Merchant Shipping (Prevention of Oil Pollution) Regulations (Chapter 413A)

MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS CHAPTER 413A LONG TITLE Empowering section VerDate:30/06/1997 (Cap 413, section 3)* [28 December 1984] (L.N. 429 of 1984) Note: * These regulations were made under Article 3(1) of the Merchant Shipping (Prevention of Oil Pollution) Order 1983 (S.I. 1983/1106 U.K.) as modified and extended to Hong Kong by the Merchant Shipping (Prevention of Oil Pollution) (Hong Kong) Order 1984 (S.I. 1984/1153 U.K.). See sections 3 and 12(1)(b) of the Merchant Shipping (Prevention and Control of Pollution) Ordinance, enacted in 1990 (Cap 413). REGULATION 1 Citation and interpretation VerDate:01/07/2002 PART I GENERAL (1) These regulations may be cited as the Merchant Shipping (Prevention of Oil Pollution) Regulations. (2) In these Regulations, except where the context otherwise requires "amidships" (船舯) means at the middle of the length (L); "Annex I" (附件I) means Annex I to the Convention (which sets out regulations for the prevention of pollution by oil); "anniversary date" (周年日期) means the date in each year corresponding to the date of expiry of the IOPP Certificate; "approved" (獲批准) means approved by the Director; (37 of 1990 s. 12) "area" (面積) in relation to a ship shall be calculated in all cases to moulded lines; "breadth" (船寬) (B) means the maximum breadth of the ship, measured amidships to the moulded line of the frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any other material, measured in metres; "centre tank" (中間液艙) means any tank inboard of a longitudinal bulkhead; "Certifying Authority" (核證當局) means the Director or any person http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#annex i http://www.worldlii.org/hk/legis/reg/413A/s1.html#iopp certificate http://www.worldlii.org/hk/legis/reg/413A/s1.html#approved http://www.worldlii.org/hk/legis/reg/413A/s1.html#director http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#breadth http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#amidships http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#director authorized by the Secretary for Economic Development and Labour; (64 of 1999 s. 3; L.N. 106 of 2002) "chemical tanker" (化學品液貨船) means a ship constructed or adapted primarily to carry a cargo of noxious liquid substances in bulk and includes an oil tanker when carrying a cargo or part cargo of noxious liquid substances in bulk; "clean ballast" (清潔壓載) means the ballast in a tank which, since oil was last carried therein, has been so cleaned that the effluent therefrom, if it were discharged from a ship which is stationary into clean calm water on a clear day would not produce visible traces of oil on the surface of the water or on adjoining shorelines or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is discharged through an approved oil discharge monitoring and control system, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15 ppm shall be determinative that the ballast was clean, notwithstanding the presence of visible traces; "combination carrier" (油類/散貨而用船) means a ship designed to carry either oil or solid cargoes in bulk; "Convention country" (公約國) means a country which is a Party to the Convention; "crude oil" (原油) means any liquid hydrocarbon mixture occurring naturally in the earth, whether or not treated to render it suitable for transportation, and includes (a) crude oil from which certain distillate fractions may have been removed; and (b) crude oil to which certain distillate fractions may have been added; "crude oil tanker" (原油油輪) means an oil tanker engaged in the trade of carrying crude oil; "deadweight" (載重量) (DW) means the difference in metric tons between the displacement of a ship in water of a specific gravity of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship; "Director" (處長) means the Director of Marine; "existing ship"(現有船舶), without prejudice to regulation 17(2), means a ship which is not a new ship; "filtering equipment" (過濾設備) means filters or any combination of separators and filters which are designed to produce effluent containing not more than 15 ppm of oil; "forward and after perpendiculars" (首尾垂線) shall be taken at the forward and after ends of the length (L). The forward perpendicular shall http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#approved http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#crude oil http://www.worldlii.org/hk/legis/reg/413A/s1.html#crude oil http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#crude oil http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#lightweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#director http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#new ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#length coincide with the foreside of the stem on the waterline on which the length is measured; "GRT" (總註冊噸位) means gross registered tonnage and the gross registered tonnage of a ship having alternative gross registered tonnages shall be taken to be the larger of those tonnages; "harmful substance" (有害物質) means any substance which, if introduced into the sea, is liable to create hazards to human health, to harm living resources and marine life, to damage amenities or to interfere with other legitimate uses of the sea, and includes oil; "HKOPP Certificate" (香港防油污證書) means the Hong Kong Oil Pollution Prevention Certificate; "Hong Kong oil tanker" (香港油輪) means an oil tanker which is registered in Hong Kong; "IBC Code" (國際散化規則) means the International Code for the Construction and Equipment of Ships Carrying Chemicals in Bulk (1990 Edition) published by the International Maritime Organization as amended; (L.N. 641 of 1994) "IMO" means the International Maritime Organization; (L.N. 641 of 1994) "instantaneous rate of discharge of oil content" (瞬時油量排放率) means the rate of discharge of oil in litres per hour at any instant divided by the speed of the ship in knots at the same instant; "IOPP Certificate" (國際防油污證書) means the International Oil Pollution Prevention Certificate; "length" (船長度) (L) means 96 per cent of the total length on a waterline at 85 per cent of the least moulded depth measured from the top of the keel, or the length from the foreside of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline on which this length is measured shall be parallel to the designed waterline. The length (L) shall be measured in metres; "lightweight" (空載排水量) means the displacement of a ship in metric tons without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores, and passengers and crew and their effects; "major conversion" (重大改裝) means a conversion of an existing ship (a) which substantially alters the dimensions or carrying capacity of the ship; or (b) which changes the type of the ship; or (c) the intent of which in the opinion of the Director is substantially to prolong its life; or (d) which otherwise so alters the ship that, if it were a new ship, it would become subject to relevant provisions of the Protocol(a) not applicable to it as an existing ship; but conversion of an existing oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#existing ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#director http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#new ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#existing ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker (i) of 20000 tons deadweight and above to meet the requirements of regulation 18; or (ii) to meet the requirements of regulation 23A or 23B, shall not be deemed to constitute a major conversion; (L.N. 641 of 1994) "Merchant Shipping Notice" (商船公告) means a Notice described as such, issued by the Director, and any reference to a particular Merchant Shipping Notice includes a reference to that Notice as amended from time to time by a subsequent Notice; (64 of 1999 s. 3) "mile" (浬) means an international nautical mile that is to say a distance of 1852 metres; "nearest land" (最近陸地) in relation to all land other than the part of Australia specified below, "from the nearest land" (距最近陸地) means from the nearest base-line from which the territorial sea of any territory is established in accordance with the Geneva Convention on the Territorial Sea and the Contiguous Zone 1958(b); and in relation to the part of the North-eastern coast of Australia which lies between the points 11 degrees 00'S, 142 degrees 08'E and 24 degrees 42'S, 153 degrees 15'E, "from the nearest land" (距最近陸地) means from the nearest of the straight lines joining consecutively the following points- 11 degrees 00'S, 142 degrees 08'E; 10 degrees 35'S, 141 degrees 55'E; 10 degrees 00'S, 142 degrees 00'E; 9 degrees 10'S, 143 degrees 52'E; 9 degrees 00'S, 144 degrees 30'E; 13 degrees 00'S, 144 degrees 00'E; 15 degrees 00'S, 146 degrees 00'E; 18 degrees 00'S, 147 degrees 00'E; 21 degrees 00'S, 153 degrees 00'E and 24 degrees 42'S, 153 degrees 15'E.; "new ship" (新船), except as provided in regulation 17(1), means a ship (a) for which the building contract was placed after 31 December 1975; or (b) in the absence of a building contract, the keel of which was laid or which was at a similar stage of construction after 30 June 1976; or (c) the delivery of which is after 31 December 1979; or (d) which has undergone a major conversion (i) for which the contract was placed after 31 December 1975; or (ii) in the absence of a contract, the construction work of which was begun after 30 June 1976; or (iii) which is or was completed after 31 December 1979; "oil" (油、油類) means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products, other than petrochemicals specified in Merchant Shipping Notice No. 1011; (64 of 1999 s. 3) "oil fuel" (油類燃料) means any oil used as fuel in connection with the propulsion and auxiliary machinery of the ship in which such oil is carried; http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#major conversion http://www.worldlii.org/hk/legis/reg/413A/s1.html#director http://www.worldlii.org/hk/legis/reg/413A/s1.html#merchant shipping notice http://www.worldlii.org/hk/legis/reg/413A/s1.html#merchant shipping notice http://www.worldlii.org/hk/legis/reg/413A/s1.html#mile http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#major conversion http://www.worldlii.org/hk/legis/reg/413A/s1.html#crude oil http://www.worldlii.org/hk/legis/reg/413A/s1.html#merchant shipping notice http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship "oil tanker" (油輪) means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes a combination carrier or a chemical tanker when it is carrying a cargo or part cargo of oil in bulk; "oily mixture" (油性混合物) means a mixture with any oil content; "the Organization" (組織) means the International Maritime Organization; "permeability" (滲透率) of a space means the ratio of the volume within that space which is assumed to be occupied by water to the total volume of that space; "ppm" means parts per million; "product carrier" (成品油油輪) means an oil tanker engaged in the trade of carrying oil other than crude oil; "sea" (海、海域) includes any estuary or arm of the sea; "segregated ballast" (隔離壓載) means the ballast water introduced into a tank which is completely separated from