the tank is empty. Table 6-1 -- Number of cleaning machine cycles to be used in each location

Number of cleaning machine cycles Category of substance Non-Solidifying

Substances Solidifying Substances

Category X (residual concentration 0.1%)

1 2

Category Y 1/2 1 Note: For an explanation of �residual concentration� see regulation 13.7.1 of Annex II.

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

July 1994 A prewash procedure is required in order to meet certain Annex II requirements. This appendix explains how these prewash procedures shall be performed and how the minimum volumes of washing media to be used shall be determined. Smaller volumes of washing media may be used based on actual verification testing to the satisfaction of the Administration. Where reduced volumes are approved an entry to that effect must be recorded in the Manual. If a medium other than water is used for the prewash, the provisions regulation 13.5.1 apply. Prewash procedures for non-Solidifying Substances without recycling 1 Tanks shall be washed by means of a rotary jet(s), operated at sufficiently high water pressure. In the case of Category X substances cleaning machines shall be operated in such locations that all tank surfaces are washed. In the case of Category Y substances only one location need be used. 2 During washing the amount of liquid in the tank shall be minimized by continuously pumping out slops and promoting flow to the suction point. If this condition cannot be met, the washing procedure shall be repeated three times, with thorough stripping of the tank between washings. 3 Those substances which have a viscosity equal to or greater than 50 mPa.s at 20°C shall be washed with hot water (temperature at least 60°C), unless the properties of such substances make the washing less effective. 4 The quantities of wash water used shall not be less than those specified in paragraph 20 or determined according to paragraph 21.



5 After prewashing the tanks and lines shall be thoroughly stripped. Prewash procedures for Solidifying Substances without recycling. 6 Tanks shall be washed as soon as possible after unloading. If possible, tanks should be heated prior to washing. 7 Residues in hatches and manholes should preferably be removed prior to the prewash. 8 Tanks shall be washed by means of a rotary jet(s) operated at sufficiently high water pressure and in locations to ensure that all tank surfaces are washed. 9 During washing the amount of liquid in the tank shall be minimized by pumping out slops continuously and promoting flow to the suction point. If this condition cannot be met, the washing procedure shall be repeated three times with thorough stripping of the tank between washings. 10 Tanks shall be washed with hot water (temperature at least 60°C), unless the properties of such substances make the washing less effective. 11 The quantities of wash water used shall not be less than those specified in paragraph 20 or determined according to paragraph 21. 12 After prewashing the tanks and lines shall be thoroughly stripped. Prewash procedures with recycling of washing medium 13 Washing with a recycled washing medium may be adopted for the purpose of washing more than one cargo tank. In determining the quantity, due regard must be given to the expected amount of residues in the tanks and the properties of the washing medium and whether any initial rinse or flushing is employed. Unless sufficient data are provided, the calculated end concentration of cargo residues in the washing medium shall not exceed 5% based on nominal stripping quantities. 14 The recycled washing medium shall only be used for washing tanks having contained the same or similar substance. 15 A quantity of washing medium sufficient to allow continuous washing shall be added to the tank or tanks to be washed. 16 All tank surfaces shall be washed by means of a rotary jet(s) operated at sufficiently high pressure. The recycling of the washing medium may either be within the tank to be washed or via another tank, e.g. a slop tank. 17 The washing shall be continued until the accumulated throughput is not less than that corresponding to the relevant quantities given in paragraph 20 or determined according to paragraph 21. 18 Solidifying Substances and substances with viscosity equal to or greater than 50 mPa.s at 20°C shall be washed with hot water (temperature at least 60°C) when water is used as the washing medium, unless the properties of such substances make the washing less effective.


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19 After completing the tank washing with recycling to the extent specified in paragraph 17, the washing medium shall be discharged and the tank thoroughly stripped. Thereafter, the tank shall be subjected to a rinse, using clean washing medium, with continuous drainage and discharge. The rinse shall as a minimum cover the tank bottom and be sufficient to flush the pipelines, pump and filter. Minimum quantity of water to be used in a prewash 20 The minimum quantity of water to be used in a prewash is determined by the residual quantity of Noxious Liquid Substance in the tank, the tank size, the cargo properties, the permitted concentration in any subsequent wash water effluent, and the area of operation. The minimum quantity is given by the following formula: Q=k(15r0.8 + 5r0.7 x V/1000) where

Q = the required minimum quantity in m3

r = the residual quantity per tank in m3. The value of r shall be the value demonstrated in the actual stripping efficiency test, but shall not be taken lower than 0.100 m3 for a tank volume of 500 m3 and above and 0.040 m3 for a tank volume of 100 m3 and below. For tank sizes between 100 m3 and 500 m3 the minimum value of r allowed to be used in the calculations is obtained by linear interpolation.

For Category X substances the value of r shall either be determined based on stripping tests according to the Manual, observing the lower limits as given above, or be taken to be 0.9 m3.