the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast or to the carriage of ballast or cargoes other than oil or noxious liquid substances; "separating equipment" (離析設備) means either separators or filters, or any combination of them, which are designed to produce effluent containing not more than 100 ppm of oil; "ship" (船、船舶) means a vessel of any type whatsoever operating in the marine environment including waters navigable by sea-going vessels and includes submersible craft, floating craft and a structure which is a fixed or floating platform but excludes hovercraft; "slop tank" (污水艙) means a tank specifically designed for the collection of tank drainings, tank washings and other oily mixtures; "special area" (特殊區域) means a sea area where, for recognized technical reasons in relation to its oceanographical and ecological condition and to the particular character of its traffic, the adoption of special mandatory methods for the prevention of sea pollution by oil is required, and shall include those areas listed in regulation 16; "surveyor" (驗船師) means a surveyor appointed by the Certifying Authority or the Secretary for Economic Development and Labour; (L.N. 106 of 2002) "tank" (液艙) means an enclosed space which is formed by the permanent structure of a ship and which is designed for the carriage of liquid in bulk; "type 2 cargo tank" (第2型貨油艙) means a cargo tank in a type 2 ship as defined in the IBC Code; (L.N. 641 of 1994) "volume" (容積) in relation to a ship shall be calculated in all cases to moulded lines; "wing tank" (翼液艙) means any tank adjacent to the side shell plating. http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#combination carrier http://www.worldlii.org/hk/legis/reg/413A/s1.html#chemical tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#volume http://www.worldlii.org/hk/legis/reg/413A/s1.html#volume http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#crude oil http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil fuel http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#oily mixture http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#surveyor http://www.worldlii.org/hk/legis/reg/413A/s1.html#certifying authority http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ibc code http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank (37 of 1990 s. 12; L. N. 177 of 1991; 23 of 1998 s. 2) Note: (a) Cmnd. 7347. (b) Cmnd. 2511. REGULATION 2 Applications and exemptions VerDate:30/06/1997 (1)Unless expressly provided otherwise, these Regulations apply to (a) Hong Kong ships; and (b) other ships while they are within the waters of Hong Kong. (2)These Regulations do not apply to any warship, naval auxiliary or other ship owned or operated by a State and used, for the time being, only on government non-commercial service. (3)Any new type of ship whose constructional features are such as to render the application of any of the provisions of regulation 10 to 30 of these Regulations relating to construction and equipment unreasonable or impracticable may be exempted by the Director from those provisions, provided that the construction and equipment of that ship provides equivalent protection against pollution by oil, having regard to the service for which it is intended. Particulars of any such exemption granted by the Director shall be indicated in the IOPP or HKOPP Certificate referred to in regulation 7. (4)In ships, other than oil tankers, fitted with cargo spaces which are constructed and used to carry oil in bulk of an aggregate capacity of 200 cubic metres or more, the requirements of regulations 10, 12, 13, 15(1), (2) and (3), 16, 24, 26 and 28(4) for oil tankers shall also apply to the construction and operation of these spaces, except that where such aggregate capacity is less than 1000 cubic metres it shall be sufficient to comply with the requirements of regulation 15(4) as if they applied to the ship in lieu of those of regulation 15(1), (2) and (3). (5)The Director may grant exemptions from all or any of the provisions of these Regulations (as may be specified in the exemption) for classes of cases or individual cases on such terms (if any) as he may so specify and may, subject to giving reasonable notice, alter or cancel any such exemption. REGULATION 3 Equivalents VerDate:30/06/1997 The Director may permit any fitting, material, appliance or apparatus to be fitted in a ship as an alternative to that required by these Regulations if such fitting, material, appliance or apparatus is at least as effective as that required by these Regulations, but shall not permit the substitution of operational methods to control the discharge of oil as being equivalent to those design and construction features which are prescribed by these Regulations. REGULATION 4 Surveys before issue of an IOPP or HKOPP Certificate VerDate:05/11/1999 PART II SURVEYS, CERTIFICATES AND OIL RECORD BOOK (1)The owner of every Hong Kong oil tanker of 150 GRT and above and every other Hong Kong ship of 400 GRT and above, shall cause the same to be surveyed before the ship is put into service or before an IOPP Certificate or HKOPP Certificate in respect of the ship is issued for the first time, and thereafter at intervals not exceeding five years by a surveyor. Any application for a survey shall be accompanied by calculations in accordance with Part V of these Regulations and such information relating to the ship as the Certifying Authority may require for the purposes of the survey. (2)A Certifying Authority shall upon receipt of an application for survey and any fee payable on such application cause the ship to be surveyed by a surveyor. (3)The surveyor shall survey the ship and satisfy himself that its structure, equipment, systems, fittings, arrangements and material are in accordance with the requirements of these Regulations and that the equipment and associated pump and piping systems, including oil discharge monitoring and control systems, crude oil washing systems, oily water separating equipment and oil filtering systems are in good working order. (4)The initial and any renewal survey to be carried out under this regulation shall be in accordance with the procedures specified in Merchant Shipping Notice 1012. (64 of 1999 s. 3) (5)The surveyor, if satisfied on the survey that he may properly do so, shall forward to the Certifying Authority a declaration of survey containing such particulars of the ship as are required by the Certifying Authority to enable him to issue the appropriate Certificate in respect of the ship. REGULATION 5 Annual survey VerDate:05/11/1999 (1)The owner of every Hong Kong ship in respect of which an IOPP Certificate has been issued shall, so long as the certificate remains in force, cause the ship to be subject to an annual survey, which shall be carried out within three months before or after the anniversary date of the IOPP Certificate, provided that no annual survey shall be required when the intermediate survey pursuant to regulation 6 is carried out within three months before or after the anniversary date of the IOPP Certificate. (2)A Certifying Authority shall upon receipt of an application for survey and any fee payable on such application cause the ship to be surveyed by a surveyor. (3)The surveyor shall survey the ship in accordance with the procedures specified in Merchant Shipping Notice 1012 and satisfy himself- (64 of 1999 s. 3) (a) that such of the parts of the ship and its equipment specified in that Merchant Shipping Notice as are the subject of the application for survey remain efficient; and (b) that no material alterations have been made in the structure, equipment, systems, fittings, arrangements and material to which the IOPP Certificate relates without the approval of a Certifying Authority. (4)On completion of the survey in accordance with the requirements of the preceding paragraph the surveyor shall, where he is so satisfied, endorse the IOPP Certificate to that effect. REGULATION 6 Intermediate survey VerDate:05/11/1999 (1)The owner of every Hong Kong ship in respect of which an IOPP Certificate has been issued shall so long as the Certificate remains in force cause the ship to be subject to an intermediate survey during the period of validity of the Certificate. This intermediate survey shall be held not earlier than six months before nor later than six months after the half-way date of the period of validity of the Certificate. (2)A Certifying Authority shall upon receipt of an application for a survey and any fee payable on such application cause the ship to be surveyed by a surveyor. (3)The surveyor shall survey the ship in accordance with the procedures specified in Merchant Shipping Notice 1012 and satisfy himself- (64 of 1999 s. 3) (a) that such of the parts of the ship and its equipment specified in that Merchant Shipping Notice as are the subject of the application for survey are in good working order and fully comply with these Regulations; (b) that no material alterations have been made in the structure, equipment, systems, fittings, arrangements and material to which the IOPP Certificate relates without the approval of a Certifying Authority. (4)On completion of the survey in accordance with the requirements of the preceding paragraph, the surveyor, where he is so satisfied, shall endorse the IOPP Certificate to that effect and forward a report to the Certifying Authority. REGULATION 7 Issue and duration of IOPP and HKOPP Certificate VerDate:30/06/1997 (1)The Certifying Authority shall, on receipt of a declaration of survey under regulation 4(5) which relates to a Hong Kong ship, issue to the ship the appropriate Certificate in duplicate which (a) in the case of an oil tanker of 150 GRT and above and any other ship of 400 GRT and above which is engaged in voyages to ports or off-shore terminals under the jurisdiction of other Parties to the Convention, is an IOPP Certificate; and (b) in the case of any other oil tanker of 150 GRT and above and any other ship of 400 GRT and above, is a HKOPP Certificate. (2)The Director may request the Government of another Party to the Convention to survey a Hong Kong ship and, if they are satisfied that the provisions of Annex I to the Convention are complied with, they shall issue, or authorize the issue of, an IOPP Certificate in duplicate to the ship. (3)A Certificate so issued shall contain a statement to the effect that it has been issued at the request of the Hong Kong Government and it shall have the same force and receive the same recognition as a Certificate issued under paragraph (1) of this regulation. (4)The Director may at the request of the Government of another Party to the Convention survey a ship registered in that State and entitled to fly the flag of that State as if it were a Hong Kong ship, and, if satisfied that the provisions of Annex I to the Convention are complied with, shall issue an IOPP Certificate to that ship; a Certificate so issued shall contain a statement that it has been issued at the request of the Government in question. (5)The appropriate Certificate shall be in one of the forms set out in Schedule 1 hereto or, in the case of an IOPP Certificate, in a form corresponding to the model set out in Appendix II of Annex I of the Convention, and