V = tank volume in m3

k = a factor having values as follows: Category X, non-Solidifying, Low-Viscosity Substance, k = 1.2 Category X, Solidifying or High-Viscosity Substance, k = 2.4 Category Y, non-Solidifying, Low-Viscosity Substance k = 0.5 Category Y, Solidifying or High-Viscosity Substance k = 1.0



The table below is calculated using the formula with a k factor of 1 and may be used as an easy reference.

Tank volume (m3) Stripping quantity (m3) 100 500 3000 <0.04 1.2 2.9 5.4

.10 2.5 2.9 5.4

.30 5.9 6.8 12.2

.90 14.3 16.1 27.7 21 Verification testing for approval of prewash volumes lower than those given in paragraph 20 may be carried out to the satisfaction of the Administration to prove that the requirements of regulation 13 are met, taking into account the substances the ship is certified to carry. The prewash volume so verified shall be adjusted for other prewash conditions by application of the factor k as defined in paragraph 20.


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APPENDIX 7

VENTILATION PROCEDURES 1 Cargo residues of substances with a vapour pressure greater than 5 KPa at 20°C may be removed from a cargo tank by ventilation. 2 Before residues of Noxious Liquid Substances are ventilated from a tank the safety hazards relating to cargo flammability and toxicity shall be considered. With regard to safety aspects, the operational requirements for openings in cargo tanks in SOLAS 74, as amended, the International Bulk Chemical Code, the Bulk Chemical Code, and the ventilation procedures in the International Chamber of Shipping (ICS) Tanker Safety Guide (Chemicals) should be consulted. 3 Port authorities may also have regulations on cargo tank ventilation. 4 The procedures for ventilation of cargo residues from a tank are as follows: .1 the pipelines shall be drained and further cleared of liquid by means of ventilation

equipment; .2 the list and trim shall be adjusted to the minimum levels possible so that

evaporation of residues in the tank is enhanced; .3 ventilation equipment producing an airjet which can reach the tank bottom shall

be used. Figure 7-1 could be used to evaluate the adequacy of ventilation equipment used for ventilating a tank of a given depth;

.4 ventilation equipment shall be placed in the tank opening closest to the tank sump

or suction point; .5 ventilation equipment shall, when practicable, be positioned so that the airjet is

directed at the tank sump or suction point and impingement of the airjet on tank structural members is to be avoided as much as possible; and

.6 ventilation shall continue until no visible remains of liquid can be observed in the

tank. This shall be verified by a visual examination or an equivalent method.



Figure 7-1. Minimum flow rate as a function of jet penetration depth. Jet penetration depth shall be compared against tank height.

***

MEPC 49/22/Add.2


ANNEX 18

DRAFT ASSEMBLY RESOLUTION

FOLLOW-UP ACTION TO UNCED AND WSSD

THE ASSEMBLY, RECALLING Articles 1(d) and 2(a) of the Convention on the International Maritime Organization concerning the purposes of the Organization and the performance of functions by the Assembly in relation to consideration of any matters concerning shipping and the effect of shipping on the marine environment that may be referred to it by any organ or specialized agency of the United Nations,

RECALLING ALSO that, by resolution 47/190 of 22 December 1992, the General Assembly of the United Nations endorsed, inter alia, the Rio Declaration on Environment and Development and Agenda 21, as adopted at UNCED on 14 June 1992 and that, by resolution 47/191, the United Nations specialized agencies were requested to strengthen and adjust their activities, programmes and medium-term plans, as appropriate, in line with Agenda 21,

RECALLING FURTHER that, by resolution A.832(19) of 23 November 1995, the IMO Assembly requested the MEPC, as IMO�s focal point for follow-up action to UNCED, to keep the maritime sector�s contribution to UNCED under continuous review with the aim of facilitating follow-up action by IMO and Member States on those elements of Agenda 21 falling within IMO�s mandate,

RECOGNIZING that the MEPC, by resolution MEPC.67(37), adopted the

Guidelines on incorporation of the precautionary approach in the context of specific IMO activities,

NOTING that IMO, since UNCED 1992, has achieved significant progress in the

areas designated in Agenda 21 for prevention, reduction and control of marine pollution from ships and that the MEPC has prepared three comprehensive reports on IMO�s achievements with contributions from the MSC and TCC which were submitted to the Commission on Sustainable Development in 1994, 1999 and 2002 respectively,

NOTING ALSO that the World Summit on Sustainable Development (WSSD)

adopted on 4 September 2002 the Plan of Implementation, which strongly reaffirmed its commitment to the Rio principles and the full implementation of Agenda 21,

NOTING FURTHER that a number of provisions of the Plan of Implementation are

relevant to the work of IMO, especially paragraph 34 which urges IMO to enhance maritime safety and protection of the marine environment from pollution by actions at all levels to:

.1 invite States to ratify or accede to and implement the conventions and

protocols and other relevant instruments of the International Maritime Organization (IMO) relating to the enhancement of maritime safety and protection of the marine environment from marine pollution and



environmental damage caused by ships, including the use of toxic anti-fouling paints and urge IMO to consider stronger mechanisms to secure the implementation of IMO instruments by flag States;

.2 accelerate the development of measures to address invasive alien species in

ballast water. Urge IMO to finalize the IMO International Convention on the Control and Management of Ships� Ballast Water and Sediments,

1. REQUESTS the MSC, MEPC, TCC and the Secretariat to take into account the relevant paragraphs of the Plan of Implementation in their respective activities; 2. REQUESTS ALSO Member Governments to keep their maritime sector�s contribution to UNCED and WSSD under continuous review and provide relevant information to the Organization with the aim of facilitating follow-up action by the Organization and Member Governments on those elements falling within IMO�s mandate; and

3. REQUESTS FURTHER the Secretary-General to ensure the continuing participation of the IMO Secretariat in all relevant aspects of the follow-up to UNCED and WSSD, in particular regarding chapter 17 of Agenda 21 adopted by UNCED and paragraph 34 of the Plan of Implementation adopted by WSSD.

***

MEPC 49/22/Add.2


ANNEX 19

PROPOSED AMENDMENTS TO THE CONDITION ASSESSMENT SCHEME 1 Replace paragraph 5.1 by the following: Alternative 1 �5.1 Application

The requirements of the CAS apply to oil tankers of 5,000 tons deadweight and above and of 15 years and over after date of its delivery.�

Alternative 2 �5.1 Application

The requirements of the CAS apply to Category 2 and Category 3 oil tankers, as defined in section 3, which reach or have reached on [ ] April 2005 or thereafter, 15 years from the date of their delivery beyond the anniversary of the date of delivery of the ship where authorization, in accordance with regulation 13G(6), is requested for continued operation of a ship [or where authorization, in accordance with regulation 13G(7), is requested for continued service beyond the date as specified in schedule indicated for compliance with the double hull requirements of regulation 13F, detailed in regulation 13G(4)].�

2 Replace 5.3.1 by the following: Alternative 1

�5.3.1 The CAS survey shall be aligned to the Enhanced Survey Programme of Inspection. The first CAS survey shall be carried out concurrent with the fist scheduled intermediate or renewal survey after [ ] April 2005 or the ship reaches 15 years after the date of its delivery, whichever is the later date. Subsequent CAS surveys shall be carried out at intervals not exceeding 5 years.�

Alternative 2

�5.3.1 The first CAS survey shall be aligned to the Enhanced Survey Programme of Inspection and shall be carried out concurrent with the first scheduled intermediate or renewal survey due prior to the date on which the ship reaches or has reached on [ ] April 2005 or thereafter, 15 years form the date of its delivery beyond the anniversary of the date of delivery of the ship [or in case regulation 13G(7) is to be applied prior to the anniversary of the date of delivery of the ship in 2010]. �

3 Replace paragraph 13.6 by the following: Alternative 1

�13.6 The Statement of Compliance shall be valid, following the completion of the CAS survey, until the due date of the next CAS survey.�



Alternative 2

�13.6 The Statement of Compliance shall be valid [for five years], following the completion of the CAS survey[, until the earlier date of either:

.1 the earlier date by which the ship is required to complete:

.1 an intermediate survey, in accordance with regulation 4(1)(c); or

.2 a renewal survey, in accordance with regulation 4(1)(b);]

or

.2 the date by which the vessel is required, in accordance with regulation 13G(4) [or 13G(7)], to comply with the requirements of regulation 13F [whichever is earlier].�

***

MEPC 49/22/Add.2


ANNEX 20

PROPOSED AMENDMENTS TO ANNEX I OF MARPOL 73/78 1 The existing text of regulation 13G is replaced by the following:

�Regulation 13G

Prevention of oil pollution in the event of collision or stranding - Measures for existing tankers

(1) This regulation shall:

(a) apply to oil tankers of 5000 tons deadweight and above, which are contracted, the keels of which are laid, or which are delivered before the dates specified in regulation 13F(1) of this Annex;

(b) not apply to oil tankers complying with regulation 13F of this Annex, which

are contracted, the keels of which are laid, or are delivered before the dates specified in regulation 13F(1) of this Annex; and

(c) not apply to oil tankers covered by subparagraph (a) above which comply

with regulation 13F(3)(a) and (b) or 13F(4) or 13F(5) of this Annex, except that the requirement for minimum distances between the cargo tank boundaries and the ship side and bottom plating need not be met in all respects. In that event, the side protection distances shall not be less than those specified in the International Bulk Chemical Code for type 2 cargo tank location and the bottom protection distances shall comply with regulation 13E(4)(b) of this Annex.