shall be expressed to be valid for a period not exceeding five years from the date of issue: provided that in the case of an oil tanker operating with dedicated clean ballast tanks for one of the limited periods specified in regulation 18(9) the period of validity of the Certificate shall not exceed such specified period. (6)A Certificate issued by a Certifying Authority shall cease to be valid (a) if without the approval of a Certifying Authority significant alterations have taken place in the construction, equipment, systems, fittings, arrangements or material required by the Regulations, other than the direct replacement of such equipment or fittings; (b) in the case of an IOPP Certificate, if the intermediate survey required by regulation 6 is not carried out within the period specified in that regulation; or (c) if the ship transfers to the flag of another State. (7)One copy of the appropriate Certificate shall be kept on board every Hong Kong ship which is either an oil tanker of 150 GRT or above or a ship of 400 GRT or above, other than an oil tanker and shall be available for inspection at all reasonable times. REGULATION 8 Responsibilities of owner and master VerDate:01/07/1997 Adaptation amendments retroactively made-see 23 of 1998 s. 2 (1) The owner and master of every ship to which these Regulations apply shall each ensure that the condition of the ship and its equipment is maintained so as to comply with the relevant provisions of these Regulations. (2)After any survey of a Hong Kong ship required by these Regulations has been completed, no material change shall be made in the structure, equipment, systems, fittings, arrangements or material subject to such survey without the approval of a Certifying Authority. (3)Whenever an accident occurs to a Hong Kong ship or a defect is discovered, either of which affects the integrity of a ship or the efficiency or completeness of its equipment, it shall be reported by the master or (if the master fails to do so) the owner at the earliest opportunity to the Director who may cause investigations to be initiated to determine whether a survey by a surveyor is necessary and may in that event require such a survey to be carried out. If a ship is in a port (other than a port in the waters of Hong Kong) of a country which is a Party to the Convention the master or (if the master fails to do so) the owner shall, in addition, make such a report immediately to the appropriate authorities of the country in which the port is situated and the Director shall ascertain that such a report has been made. (23 of 1998 s. 2) (4)(a) If an accident has occurred to or a defect has been discovered in or on any ship which is not a Hong Kong ship and which is for the time being in the waters of Hong Kong, and the accident or defect is such as to affect the integrity of the ship or the efficiency or completeness of its equipment, the owner or (if he fails to do so) the master shall make a report immediately to the Director and where appropriate to the authority responsible for issuing an IOPP Certificate to the ship; (b) The owner or (if he fails to do so) the master shall report the results of any investigation or survey initiated by the authority responsible for issuing the IOPP Certificate to the ship to the Director, who may detain the ship until such a report has been made. (c) If within a reasonable period the Director is not satisfied that a full and proper report has been made to the authority responsible for issuing an IOPP Certificate to the ship, or that the action taken is sufficient to restore the integrity of the ship or the efficiency or completeness of its equipment, he may take such steps as will ensure that the ship shall not sail until it can proceed to sea without presenting an unreasonable threat of harm to the marine environment. Without prejudice to any other action he may take, the Director may request the authority responsible for issuing an IOPP Certificate to the ship to carry out such surveys and inspections as he may consider to be necessary to establish that the condition of the ship is such that it can proceed to sea without presenting an unreasonable threat of harm to the marine environment. REGULATION 9 Procedure to be adopted when corrective action is necessary VerDate:30/06/1997 (1)In any case where the Certifying Authority determines that the condition of a Hong Kong ship or its equipment does not correspond with the particulars of the IOPP or HKOPP 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, the Certifying Authority shall advise the owner or master of the corrective action which in its opinion is required, and shall give notice thereof to the Director. (2)If such corrective action is not taken within such period (being a reasonable period) as the Certifying Authority may specify, the Certifying Authority shall, at the end of that time, immediately notify the Director who may, on receipt of such notification, suspend the validity of the IOPP or HKOPP Certificate issued in relation to the ship and shall give notice of any such suspension to the owner and to the Certifying Authority. (3)The master shall thereupon deliver up the Certificate issued in relation to the ship to the Certifying Authority on demand and the owner shall on receipt of notice of suspension deliver up the duplicate Certificate to the Director. (4)When the Certifying Authority is satisfied that corrective action has been taken it shall notify the Director. The Director shall thereupon, in any case where the validity of the Certificate has been suspended (a) restore the validity of the Certificate; (b) give notice thereof to the Certifying Authority and the owner; and (c) return the duplicate Certificate to the owner. The Certifying Authority shall return the Certificate issued in relation to the ship to the master. (5)Where the ship is in a port (other than a port in the waters of Hong Kong) of a country which is a Party to the Convention and corrective action in accordance with paragraph (2) of this regulation has not been taken, the Certifying Authority shall in addition immediately notify the appropriate authorities of the country in which the port is situated. (6)Where, in the case of a ship (other than a Hong Kong ship) of a country which is a Party to the Convention which is for the time being in a port in the waters of Hong Kong, the nominated surveyor or the recognized organization responsible for issuing an IOPP Certificate to the ship determined that it is necessary to withdraw the Certificate, a report shall, unless made by the nominated surveyor or recognized organization, be made by the master of the ship to the Director. The Director may then take such steps as will ensure that the ship shall not sail until it can proceed to sea or leave the port for the purposes of proceeding to the nearest appropriate repair yard available without presenting an unreasonable threat of harm to the marine environment. REGULATION 10 Oil Record Book VerDate:30/06/1997 (1)Every ship to which these Regulations apply of 400 GRT and above, other than an oil tanker, and every oil tanker of 150 GRT and above shall be provided with an Oil Record Book Part I (Machinery Space Operations). Every oil tanker of 150 GRT and above shall also be provided with an oil Record Book Part II (Cargo/Ballast Operations). The oil Record Book, whether it forms Part of the ship's official log book or engine room log book or otherwise, shall be in the form set out in Schedule 2, hereto. (2)The Oil Record Book shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following operations take place in the ship (a) for machinery space operations (all ships) (i) ballasting or cleaning of oil fuel tanks; (ii) discharge of ballast or cleaning water from oil fuel tanks which have been ballasted or cleaned; (iii) disposal of oily residues (sludge); (iv) discharge overboard of bilge water which has accumulated in machinery spaces; (b) for cargo/ballast operation (oil tankers) (i) loading of oil cargo; (ii) internal transfer of oil cargo during voyage; (iii) unloading of oil cargo; (iv) ballasting of cargo tanks and dedicated clean ballast tanks; (v) cleaning of cargo tanks including crude oil washing; (vi) discharge of ballast except from segregated ballast tanks; (vii) discharge of water from slop tanks; (viii) closing of all applicable valves or similar devices after slop tank discharge operations; (ix) closing of valves necessary for the isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations; (x) disposal of residues. (3)In the event of such discharge of oil or oily mixture as is referred to in regulation 11 or in the event of an accidental or other exceptional discharge of oil not excepted by that regulation, a statement shall be made in the Oil Record Book of the circumstances of, and the reasons for, the discharge. (4)Each operation described in paragraph (2) of this regulation shall be fully recorded without delay in the Oil Record Book so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master. (5)The Oil Record Book shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board. It shall be preserved for a period of three years after the last entry has been made. (6)A person authorized by the Certifying Authority may inspect the Oil Record Book on board any ship whilst the ship is in a port or off shore terminal 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 Oil Record Book shall be admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book and the taking of a certified copy by the competent authority, or an authorized person, under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed. REGULATION 11 General exceptions VerDate:30/06/1997 PART III REQUIREMENTS FOR CONTROL OF OPERATIONAL POLLUTION CONTROL OF DISCHARGE OF OIL The provisions of regulations 12, 13 and 16 shall not apply to (a) any discharge into the sea of oil or oily mixture which is necessary for the purpose of securing the safety of a ship or saving life at sea; or (b) any discharge into the sea of oil or oily mixture which results from damage to a ship or its equipment (i) provided that all reasonable precautions were taken after the occurrence of the damage or discovery of the discharge for the purpose of preventing or minimizing the discharge; and (ii) unless the owner or the master acted either with intent to cause damage, or recklessly and with knowledge that damage would probably result; or (c) any approved discharge into the sea of substances containing oil, 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 12 Ships other than oil tankers and machinery space bilges of oil tankers VerDate:30/06/1997 (1)Subject to regulation 11 this regulation applies to (a) (i) Hong Kong ships other than oil tankers; and (ii) Hong Kong oil tankers in relation to discharges from their machinery space bilges (unless mixed with oil cargo residue) but excluding cargo pump room bilges, wherever they may be and to (b) (i) other ships other than oil tankers; and (ii) other oil tankers in relation to discharges from their machinery space bilges (unless mixed with oil cargo residue) but excluding cargo pump room bilges, when they are within the waters of Hong Kong. (2)Subject to paragraph (3) of this regulation a ship to which this regulation applies shall not discharge oil or oily mixture into any part of the sea unless all the following conditions are satisfied (a) the ship is proceeding on a voyage; (b) the ship is not within a special area; (c) the oil content of the effluent without dilution does not exceed 15 ppm; and (L.N. 641 of 1994) (d) the ship has in operation equipment as required by regulation 14. (L.N. 641 of 1994) (e) (Repealed L.N. 641 of 1994) (3)In the case of an existing ship referred to in regulation 14(4), not fitted with equipment as required by regulation 14(1) or (2), the provisions of paragraph (2) will not apply until 6 July 1998 or the date on which the ship is fitted with such equipment, whichever is the earlier. Until this date any discharge from machinery space bilges into the sea of oil or oily mixtures from such a ship shall be prohibited except when all the following conditions are satisfied (a) the oily mixture does not originate from the cargo pump-room bilges; (b) the oily mixture is not mixed with oil cargo resides; (c) the ship is not within a special area; (d) the ship is more than 12 nautical miles from the nearest land; (e) the ship is proceeding en route; (f) the oil content of the effluent is less than 100 parts per million; and (g) the ship has in operation oily-water separating equipment of a design approved as being in accordance with the specification set out in Schedule 3. (L.N. 641 of 1994) (4)No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the purpose of circumventing the conditions of discharge prescribed by this regulation. (5)Insofar as any oil or oily mixture has not been unloaded as cargo and may not be discharged into the sea in compliance with paragraph (2), it shall be retained on board and shall only be discharged into reception facilities. (L.N. 641 of 1994) REGULATION 13 Oil tankers VerDate:30/06/1997 (1)Subject to regulation 11 this regulation applies to (a) every Hong Kong oil tanker; and (b) every other oil tanker when it is within the waters of Hong Kong. (2)Subject to paragraph (3) of this regulation an oil tanker to which this regulation applies shall not discharge any oil or oily mixture (except those for which provision is made in regulation 12) into any part of the sea unless all the following conditions are satisfied (a) the tanker is proceeding on a voyage; (b) the tanker is not within a special area; (c) the tanker is more than 50 miles from the nearest land; (d) the instantaneous rate of discharge of oil content does not exceed 30 litres per mile; (L.N. 641 of 1994) (e) the total quantity of oil discharged into the sea does not exceed 1/30000 of the total quantity of the particular cargo of which the residue formed a part, or, in the case of existing tankers, the total quantity of oil discharged does not exceed 1/15000 of the total quantity of the particular cargo of which the residue formed a part; and (f) the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required by regulation 15. (3)Paragraph (2) shall not apply to the discharge of (a) clean or segregated ballast; or (b) an unprocessed oily mixture which without dilution has an oil content not exceeding 15 ppm, which does not originate from cargo room bilges and which is not mixed with oil cargo residues. (L.N. 177 of 1991) (4)No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the purposes of circumventing the conditions of discharge prescribed by this regulation. (5)Insofar as any oil or oily mixture has not been unloaded as cargo and may not be discharged into the sea in compliance with paragraph (2) of this regulation, it shall be retained on board and shall only be discharged into reception facilities. REGULATION 14 Oil discharge monitoring and control system and oily-water separating and oil filtering equipment VerDate:30/06/1997 (1)Subject to paragraph (4) of this regulation, every ship of 400 GRT and above but less than 10000 GRT to which these Regulations apply shall be fitted with oil filtering equipment complying with paragraph (5). Any ship to which these Regulations apply which carries ballast water in its bunker fuel tanks shall comply with paragraph (2) of this regulation (notwithstanding that the ship is of less than 10000 GRT) or regulation 24(2). (2)Subject to paragraph (4), every ship of 10000 GRT and above to which these Regulations apply shall be fitted with oil filtering equipment complying with paragraph (6), and with arrangement for an alarm and for automatically stopping any discharge of oily mixtures when the oil content of the effluent exceeds 15 parts per million. (3)Subject to paragraph (4) of this regulation (a) paragraphs (1) and (2) shall not apply to a ship engaged exclusively (i) on voyages within the special areas; or (ii) on voyages within the waters of Hong Kong, if (A) the Director is satisfied that the ship is fitted with a holding tank having a volume adequate for the total retention on board of the oily bilge water; (B) all oily bilge water is retained on board for subsequent discharge to reception facilities; (C) the Director is satisfied that adequate reception facilities are available to receive such oily bilge water at the place of discharge; (D) the IOPP or HKOPP Certificate issued in respect of the ship is endorsed to the effect that the ship is exclusively engaged on voyages of a type specified in sub-sub-paragraph (i) or (ii); and (E) the quantity, time and port of the discharge are recorded in the Oil Record Book; or (L.N. 177 of 1991) (b) ships of less than 400 GRT (other than an oil tanker) shall be equipped so far as practicable and reasonable, (in the case of Hong Kong ships to the satisfaction of the Director), with installations to ensure the storage of oil or oily mixtures on board and their discharge to reception facilities, or to ensure the discharge of such mixtures is in accordance with regulation 12. (4)For existing ships delivered before 6 July 1993 the requirements of this regulation shall not apply until 6 July 1998, so long as these ships operate with oily-water separating equipment (100 ppm equipment) complying with paragraph (7). (5)The oil filtering equipment referred to in paragraph (1) shall be of a design approved as being in accordance with the specification set out in Schedule 3 and shall be such as to ensure that any oily mixture discharged into the sea after passing through the system shall have an oil content which does not exceed 15 ppm. (6)The oil filtering equipment referred to in paragraph (2) shall be (a) of a design approved as being in accordance with the specification set out in Schedule 3; (b) adequate to ensure that the oil content of any oily mixture discharged into the sea after passing through the system does not exceed 15 ppm; (c) provided with alarm arrangements in accordance with the specification set out in Schedule 3 to indicate when the level of 15 ppm is being exceeded; and (d) provided with arrangements such as will ensure that any discharge of oily mixture is automatically stopped when the oil content of the effluent exceeds 15 ppm. (7)The oily-water separating equipment referred to in paragraph (4) shall be of a design approved as being in accordance with the specification set out in Schedule 3 and shall be such as to ensure that any oily mixture discharged into the sea after passing through the system shall have an oil content of not more than 100 ppm. (7A) (Repealed L.N. 641 of 1994) (8)The oil discharge monitoring and control system referred to in paragraph (4) shall be of a design approved as being in accordance with the specification set out in Schedule 3. The system shall be fitted with a recording device to provide a continuous record of the oil content of the discharge of effluent or oily mixtures in ppm. This record shall be identifiable as to time and date and shall be kept for at least 3 years. The monitoring and control system shall come into operation when there is any discharge of effluent into the sea and shall be such as to ensure that any discharge of oily mixture is automatically stopped when the oil content of the effluent exceeds 100 ppm. On any failure of the monitoring and control system the discharge shall be stopped and the failure shall be noted in the Oil Record Book. The defective unit shall be made operable before the ship commences its next voyage unless it is proceeding to a repair port. (9)The oil filtering equipment referred to in paragraphs (1) and (2) may include any combination of a separator, filter or coalescer or may consist of a single unit designed to produce an effluent with an oil content not exceeding 15 ppm. If the oil filtering equipment consists of a combination of oily-water separating equipment, approved as being in accordance with the specification set out in Schedule 3 for an effluent of less than 100 ppm, and attached equipment, the attached equipment shall be of a design approved as being in accordance with the specification set out by the Director. (L.N. 641 of 1994) REGULATION 15 Retention of oil on board VerDate:30/06/1997 (1)Subject to the provisions of paragraphs (5) and (6) of this regulation, oil tankers of 150 GRT and above to which these Regulations apply shall be provided with arrangements in accordance with the requirements of paragraphs (2) and (3) of this regulation: provided that in the case of existing ships the requirements for oil discharge monitoring and control systems and slop tank arrangements shall not apply until 2 October 1986. (2)(a) Adequate means shall be provided for cleaning the cargo tanks and transferring the dirty ballast residues and tank washings from the cargo tanks into a slop tank of a type approved by a Certifying Authority. In existing oil tankers, any cargo tank may be designated as a slop tank. (b) Arrangements shall be provided to transfer the oily waste into a slop tank or combination of slop tanks in such a way that any effluent discharges into the sea will be such as to comply with regulation 13. (c) The slop tank or combination of slop tanks provided pursuant to sub-paragraph (b) above shall have sufficient capacity to retain the slops generated by tank washings, oil residues and dirty ballast residues; and that capacity shall be not less than 3 per cent of the cargo oil carrying capacity of the ship unless (i) segregated ballast tanks or dedicated clean ballast tanks are provided in accordance with regulation 18, or a cargo tank cleaning system using crude oil washing, in accordance with regulation 21, in either of which events the total capacity of the slop tank or tanks may be reduced to 2 per cent of the oil carrying capacity of the ship; (ii) in the case of combination carriers, the oil cargo is carried in tanks with smooth walls, when the said total capacity may be reduced to 1 per cent of the oil carrying capacity of the ship: Provided that, where the tank washing arrangements are such that, once the slop tank or tanks are charged with washing water, this water is sufficient for the tank washing and, where applicable, for providing the driving fluid for the pumps (including eductors) without the introduction of additional water into the system, the above figures of 3 per cent, 2 per cent and 1 per cent may be reduced to 2 per cent, 1.5 per cent and 