(2) For the purpose of this regulation:

(a) �Heavy diesel oil� means diesel oil other than those distillates of which more than 50 per cent by volume distils at a temperature not exceeding 340ºC when tested by the method acceptable to the Organization2.

(b) �Fuel oil� means heavy distillates or residues from crude oil or blends of

such materials intended for use as a fuel for the production of heat or power of a quality equivalent to the specification acceptable to the Organization3.

(3) For the purpose of this regulation, oil tankers are divided into the following categories:

2 Refer to the American Society for Testing and Material�s Standard Test Method (Designation D86). 3 Refer to the American Society for Testing and Material�s Specification for Number Four Fuel Oil

(Designation D396) or heavier.



(a) �Category 1 oil tanker� means an oil tanker of 20,000 tons deadweight and above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo, and of 30,000 tons deadweight and above carrying oil other than the above, which does not comply with the requirements for new oil tankers as defined in regulation 1(26) of this Annex;

(b) �Category 2 oil tanker� means an oil tanker of 20,000 tons deadweight and

above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo, and of 30,000 tons deadweight and above carrying oil other than the above, which complies with the requirements for new oil tankers as defined in regulation 1(26) of this Annex; and

(c) �Category 3 oil tanker� means an oil tanker of 5,000 tons deadweight and

above but less than that specified in subparagraph (a) or (b) of this paragraph. (4) An oil tanker to which this regulation applies shall comply with the requirements of

regulation 13F of this Annex not later than [�] April 2005 or the anniversary of the date of delivery of the ship on the date or in the year specified in the following table:

Category of oil

tanker

Date or year Category 1 [�] April 2005 for ships delivered on [�] April 1982 or earlier

2005 for ships delivered after [�] April 1982 Category 2 [�] April 2005 for ships delivered on [�] April 1977 or earlier

2005 for ships delivered after [�.] April 1977 but before 1 January 1978 2006* for ships delivered in 1978 and 1979 2007* for ships delivered in 1980 and 1981 2008* for ships delivered in 1982 2009* for ships delivered in 1983 2010* for ships delivered in 1984 or later

Category 3 [�] April 2005 for ships delivered on [�] April 1977 or earlier 2005 for ships delivered after [�.] April 1977 but before 1 January 1978 2006* for ships delivered in 1978 and 1979 2007* for ships delivered in 1980 and 1981 2008* for ships delivered in 1982 2009* for ships delivered in 1983 2010* for ships delivered in 1984 or later

* Subject to compliance with the provisions of paragraph (6).


Page 3


(5) Notwithstanding the provisions of paragraph (4) of this regulation in the case of a Category 2 or 3 oil tanker fitted with only double bottoms or double sides not used for the carriage of oil and extending to the entire cargo tank length or double hull spaces which are not used for the carriage of oil and extend to the entire cargo tank length, but does not fulfil conditions for being exempted from the provisions of paragraph (1)(c) of this regulation, the Administration may allow continued operation of such a ship beyond the date specified in paragraph (4) of this regulation, provided that:

(i) the ship was in service on 1 July 2001; (ii) the Administration is satisfied by verification of the official records that the

ship complied with the conditions specified above; (iii) the conditions of the ship specified above remain unchanged; and

(iv) such continued operation does not go beyond [the anniversary of the date of

the delivery of the ship in 2015 or the date on which the ship reaches] 25 years after the date of its delivery, [whichever is the earlier date].

(6) For a Category 2 or a Category 3 oil tanker which reaches or has reached on [�] April 2005 or thereafter, 15 years from the date of its delivery beyond the anniversary of the date of delivery of the ship, the Administration may allow the continued operation subject to compliance with the Condition Assessment Scheme adopted by the Marine Environment Protection Committee by resolution MEPC.94(46), as may be amended, provided that such amendments shall be adopted, brought into force and take effect in accordance with the provisions of article 16 of the present Convention relating to amendment procedures applicable to an appendix to an Annex. [A Category 2 and 3 oil tankers whose anniversary date of delivery is before the [�] April shall comply with the provisions of this paragraph not later than the [...] April 2005.] [(7) The Administration may allow continued operation of a Category 2 or 3 oil tanker beyond the date specified in paragraph (4) of this regulation, if satisfactory results of the Condition Assessment Scheme referred to in paragraph (6) above warrant that, in the opinion of the Administration, the ship is fit to such continued operation, provided that the operation shall not go beyond the anniversary of the date of delivery of the ship in 2015 or the date on which the ship reaches [20][23][25] years after the date of its delivery, whichever is the earlier date.] (8) (a) The Administration of a State which allows the application of paragraph (6)

[or (7)] of this regulation, or allows, suspends, withdraws or declines the application of paragraph (6) [or (7)] of this regulation, to a ship entitled to fly its flag shall forthwith communicate to the Organization for circulation to the Parties to the present Convention particulars thereof, for their information and appropriate action, if any.