0.8 per cent respectively. (d) Slop tanks shall be so designed, particularly as regards the position of inlets, outlets, baffles or weirs (where fitted), as to avoid excessive turbulence and entrainment of oil or emulsion with water. (e) New oil tankers of 70000 tons deadweight and above shall be provided with at least two slop tanks. (3)a) An oil discharge monitoring and control system of an approved design shall be fitted. It shall be designed and installed in compliance with the guidelines and specifications set out in Schedule 4 hereto. (b) Any such system shall be fitted with a recording device to provide, unless otherwise required by Schedule 4, a continuous record of the discharge of oil in litres per mile and the total quantity of oil discharged or, in lieu of the total quantity of oil discharged, the oil content and rate of discharge of the effluent. The record shall be identifiable as to the time and date and shall be kept for at least three years. (c) The system shall be brought into operation when there is a discharge of effluent into the sea and shall be such as to ensure that any discharge of oily mixture is, unless otherwise permitted by Schedule 4, automatically stopped when the instantaneous rate of discharge of oil exceeds 30 litres per mile. (L.N. 641 of 1994) (d) On any failure of the system the discharge shall be stopped and the failure shall be noted in the Oil Record Book. A manually operated alternative system shall be provided and may be used in the event of such a failure, but the defective unit shall be made operable as soon as possible and the tanker may be allowed to undertake one ballast voyage before proceeding to a repair port. (L.N. 641 of 1994) (e) Effective oil/water interface detectors, of a design approved as being in accordance with the specifications set out in Schedule 5 hereto, shall be provided for the rapid and accurate determination of the oil/water interface in slop tanks and shall be available for use in other tanks where the separation of oil and water is effected and from which it is intended to discharge effluent direct to the sea. (f) Approved instruction manuals on the operation and maintenance of the various items comprising the oil discharge monitoring and control system shall be provided. These manuals shall contain information on manual as well as automatic operations and shall be so drawn up as to ensure that at no time shall oil be discharged except in compliance with the conditions specified in regulation 13. (4)The discharge of oil from oil tankers of less than 150 GRT pursuant to regulation 13 shall be effected by the retention of the oil on board until subsequent discharge of all contaminated washings to reception facilities. The total quantity of oil and water used for washing and returned to a storage or slop tank shall be recorded in the Oil Record Book. This total quantity shall be discharge to reception facilities unless adequate arrangements are made to ensure that any effluent which is allowed to be discharged into the sea is effectively monitored to ensure that the provisions of regulation 13 are complied with. (5)(a) Paragraphs (1), (2) and (3) shall not apply to an oil tanker engaged exclusively in trade within the waters of Hong Kong, if (i) all oily mixtures are retained on board for subsequent discharge to reception facilities; and (ii) the Director is satisfied that adequate facilities are available at the place of discharge to receive such oily mixtures. (b) Paragraph (3) shall not apply (i) to an existing oil tanker as defined in regulation 17(2) of 40000 deadweight tons or above which is engaged in specific trades and the conditions specified in regulation 22(2) are complied with; or (ii) subject to sub-paragraph (c), to an oil tanker engaged exclusively (A) on voyages within the special areas; (B) on voyages within the waters of Hong Kong. (c) The exemption in sub-paragraph (b)(ii) shall only apply if (i) all oily mixtures are retained on board for subsequent discharge to reception facilities; (ii) the Director is satisfied that where the oil tanker is engaged exclusively on voyages specified in sub-paragraph (b)(ii) adequate reception facilities are available to receive such oily mixtures in those oil loading ports or terminals at which the tanker calls; (iii) the IOPP or HKOPP Certificate issued in respect of the tanker is endorsed to the effect that the tanker is exclusively engaged on voyages of a type specified in sub-paragraph (b)(ii); and (iv) the quantity, time and port of the discharge are recorded in the Oil Record Book. (L.N. 177 of 1991) (6)Paragraphs (1), (2) and (3) of this regulation shall not apply to oil tankers carrying asphalt or other products subject to the provisions of these Regulations which, through their physical properties, inhibit effective product/water separation and monitoring: in such cases the control of discharge under regulation 13 shall be effected by the retention of residues on board and the discharge of all contaminated washings to reception facilities. REGULATION 16 Methods for the prevention of oil pollution from ships operating in special areas VerDate:30/06/1997 (1) For the purposes of these regulations the special areas are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the Gulfs area, the Gulf of Aden area and the Antarctic area, defined respectively as follows (a) "the Mediterranean Sea area" (地中海區域) means the Mediterranean Sea proper including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41 degrees N parallel and bounded to the west by the Straits of Gibraltar at the meridian of 5 degrees 36'W; (b) "the Baltic Sea area" (波羅的海區域) means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57 degrees 44.8'N; (c) "the Black Sea area" (黑海區域) means the Black Sea proper with the boundary between the Mediterranean and the Black Sea constituted by the parallel 41 degrees N; (d) "the Red Sea area" (紅海區域) means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (12 degrees 28.5'N, 43 degrees 19.6'E) and Husn Murad (12 degrees 4O.4'N, 43 degrees 30.2'E); (e) "the Gulfs area" (波斯灣區域) means the sea area located north-west of the rhumb line between Ras al Hadd (22 degrees 30'N, 59 degrees 48'E) and Ras Al Fasteh (25 degrees 04'N, 61 degrees 25'E); (f) "the Gulf of Aden area" (亞丁灣區域) means that part of the Gulf of Aden between the Red Sea and the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (12 degrees 28.5'N, 43 degrees 19.6'E) and Husn Murad (12 degrees 40.4'N, 43 degrees 30.2'E) and to the east by the rhumb line between Ras Asir (11 degrees 50'N, 51 degrees 16.9'E) and Ras Fartak (15 degrees 35'N, 52 degrees 13.8'E); and (g) "the Antarctic area" (南極區域) means the sea area south of 60 degrees south latitude. (L.N. 177 of 1991; L.N. 171 of 1992) (2) Subject to the provisions of regulation 11 (a) any discharge into the sea of oil or oily mixture from any Hong Kong oil tanker and any Hong Kong ship of 400 GRT and above other than an oil tanker shall be prohibited while in a special area. In respect of the Antarctic area, any discharge into the sea of oil or oily mixture from any Hong Kong ship shall be prohibited; http://www.worldlii.org/hk/legis/reg/413A/s1.html#special area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the mediterranean sea area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the mediterranean sea area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the baltic sea area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the black sea area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the red sea area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the red sea area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the gulfs area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the gulf of aden area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the antarctic area http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#oily mixture http://www.worldlii.org/hk/legis/reg/413A/s1.html#hong kong oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#hong kong oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#special area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the antarctic area http://www.worldlii.org/hk/legis/reg/413A/s16.html#the antarctic area http://www.worldlii.org/hk/legis/reg/413A/s1.html#oily mixture http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship (b) except as provided for in respect of the Antarctic area under subparagraph (a), any discharge into the sea of oil or oily mixture from a Hong Kong ship of less than 400 GRT other than a Hong Kong oil tanker shall be prohibited while in a special area, except when the oil content of the effluent without dilution does not exceed 15 ppm. (L.N. 171 of 1992; L.N. 641 of 1994) (3) (a) Paragraph (2) of this regulation shall not apply to the discharge of clean or segregated ballast. (b) Sub-paragraph (2)(a) of this regulation shall not apply to the discharge of processed bilge water from machinery spaces, provided that all the following conditions are satisfied (i) the bilge water does not originate from cargo pump room bilges; (ii) the bilge water is not mixed with cargo oil residues; (iii) the ship is proceeding on a voyage; (iv) the oil content of the effluent, without dilution, does not exceed 15 ppm parts of mixture; (v) the ship has in operation an oil filtering system complying with regulation 14(6); and (L.N. 641 of 1994) (vi) the oil filtering system is equipped with a stopping device which will ensure that the discharge is automatically stopped if the oil content of the effluent exceeds 15 ppm parts of the mixture. (4) (a) No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the purpose of circumventing the conditions of discharge specified in this regulation. (b) In any case where any residues of oil or oily mixture may not be discharged into the sea in compliance with paragraph (2) or (3) of this regulation, they shall be retained on board and shall only be discharged into reception facilities. (5) Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging outside the special area in accordance with regulations 12 and 13. (6) Every Hong Kong ship shall, before entering the Antarctic area, be fitted with a tank or tanks of sufficient capacity on board for the retention of all sludge, dirty ballast, tank washing water and other oily residues and mixtures while operating in the area and have adequate arrangements to discharge such oily residues at a reception facility after leaving the area. (L.N. 171 of 1992) REGULATION 17 http://www.worldlii.org/hk/legis/reg/413A/s16.html#the antarctic area http://www.worldlii.org/hk/legis/reg/413A/s1.html#oily mixture http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#hong kong oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#special area http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#oily mixture http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#special area http://www.worldlii.org/hk/legis/reg/413A/s1.html#special area http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s16.html#the antarctic area http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#area Interpretation of Part IV VerDate:30/06/1997 PART IV REQUIREMENTS FOR THE SEGREGATION OF CARGO (1) Notwithstanding the provisions of regulation 1(2), for the purpose of regulations 18, 19, 21 and 26(4), a "new oil tanker" (新油輪) means an oil tanker (a) for which the building contract was placed after 1 June 1979; or (b) in the absence of a building contract, the keel of which was laid, or which was at a similar stage of construction after 1 January 1980; or (c) the delivery of which was after 1 June 1982; or (d) which has undergone a major conversion (i) for which the contract was placed after 1 June 1979; or (ii) in the absence of a contract, the construction work of which was begun after 1 January 1980; or (iii) which was completed after 1 June 1982, except that, for oil tankers of 70000 tons deadweight and above, the definition in regulation 1(2) shall apply for the purposes of regulation 18(1). (2) For the purposes of regulations 18, 20, 21, 22, 23, 26(5) and 26(6)(c) an "existing oil tanker" (現有油輪) means an oil tanker which is not a new oil tanker as defined in paragraph (1) of this regulation. REGULATION 18 General application VerDate:30/06/1997 New oil tankers of 20000 tons deadweight and above (1)Every new crude oil tanker of 20000 tons deadweight and above and every new product carrier of 30000 tons deadweight and above shall be provided with segregated ballast tanks and shall comply with paragraphs (2), (3) and (4), or paragraph (5) as appropriate, of this regulation. (2)The capacity of the segregated ballast tanks shall be such that the ship may operate safely on ballast voyages without recourse to the use of cargo tanks for water ballast except as provided for in paragraph (3) or (4) of this regulation: Provided that the capacity of the segregated ballast tanks shall be at less such that, in any ballast condition at any part of the voyage, including the condition consisting of lightweight plus segregated ballast only, the ship's draughts and trim can meet each of the following requirements http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#major conversion http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s27.html#new oil tanker (a) the moulded draught amidships (dm) in metres (without taking into account any ship's deformation) shall not be less than 2.0 + 0.02L; (b) the draughts at the forward and after perpendiculars shall correspond to those determined by the draught amidships (dm) as specified in sub-paragraph (a) of this paragraph, in association with the trim by the stern of not greater than 0.015L; and (c) in any case the draught at the after perpendicular shall not be less than that which is necessary to obtain full immersion of the propeller. (3)In no case shall ballast water be carried in cargo tanks, except (a) on those voyages when weather conditions are so severe that, in the opinion of the master, it is necessary to carry additional ballast water in cargo tanks for the safety of the ship; (b) where the particular character of the operation of an oil tanker renders it necessary to carry ballast water in excess of the quantity which may be carried in segregated ballast tanks under paragraph (2) of this regulation, provided that the Director has approved that condition of operation. Any such additional ballast water shall be processed and discharged in accordance with the requirements of regulations 13 and 15 and an entry of the discharge shall be made in the Oil Record Book. (4)In the case of new crude oil tankers, the additional ballast permitted by paragraph (3) of this regulation shall be carried in cargo tanks only if such tanks have been crude oil washed in accordance with regulation 21 before departure from an oil unloading port or terminal. (5)Notwithstanding the provisions of paragraph (2) of this regulation the capacity of the segregated ballast tanks for oil tankers less than 150 metres in length shall be as may be determined by the Director. (6)Every new crude oil tanker of 20000 tons deadweight and above shall be fitted with a cargo tank cleaning system using crude oil washing. This system shall fully comply with the requirements of regulation 21 within one year after the tanker is first engaged in the trade of carrying crude oil or by the end of the third voyage carrying crude oil suitable for crude oil washing, whichever occurs later. Unless such oil tanker carries crude oil which is not suitable for crude oil washing, it shall operate the system in accordance with regulation 21. Existing crude oil tankers of 40000 tons deadweight and above (7)Subject to the provisions of paragraphs (8) and (9) of this regulation and to the provisions of regulations 22 and 23, every existing crude oil tanker of 40000 tons deadweight and above shall be provided with segregated ballast tanks and shall comply with the requirements of paragraphs (2) and (3) of this regulation from the commencement of these Regulations. (8)Subject to regulations 22 and 23, existing crude oil tankers of 40000 tons deadweight and above may, in lieu of being provided with segregated ballast tanks, operate with a cargo tank cleaning procedure using crude oil washing in accordance with regulation 21 unless the crude oil tanker is intended to carry crude oil which is not suitable for crude oil washing. (9)Subject to regulations 22 and 23, existing crude oil tankers of 40000 tons deadweight and above may, in lieu of being provided with segregated ballast tanks or operating with a cargo tank cleaning procedure using crude oil washing, operate with dedicated clean ballast tanks in accordance with the provisions of regulation 20 for the following period (a) for crude oil tankers of 70000 tons deadweight and above, until 2 October 1985; and (b) for crude oil tankers of 40000 tons deadweight and above but below 70000 tons deadweight, until 2 October 1987. Existing product carriers of 40000 tons deadweight and above (10)Subject to regulation 22, from the commencement of these Regulations every existing product carrier of 40000 tons deadweight and above shall be provided with segregated ballast tanks and shall comply with the requirements of paragraphs (2) and (3) of this regulation, or, alternatively, operate with dedicated dean ballast tanks in accordance with the provisions of regulation 20. An oil tanker described in the IOPP or HKOPP Certificate as, a segregated ballast oil tanker (11)Any oil tanker which is not required to be provided with segregated ballast tanks in accordance with paragraph (1), (7) or (10) of this regulation may be described in the IOPP or HKOPP Certificate as a segregated ballast tanker if it complies with the requirements of paragraphs (2) and (3), or paragraph (5) as appropriate to this regulation. REGULATION 19 Protective location of segregated ballast spaces VerDate:30/06/1997 1) In every new crude oil tanker of 20000 tons deadweight and above and every new product carrier of 30000 tons deadweight and above, the segregated ballast tanks required to provide the capacity to comply with regulation 18 which are located within the cargo tank length shall be arranged, in accordance with the requirements of paragraphs (2), (3) and (4) of this regulation, to provide a measure of protection against oil outflow in the event of grounding or collision. (2) Segregated ballast tanks and spaces other than oil tanks within the cargo tank length (Lt) shall be so arranged as to comply with the following requirement http://www.worldlii.org/hk/legis/reg/413A/s1.html#crude oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#product carrier http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length ΣPAc + ΣPAs ≧ J[Lt (B + 2D)] where- PAc = the side shell area in square metres for each segregated ballast tank or space other than an oil tank based on projected moulded dimensions; PAs = the bottom shell area in square metres for each such tank or space based on projected moulded dimensions; Lt = the length in metres between the forward and after extremities of the cargo tanks; B = the maximum breadth of the ship in metres as defined in regulation 1(2); D = the moulded depth in metres measured vertically from the top of the keel to the top of the freeboard deck beam at the side at amidships. In ships having rounded gunwales, the moulded depth shall be measured to the point of intersection of the moulded lines of the deck and side shell plating, the lines extending as though the gunwale were of angular design; J = 0.45 for oil tankers of 20000 tons deadweight and 0.30 for oil tankers of 200000 tons deadweight and above, subject to the provisions of paragraph (3) of this regulation. For intermediate values of deadweight the value of "J" shall be determined by linear interpolation. For the purposes of this regulation the symbols referred to in this paragraph shall have the meaning as laid down in this paragraph. (3) For tankers of 200000 tons deadweight and above the value of "J" may be reduced as follows Oc+Os J reduced = [J - (a - )] or 0.2 whichever is greater 4OA where- a = 0.25 for oil tankers of 200000 tons deadweight, a = 0.40 for oil tankers of 300000 tons deadweight, a = 0.50 for oil tankers of 420000 tons deadweight and above. For intermediate values of deadweight the value of "a" shall be determined by linear interpolation. Oc = has the same meaning as in regulation 27(1)(b)(i), Os = has the same meaning as in regulation 27(1)(b)(ii), OA = the allowable oil outflow as required by regulation 28(2). (4) In calculating the value of "PAc" and "PAs" for segregated ballast tanks and spaces other than oil tanks (a) where the width of any wing tank or space which extends for the full depth of the ship's side or from the deck to the top of the double bottom is less than 2 metres measured inboard from the ship's side at right angles to the centre line, that wing tank or space shall not be taken into account when calculating the protecting area "PAc"; and (b) where the depth of any double bottom tank or space is less than B/15 or 2 metres, that double bottom tank or space shall not be taken into account when calculating the protecting area "PAs". The width and depth of wing tanks and double bottom tanks shall be measured clear of the bilge area and, in the case of width, shall be measured clear of any rounded gunwale area. REGULATION 20 Requirements for oil tankers with dedicated dean ballast tanks VerDate:30/06/1997 (1)An oil tanker operating with dedicated clean ballast tanks in accordance with the provisions of regulation 18(9) or (10) shall have adequate tank capacity, dedicated solely to the carriage of clean ballast as defined in regulation 1(2) to meet the requirements of regulation 18(2) and (3), as those provisions apply to segregated ballast tanks. http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#breadth http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#amidships http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#area (2)The arrangements and operational procedures for dedicated clean ballast tanks shall comply with the requirements of Schedule 6 hereto. (3)An oil tanker operating with dedicated clean ballast tanks shall be equipped with an oil content meter approved as being in accordance with the specification set out in Schedule 3 hereto, so as to permit supervision of the oil content in the ballast water being discharged. The oil