[(b) A Party to the present Convention shall be entitled to deny entry of oil

tankers operating in accordance with the provisions of paragraph (7) of this regulation into the ports or offshore terminals under its jurisdiction. In such cases, that Party shall communicate to the Organization for circulation to the Parties to the present Convention particulars thereof for their information.]�.

2 The following new regulation is added after regulation 13G:

�Regulation 13H

Prevention of oil pollution when carrying heavy grades of oil (1) For the purposes of this regulation �heavy grades of oil� means any of the following:

[(a) crude oils having a density at 15oC higher than [900] kg/m3 ] ;

(b) fuel oils having [either a density at 15oC higher than [900] kg/m3 or a kinematic viscosity at 50oC higher than 180 mm2/s] [a density at 15oC higher than [900] kg/m3 and a kinematic viscosity at 50o C higher than 180 mm2/s];

(c) bitumen, tar and their emulsions. (2) Subject to the provisions of paragraphs (3) [, (4)], (5) and [(6)] of this regulation, an oil tanker of 600 tons deadweight and above carrying heavy grades of oil as cargo shall comply with:

(a) (i) if 5,000 tons deadweight and above, with the requirements of the

regulation 13F(2) to 13F(4) of this Annex or its method of design and construction has been accepted, in accordance with regulation 13F(5) of this Annex as an alternative to the requirements of regulation 13F(3) of this Annex; or

(ii) if 600 tons deadweight and above but less than 5000 tons deadweight,

with the requirements of the regulation 13F(7) of this Annex provided are fitted with double bottom tanks or spaces and wing tanks or spaces in accordance with regulation 13(F)(7) of this Annex; or

(b) the requirements of regulations 13F(3)(a) and (b) or 13F(4) or 13F(5) of this Annex, except that the requirements for the minimum distances between the cargo tanks boundaries and the ship side and bottom plating need not be met in all respects. In that event, the side protection distances shall not be less than those specified in the International Bulk Chemical Code for type 2 cargo tank location and the bottom distances shall comply with regulation 13E(4)(b) of this Annex.

(3) An oil tanker of 600 tons deadweight and above but less than 5,000 tons deadweight which was:


Page 5


(a) contracted, the keel of which was laid, or which was delivered before the dates specified in regulation 13F(1) of this Annex and which does not comply with the requirements of paragraph (2)(a)(ii); or

(b) contracted, the keel of which was laid, or which was delivered after the dates

specified in regulation 13F(1) of this Annex and which does not comply with the requirements of paragraph (2)(a)(ii);

shall comply with the requirements of paragraph (2)(a)(ii) of this regulation not later than the anniversary of the date of delivery of the ship in the year 2008.

[(4) (a) The Administration may allow continued operation of an oil tanker referred

to in paragraph (3) above beyond the year 2008, provided that such continued operation shall not go beyond the anniversary of the date of delivery of the ship in [2015] or the date on which the ship reaches [XX] years after the date of its delivery, whichever is the earlier date, subject to that Party considering that the ship is fit to continued operating.

(b) The Administration of a Party which allows the application of

subparagraph (a) above, or allows, suspends, withdraws or declines the application of subparagraph (a), to a ship entitled to fly its flag shall forthwith communicate to the Organization for circulation to the Parties to the present Convention particulars thereof, for their information and appropriate action, if any.

(c) A Party to the present Convention shall be entitled to deny entry of oil

tankers operating in accordance with the provisions of subparagraph (a) into the ports or offshore terminals under its jurisdiction. In such cases, that Party shall communicate to the Organization for circulation to the Parties to the present Convention particulars thereof for their information.]

(5) [(a)] A Party to the present Convention may exempt an oil tanker of 600 tons

deadweight and above [but less than 5,000 tons deadweight] which is exclusively engaged on voyages within a port [[[or between ports and adjacent anchorages or roadsteads or between offshore terminals or between port and offshore terminals] located within the territory of a Party or operate as floating storage facilities located within the territory of a Party. However, if an oil tanker, to which this paragraph may be applied, will be located within the territory of a Party, other than that of which is entitled to fly its flag, the provisions of this paragraph shall not be applied unless the prior agreement of the Party within whose territory the oil tanker will be located has been given.]

(b) The Administration of a Party which allows the application of

subparagraph (a) above shall forthwith communicate to the Organization for circulation to the Parties to the present Convention particulars thereof, for their information and appropriate action, if any.



(c) A Party to the present Convention shall be entitled to deny entry of oil

tankers operating in accordance with the provisions of subparagraph (a) into the ports or offshore terminals under its jurisdiction. In such cases, that Party shall communicate to the Organization for circulation to the Parties to the present Convention particulars thereof for their information].

[(6) (a) A Party to the present Convention may not require an oil tanker of 600 tons

deadweight and above which is either exclusively engaged on voyages within its territory or operates as a floating storage facility located within its territory to comply with the provisions of this regulation.

For the purpose of this paragraph the expression �exclusively engaged on voyages within its territory� shall be understood to mean that all parts of the voyages are located within the outer seaward limit of the territory of that Party and at no stage the ship goes beyond this limit for the purpose of proceeding to another part of the territory of that Party located elsewhere.

(b) The Party which allows an oil tanker not to comply with provisions of this

regulation shall, prior to granting such a permission, consult any other Party whose territory is adjacent to its own territory, in case any of the operations of the oil tanker will be taking place in an area near or adjacent to the territory of the latter Party.]�.

***

MEPC 49/22/Add.2


ANNEX 21

AMENDMENTS TO UNIFIED INTERPRETATION 4.1.1 OF MARPOL ANNEX I Two new subparagraphs are added to Unified Interpretation 4.1.1 as follows:

�.5 close-up inspection or/and steel thickness measurement using rafts where permitted by the rules; and

.6 tank hydrostatic pressure tests.�

***

MEPC 49/22/Add.2


ANNEX 22

PROPOSED AMENDMENTS TO THE APPENDIX TO MARPOL ANNEX V 1 Garbage category �4� in section 3 of the Form of Garbage Record Book is amended as follows: �4 Cargo residues, paper products, rags, glass, metal, bottles, crockery, etc.� 2 Paragraph 4.1(a)(ii) of section 4 in the Form of Garbage Record Book is amended as follows:

�(ii) Position of the ship (latitude and longitude). Note for cargo residue discharges, include discharge start and stop positions.�

3 The NOTE included in the Record of Garbage Discharges is amended by adding the following sentence:

�DISCHARGES OF CARGO RESIDUES REQUIRE START AND STOP POSITIONS TO BE RECORDED.�

***

MEPC 49/22/Add.2


ANNEX 23

WORK PROGRAMMES OF THE BLG AND FSI SUB-COMMITTEES AND PROVISIONAL AGENDAS FOR THEIR FORTHCOMING SESSIONS

SUB-COMMITTEE ON BULK LIQUIDS AND GASES (BLG) Proposed revised work programme of the Sub-Committee At its eighth session, the BLG Sub-Committee invited the Committee, and the MSC as appropriate, to approve the proposed revised work programme as follows (BLG 8/18, annex 17): Target

completion date/number of sessions needed for completion

Reference

1 Evaluation of safety and pollution hazards of chemicals and preparation of consequential amendments

Continuous BLG 1/20, section 3; BLG 8/18, section 6

2 Casualty analysis (co-ordinated by FSI) Continuous MSC 70/23, paragraphs 9.17 and 20.4; BLG 8/18, section 13

H.1 Environmental and safety aspects of alternative tanker designs under MARPOL 73/78 regulation I/13F

BLG 3/18, paragraph 15.7

.1 assessment of alternative tanker designs, if any (as necessary)

Continuous BLG 1/20, section 16; BLG 4/18, paragraph 15.3

H.2 Requirements for protection of personnel involved in the transport of cargoes containing toxic substances in all types of tankers

2005 BLG 1/20, section 12; BLG 8/18, section 9 and paragraph 15.4.2.1



Sub-Committee on Bulk Liquids and Gases (BLG) (continued)

Target completion date/number of sessions needed for completion

Reference

H.3 Oil tagging systems 2 sessions MEPC 45/20, paragraph 17.4; BLG 8/18, section 10 and paragraph 15.4.3.1

H.4 Revision of the fire protection

requirements of the IBC, IGC, BCH and GC Codes (in co-operation with FP as necessary)

[2005] MSC 74/24, paragraph 18.5; BLG 8/18, section 11

H.5 Consideration of IACS unified interpretations

[2005] MSC 76/23, paragraph 20.3; BLG 8/18, section 14

__________ Notes: 1 "H" means a high priority item and "L" means a low priority item. However,

within the high and low priority groups, items have not been listed in any order of priority.

2 The strike-out text indicates proposed deletions and the shaded text shows

proposed additions or changes.

3 Items printed in bold letters have been selected for the provisional agenda for BLG 9.


Page 3


Proposed provisional agenda for BLG 9∗ At its eighth session, the Sub-Committee invited the Committee, and the MSC as appropriate, to approve the provisional agenda for BLG 9, as follows: Opening of the session

1 Adoption of the agenda

2 Decisions of other IMO bodies

3 Evaluation of safety and pollution hazards of chemicals and preparation of consequential amendments

4 Requirements for protection of personnel involved in the transport of cargoes containing toxic substances in all types of tankers

5 Revision of the fire protection requirements of the IBC, IGC, BCH and GC Codes

6 Consideration of IACS unified interpretations

7 Work programme and agenda for BLG 10

8 Election of Chairman and Vice-Chairman for 2005

9 Any other business

10 Report to the Committees

∗ Agenda item numbers do not necessarily indicate priority.