content meter shall be installed not later than the first scheduled shipyard visit when cargo tanks are gas-freed and in any case before 2 October 1986. Until such time as the oil content meter is installed, it shall, immediately before discharge of any ballast, be established by examination of the ballast water from dedicated tanks that no contamination with oil has taken place. (4)Every oil tanker operating with dedicated clean ballast tanks shall be provided with a Dedicated Clean Ballast Tank Operation Manual detailing the system and specifying operational procedures. This Manual shall have been approved by a Certifying Authority and shall contain all the information set out in the Specifications referred to in Schedule 6 hereto. If an alteration affecting the dedicated clean ballast tank system is made, the Operation Manual shall be revised, and the revision submitted to the Certifying Authority for his approval. REGULATION 21 Requirements for crude oil washing VerDate:30/06/1997 (1)Every crude oil washing system required to be provided in accordance with regulation 18(6) and (8) shall comply with the requirements of this regulation. (2)The crude oil washing installation and associated equipment and arrangements (including qualification of personnel) shall comply with the requirements and specifications set out in Schedule 7 hereto. (3)With respect to the ballasting of cargo tanks, sufficient cargo tanks shall be crude oil washed prior to each ballast voyage to ensure that, taking into account the tanker's trading pattern and expected weather conditions, ballast water will need to be put only into cargo tanks which have been crude oil washed. (4)Every oil tanker operating with crude oil washing systems shall be provided with an Operations and Equipment Manual describing the system and equipment in detail and specifying the operation procedures to be followed. This Manual shall have been approved by a Certifying Authority and shall contain all the information set out in Schedule 7 hereto. If any alteration is made affecting the crude oil washing system the Operations and Equipment Manual shall be revised, and the revision submitted to the Certifying Authority for his approval. REGULATION 22 Existing oil tankers engaged in specific trades VerDate:01/07/1997 Adaptation amendments retroactively made - see 64 of 1999 s. 3 (1)Subject to the provisions of paragraph (2) of this regulation, paragraphs (7) to (10) of regulation 18 shall not apply to an existing oil tanker solely engaged in specific trades between (a) ports or terminals within a Convention Country; or (b) ports or terminals of two or more Convention Countries, where (i) the voyage is entirely within a Special Area as defined in regulation 16(1); or (ii) the voyage is entirely within other limits designated by the Director. (64 of 1999 s. 3) (2)The provisions of paragraph (1) of this regulation shall apply only when the ports or terminals where the cargo is loaded on such voyages are provided with reception facilities adequate for the reception and treatment of all the ballast and tank washing water from oil tankers using them and all the following conditions are complied with (a) subject to the exceptions provided for in regulation 11, all ballast water, including clean ballast water, and tank washing residues shall be retained on board until they are transferred to the said reception facilities, and the entry relating to such transfer in the appropriate sections of the Oil Record Book referred to in regulation 10 shall be endorsed by a competent authority appointed by the Convention Country; (b) agreement shall have been reached between the Director and the Governments of the Convention Country or Countries referred to in sub-paragraph (1)(a) or (1)(b) of this regulation concerning the use of an existing oil tanker for a specific trade; (64 of 1999 s. 3) (c) the adequacy of the reception facilities (in accordance with any Regulations relating to reception facilities) at the ports or terminals referred to above, shall have been approved for the purpose of this regulation by the Governments of the Convention Countries within which those ports or terminals are situated; and (d) the IOPP Certificate shall have been endorsed to the effect that the oil tanker is solely engaged in such specific trade. REGULATION 23 Existing oil tankers having special ballast arrangements VerDate:01/07/1997 Adaptation amendments retroactively made - see 64 of 1999 s. 3 (1)Where an existing oil tanker of 40000 deadweight tons and above is so constructed or operates in such a manner that it complies at all times with the draught and trim requirements set out in regulation 18(2) without recourse to the use of ballast water, it shall be deemed to comply with the segregated ballast tank requirements referred to in regulation 18(7), provided that all the following conditions are complied with (a) the operational procedures and ballast arrangements have been approved by a Certifying Authority; (b) when the draught and trim requirements are achieved through an operational procedure, agreement as to the use of that procedure has been reached between the Director and the Governments of the Convention Countries concerned; (64 of 1999 s. 3) (c) the IOPP Certificate has been endorsed to the effect that the oil tanker is operating with special ballast arrangements. (2)In no case shall ballast be carried in cargo oil tanks except on those voyages when weather conditions are so severe that, in the opinion of the master, it is necessary to carry additional ballast water in cargo tanks for the safety of the ship. Such additional ballast water shall be discharged in compliance with regulations 13 and 15 and an entry of any discharge of such water shall be made in the Oil Record Book. REGULATION 23A Prevention of pollution in the event of collision or stranding VerDate:30/06/1997 1) This regulation shall apply to oil tankers of 600 tons deadweight and above (a) for which the building contract is placed on or after 6 July 1993; or (b) in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 6 January 1994; or (c) the delivery of which is on or after 6 July 1996; or (d) which have undergone a major conversion (i) for which the contract is placed after 6 July 1993; or (ii) in the absence of a contract, the construction work of which is begun after 6 January 1994; or (iii) which is completed after 6 July 1996. (2) Every oil tanker of 5000 tons deadweight and above shall (a) in lieu of regulation 19, as applicable, comply with the requirements of paragraph (3) unless it is subject to the provisions of paragraphs (4) and (5); and (b) comply, if applicable, with the requirements of paragraph (6). (3) The entire cargo tank length shall be protected by ballast tanks or spaces other than cargo and fuel oil tanks as follows (a) Wing tanks or spaces Wing tanks or spaces shall extend either for the full depth of the ship's side or from the top of the double bottom to the uppermost deck, disregarding a rounded gunwale where fitted. They shall be arranged such that the cargo tanks are located inboard of the http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#major conversion http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank moulded line of the side shell plating, nowhere less than the distance w which, as shown in Figure 1, is measured at any cross-section at right angles to the side shell, as specified below DW w = 0.5 + (m); or 20000 w = 2.0 m, whichever is the lesser. The minimum value of w = 1.0 m. (b) Double bottom tanks or spaces At any cross-section the depth of each double bottom tank or space shall be such that the distance h between the bottom of the cargo tanks and the moulded line of the bottom shell plating as shown in Figure 1 is not less than specified below B h = m); or 15 h = 2.0 m, whichever is the lesser. The minimum value of h = 1.0 m. (c) Turn of the bilge area or at locations without a clearly defined turn of the bilge When the distances h and w are different, the distance w shall have preference at levels exceeding 1.5 h above the baseline as shown in Figure 1. (d) The aggregate capacity of ballast tanks On crude oil tankers of 20000 tons deadweight and above and product carriers of 30000 tons deadweight and above, the aggregate capacity of wing tanks, double bottom tanks, forepeak tanks and afterpeak tanks shall not be less than the capacity of segregated ballast tanks necessary to meet the requirements of regulation 18. Wing tanks or spaces and double bottom tanks used to meet the requirements of regulation 18 shall be located as uniformly as practicable along the cargo tank length. Additional segregated ballast capacity provided for reducing longitudinal hull girder bending stress, trim, etc., may be located anywhere within the ship. (e) Suction wells in cargo tanks Suction wells in cargo tanks may protrude into the double bottom below the boundary line defined by the distance h provided that such wells are as small as practicable and the distance between the well bottom and bottom shell plating is not less than 0.5 h. (f) Ballast and cargo piping Ballast piping and other piping such as sounding and vent piping to ballast tanks shall not pass through cargo tanks. Cargo piping and similar piping to cargo tanks shall not pass through ballast tanks. Exemptions to this requirement may be granted for short lengths of piping, provided that they are completely welded or equivalent. (4) (a) Double bottom tanks or spaces as required by paragraph (3)(b) may be dispensed with, provided that the design of the tanker is such that the cargo and vapour pressure exerted on the bottom shell plating forming a single boundary between the cargo and the sea does not exceed the external hydrostatic water pressure, as expressed by the following formula- f. hc.Pc.g + 100 △p < dn.Ps.g http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#crude oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#product carrier http://www.worldlii.org/hk/legis/reg/413A/s1.html#product carrier http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank where- hc = height of cargo in contact with the bottom shell plating in metres Pc = maximum cargo density in t/m3 dn = minimum operating draught under any expected loading condition in metres Ps = density of sea water in t/m3 △p = maximum set pressure of pressure / vacuum valve provided for the cargo tank in bars f = safety factor = 1.1 g = standard acceleration of gravity (9.81 m/s2) (b) Any horizontal partition necessary to fulfil the above requirements shall be located at a height of not less than B/6 or 6 metres, whichever is the lesser, but not more than 0.6D, above the baseline where D is the moulded depth amidships. (c) The location of wing tanks or spaces shall be as defined in paragraph (3)(a) except that, below a level 1.5 h above the baseline where h is as defined in paragraph (3)(b), the cargo tank boundary line may be vertical down to the bottom plating, as shown in Figure 2. (5) Other methods of design and construction of oil tankers may also be accepted as alternatives to the requirements prescribed in paragraph (3), provided that such methods ensure at least the same level of protection against oil pollution in the