SUB-COMMITTEE ON FLAG STATE IMPLEMENTATION (FSI) Proposed revised work programme of the Sub-Committee At its eleventh session, the FSI Sub-Committee invited the Committee, and the MSC as appropriate, to approve the proposed revised work programme as follows (FSI 11/23, annex 10): Target


Reference

1 Mandatory reports under MARPOL 73/78

Continuous MSC 70/23, paragraph 20.12.1; FSI 11/23, section 3

2 Casualty statistics and investigations Continuous MSC 68/23, paragraphs 7.16 to 7.24; FSI 11/23, section 4

3 Regional co-operation on port State control

Continuous FSI 11/23, section 5

4 Reporting procedures on port State control detentions and analysis and evaluation of reports

Continuous MSC 71/23, paragraph 20.16; FSI 11/23, section 6

5 Responsibilities of Governments and measures to encourage flag State compliance

Continuous MSC 68/23, paragraphs 7.2 to 7.8; FSI 11/23, section 7

6 Comprehensive analysis of difficulties encountered in the implementation of IMO instruments

Continuous MSC 69/22, paragraph 20.28; FSI 8/19, section 4; FSI 11/23, section 8


Page 5


Sub-Committee on Flag State Implementation (FSI) (continued) Target


Reference

H.1 PSC on seafarers� working hours 2005

MSC 70/23, paragraph 20.12.3; FSI 7/14, paragraphs 7.11 to 7.13; MSC 71/23, paragraph 13.13; FSI 11/23, paragraph 20.5.2

7 Review of the Survey Guidelines under the HSSC (resolution A.746(18))

Continuous MSC 72/23, paragraph 21.27; FSI 11/23, paragraphs 9.17 and 20.5.3

H.2 Illegal, unregulated and unreported (IUU) fishing and implementation of resolution A.925(22)

2005 MSC 72/23, paragraph 21.28; FSI 10/17, section 11; MSC 75/24, paragraphs 13.11 and 22.25.3; FSI 11/23, section 11

H.3 Development of provisions on

transfer of class 2004 MSC 74/24,

paragraph 2.13.15.2; FSI 10/17, paragraphs 14.2 and 14.10.4.1; MSC 75/24, paragraph 22.24; FSI 11/23, section 14



Sub-Committee on Flag State Implementation (FSI) (continued) Target


Reference

H.4 Consideration of IACS unified interpretations

2004 MSC 76/23, paragraph 20.3 ; FSI 11/23, section 17

H.5 PSC officer training for bulk carriers

2004 MSC 76/23, paragraph 20.18 ; FSI 11/23, section 18

H.6 Measures to enhance maritime security

2004 MSC 76/23, paragraph 20.60.2 ; FSI 11/23, section 19

H.7 Unique IDs for companies and registered owners

2004 FSI 11/23, paragraphs 22.6 and 20.5.4.1

H.8 Marking the ships� plans, manuals and other documents with the IMO ship identification number

2005 FSI 11/23, paragraphs 22.8 and 20.5.4.2

H.9 Review of reporting requirements for reception facilities

2005 FSI 11/23, paragraph 20.5.4.3

__________ Notes: 1 "H" means a high priority item and "L" means a low priority item. However,

within the high and low priority groups, items have not been listed in any order of priority.

2 The strike-out text indicates proposed deletions and the shaded text shows

proposed additions or changes. 3 Items printed in bold letters have been selected for the provisional agenda for

FSI 12.


Page 7


Proposed provisional agenda for FSI 12∗ At its eleventh session, the FSI Sub-Committee invited the Committee, and the MSC as appropriate, to approve the provisional agenda for FSI 12, as follows: Opening of the session

1 Adoption of the agenda

2 Decisions of other IMO bodies

3 Mandatory reports under MARPOL 73/78

4 Casualty statistics and investigations

5 Regional co-operation on port State control

6 Reporting procedures on port State control detentions and analysis and

evaluation of reports

7 Responsibilities of Governments and measures to encourage flag State compliance

8 Comprehensive analysis of difficulties encountered in the implementation of IMO instruments

9 Review of the Survey Guidelines under the HSSC (resolution A.746(18))

10 PSC on seafarers� working hours

11 Illegal, unregulated and unreported (IUU) fishing and implementation of resolution A.925(22)

12 Development of provisions on transfer of class

13 Consideration of IACS unified interpretations

14 PSC officer training for bulk carriers

15 Measures to enhance maritime security

16 Unique IDs for companies and registered owners

17 Marking the ships� plans, manuals and other documents with the IMO ship identification number

18 Review of reporting requirements for reception facilities

∗ Agenda item numbers do not necessarily indicate priority.



19 Work programme and agenda for FSI 13

20 Election of Chairman and Vice-Chairman for 2005

21 Any other business

22 Report to the Committees

***

MEPC 49/22/Add.2


ANNEX 24

WORK PROGRAMMES OF THE DSC, NAV, DE, SLF AND STW SUB-COMMITTEES

WHICH RELATE TO ENVIRONMENTAL ISSUES Target Reference completion date/number of sessions needed for completion SUB-COMMITTEE ON DANGEROUS GOODS, SOLID CARGOES AND CONTAINERS (DSC) H.2

Review of Annex III of MARPOL 73/78

2003 DSC 3/15, paragraph 12.6; DSC 6/15, paragraph 12.2; MEPC 48/21, paragraph 18.3.1

SUB-COMMITTEE ON SAFETY OF NAVIGATION (NAV) 1 Routeing of ships, ship reporting and related

matters Continuous MSC 72/23,

paragraphs 10.69 to 10.71, 20.41 and 20.42; NAV 48/19, section 3

H.4 Places of refuge (in co-operation with COMSAR and MEPC)

2003 MSC 74/24, paragraph 21.31; NAV 48/19, section 5

SUB-COMMITTEE ON SHIP DESIGN AND EQUIPMENT (DE) H.2

Safety aspects of water ballast Management

2 sessions MSC 71/23, paragraph 9.11; DE 46/32, section 6

H.5

Protection of fuel tanks (in co-operation with BLG and SLF as necessary)

2005 DE 44/19, paragraph 2.7.2; MEPC 46/23, paragraph 20.18; MSC 74/24, paragraph 21.36

H.11 Protection of pump-rooms of tankers and access to shore-based computer programs for salvage operations (in co-operation with BLG as necessary)

2004 MEPC 47/20, paragraph 18.15; MEPC 48/21, paragraph 18.3.2



L.1

Guidelines under MARPOL Annex VI on prevention of air pollution from ships .1 Guidelines on equivalent methods to reduce on-board NOx emission .2 Guidelines on on-board exhaust gas cleaning systems .3 Guidelines on other technological methods verifiable or enforceable to limit SOx emission

2 sessions 2005 2 sessions

MEPC 41/20, paragraph 8.22.1; DE 42/15, paragraphs 10.2 to 10.4 DE 46/32, paragraphs 3.10 and 29.9.6.1

SUB-COMMITTEE ON STABILITY AND LOAD LINES AND ON FISHING VESSELS SAFETY (SLF) H.4

Safety aspects of water ballast Management 1 session MSC 71/23,

paragraph 9.11;

SUB-COMMITTEE ON STANDARDS OF TRAINING AND WATCHKEEPING (STW) H.9

Development of requirements for training in ballast water management

2005 MSC 71/23, paragraph10.55.3; STW 34/14, paragraph 11.12

***

MEPC 49/22/Add.2


ANNEX 25

SUBSTANTIVE ITEMS TO BE INCLUDED IN THE AGENDAS FOR MEPC 51, MEPC 52 AND MEPC 53

No. Item MEPC 51 March 2004

MEPC 52 October 2004

MEPC 53 July 2005

1

Harmful aquatic organisms in ballast water (follow-up to the Convention and the Conference resolutions)

[WG]

X

[WG]

X

[WG]

X

2

Harmful anti-fouling systems for ships (follow-up to the Convention and the Conference resolutions)

X

[X]

[X]

3

Recycling of ships

[WG] X

[WG] X

[WG] X

4

Consideration and adoption of amendments to mandatory instruments

X

[X]

[X]

5

Implementation of the OPRC Convention and the OPRC-HNS Protocol and relevant Conference resolutions

X

X

X

6

Identification and protection of Special Areas and PSSAs

X

[X]

[X]

7

Inadequacy of reception facilities

X

[X]

[X]

8

Reports of sub-committees

X

X

X

9

Work of other bodies

X

X

X

10

Follow-up to the revised MARPOL Annex I and Annex II

X

X

X



No. Item MEPC 51 March 2004

MEPC 52 October 2004

MEPC 53 July 2005

11

Status of Conventions

X

X

X

12

Prevention of air pollution from ships (follow-up to Annex VI and Conference resolutions)

[WG]

X

[WG]

X

[WG]

X

13

Interpretation and amendments of MARPOL 73/78 and related instruments

X

X

X

14

Follow-up to UNCED and WSSD

X

[X]

[X]

15

Promotion of implementation and enforcement of MARPOL 73/78 and related instruments

X

X

X

16

Future role of formal safety assessment and human element issues

X

[X]

17

Application of the Committees' Guidelines

X

[X]

[X]

18

Work programme of the Committee and subsidiary bodies

X

X

X

19

Technical Co-operation Programme

X

X

X

20

Any other business

X

X

X

__________

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