event of collision or stranding and are approved by the Director based on guidelines developed by the Organization. (6) For oil tankers of 20000 tons deadweight and above the damage assumptions prescribed in regulation 29(2)(b) shall be supplemented by the following assumed bottom raking damage (a) longitudinal extent (i) ships of 75000 tons deadweight and above - 0.6 L measured from the forward perpendicular; (ii) ships of less than 75000 tons deadweight - 0.4 L measured from the forward perpendicular; (b) transverse extent - B/3 anywhere in the bottom; (c) vertical extent-breach of the outer hull. (7) Oil tankers of less than 5000 tons deadweight shall (a) at least be fitted with double bottom tanks or spaces having such a depth that the distance h specified in paragraph (3)(b) complies with the following B h = (m) with a minimum value of h = 0.76m; 15 in the turn of the bilge area and at locations without a clearly defined turn of the bilge, the cargo tank boundary line shall run parallel to the line of the midship flat bottom as shown in Figure 3; and (b) be provided with cargo tanks so arranged that the capacity of each cargo tank does not exceed 700 m3 unless wing tanks or spaces are http://www.worldlii.org/hk/legis/reg/413A/s1.html#amidships http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#approved http://www.worldlii.org/hk/legis/reg/413A/s1.html#director http://www.worldlii.org/hk/legis/reg/413A/s1.html#the organization http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#deadweight http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank arranged in accordance with paragraph (3)(a) complying with the following 2.4 DW w = 0.4 + (m) 20000 with a minimum value of w = 0.76 m. (8) Oil shall not be carried in any space extending forward of a collision bulkhead located in accordance with regulation 3 of the Merchant Shipping (Safety) (Cargo Ship Construction and Survey) (Ships Built On or After 1 September 1984) Regulations (Cap 369 sub. leg.). An oil tanker that is not required to have a collision bulkhead in accordance with that regulation shall not carry oil in any space extending forward of the transverse plane perpendicular to the centreline that is located as if it were a collision bulkhead located in accordance with that regulation. (9) In approving the design and construction of oil tankers to be built in accordance with the provisions of this regulation, the Director shall have regard to the general safety aspects including the need for the maintenance and inspections of wing and double bottom tanks or spaces. (Diagram omitted) Figure 1 Cargo tank boundary lines for the purpose of paragraph (3) (Diagram omitted) Figure 2 Cargo tank boundary lines for the purpose of paragraph (4) (Diagram omitted) Figure 3 Cargo tank boundary lines for the purpose of paragraph (7) (L.N. 641 of 1994) REGULATION 23B Prevention of oil pollution in the event of collision or stranding- measures for existing ships VerDate:11/09/1998 (1)This regulation shall (a) apply to crude oil tankers of 20000 tons deadweight and above and to product carriers of 30000 tons deadweight and above, which are contracted, the keels of which are laid, or which are delivered before the dates specified in regulation 23A(1); (b) not apply to oil tankers complying with regulation 23A, which are contracted, the keels of which are laid, or are delivered before the dates specified in regulation 23A(1); and (c) not apply to oil tankers covered by subparagraph (a) which comply with regulation 23A(3)(a) and (b) or (4) or (5), 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 http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker http://www.worldlii.org/hk/legis/reg/413A/s1.html#director http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank 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 shall comply with regulation 19(4)(b). (2)The requirements of this regulation shall take effect as from 6 July 1995. (3)(a)An oil tanker to which this regulation applies shall be subject to an enhanced programme of inspections during periodical, intermediate and annual surveys, the scope and frequency of which shall at least comply with the guidelines developed by the Organization; (b) An oil tanker over 5 years of age to which this regulation applies shall have on board, a complete file of the survey reports, including the results of all scantling measurement required, as well as the statement of structural work carried out; (c) This file shall be accompanied by a condition evaluation report, containing conclusions on the structural condition of the ship and its residual scantlings, endorsed to indicate that it has been accepted by or on behalf of the Director. This file and condition evaluation report shall be prepared in a standard format as contained in the guidelines developed by the Organization. (4)An oil tanker not meeting the requirements of a new oil tanker as defined in regulation 17(1) shall comply with the requirements of regulation 23A not later than 25 years after its date of delivery, unless wing tanks or double bottom spaces, not used for the carriage of oil and meeting the width and height requirements of regulation 19(4), cover at least 30% of Lt for the full depth of the ship on each side or at least 30% of the projected bottom shell area PAs within the length Lt, where Lt and the projected bottom shell area PAs are as defined in regulation 19(2), in which case compliance with regulation 23A is required not later than 30 years after its date of delivery. (5)An oil tanker meeting the requirements of a new oil tanker as defined in regulation 17(1) shall comply with the requirements of regulation 23A not later than 30 years after its date of delivery. (6)Any new ballast and load conditions resulting from the application of paragraph (4) shall be subject to approval of the Director who shall have regard, in particular, to longitudinal and local strength, intact stability and, if applicable, damage stability. (L.N. 312 of 1998) (7)Other structural or operational arrangements such as hydrostatically balanced loading may be accepted as alternatives to the requirements prescribed in paragraph (4), provided that such alternatives ensure at least the same level of protection against oil pollution in the event of collision or stranding and are approved by the Director based on the guidelines developed by the Organization. (L.N. 641 of 1994) REGULATION 24 Segregation of oil and water ballast VerDate:30/06/1997 (1)Except as provided in paragraph (2) of this regulation, in new ships of 4000 GRT and above other than oil tankers, and in new oil tankers of 150 GRT and above, no ballast water shall be carried in any oil fuel tank. (2)Where abnormal conditions or the need to carry large quantities of oil fuel render it necessary for ships referred to in paragraph (1) of this regulation to carry ballast water which is not clean ballast water in any oil fuel tank, such ballast water shall be discharged to reception facilities or into the sea in compliance with regulation 12 using the equipment specified in regulation 14(2), and an entry of any such discharge shall be made in the Oil Record Book. (3)Ships other than those to which paragraph (1) applies shall comply with the requirements of paragraph (1) so far as it is reasonable and practicable to do so. (L.N. 177 of 1991) (4)In a ship of 400 GRT and above, for which the building contract was placed after 1 January 1982, or, in the absence of a building contract, the keel of which was laid or which reached a similar stake of construction after 1 July 1982, oil shall not be carried in a forepeak tank or a tank forward of the collision bulkhead. (L.N. 177 of 1991) (5)Ships other than those to which paragraph (4) applies shall comply with the requirements of paragraph (4) so far as it is reasonable and practicable to do so. (L.N. 177 of 1991) REGULATION 25 Tanks for oil residue (sludge) VerDate:30/06/1997 (1)Every ship of 400 GRT and above shall be provided with a tank or tanks of adequate capacity, having regard to the type of machinery installed and length of voyage, to receive any oily residues (sludges) which cannot be dealt with otherwise in accordance with the requirements of these Regulations, such as those resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces. (2)In new ships, such tanks shall be designed and constructed so as to facilitate their cleaning and the discharge of residues to reception facilities. Existing ships shall comply with this requirement so far as it is reasonable and practicable to do so. (3)Piping to and from sludge tanks shall have no direct connection overboard, other than the standard discharge connection referred to in paragraph (4). (L.N. 641 of 1994) (4)Every ship to which this regulation applies shall be provided with piping to enable residues from machinery spaces and machinery space bilges to be pumped to a reception facility. This piping shall be led to the open deck and there fitted with a flange in accordance with the following dimensions STANDARD DIMENSIONS OF FLANGES FOR DISCHARGE CONNECTIONS Description Dimension Outside diameter 215 mm Inner diameter According to pipe outside diameter Bolt circle diameter 183 mm Slots in flange 6 holes, 22 mm in diameter, equidistantly placed on a bolt circle of 183 mm diameter, slotted to the flange periphery, the slot width to be 22 mm Flange thickness 20 mm Bolts and nuts: quantity, diameter 6 each of 20 mm in diameter and of suitable length The flange shall be designed to accept pipes up to a maximum diameter of 125 mm and shall be of steel or other equivalent material having a flat face. This flange, together with a gasket of oil proof material, shall be suitable for a service pressure of 6 kg/cm2. (L.N. 641 of 1994) REGULATION 26 Pumping, piping and discharge arrangements of oil tankers VerDate:30/06/1997 (1)In every oil tanker, a discharge manifold for connection to reception facilities for the discharge of dirty ballast water or oil contaminated water shall be located on the open deck on both sides of the ship. (2)In every oil tanker, pipelines for any discharge to the sea of ballast water or oil contaminated water from cargo tank areas which may be permitted under regulation 13 or 16 shall be led to the open deck or to the ship's side above the waterline in the deepest ballast condition, or, subject to the approval of the Director, below the waterline (a) to enable such discharges below the waterline as are permitted by paragraph (6) of this regulation to be made; and (b) where the discharge outlet is located above the departure ballast waterline but not above the waterline in the deepest ballast condition, if so located before 1 January 1981. (3)In new oil tankers means shall be provided for stopping the discharge into the sea of ballast water or oil contaminated water from cargo tank areas, other than those discharges below the waterline permitted under paragraph (6) of this regulation, from a position on the upper deck or above, located so that the manifold in use referred to in paragraph (1) of this regulation and the discharge to the sea from the pipelines referred to in paragraph (2) of this regulation may be visually observed: provided that the means for stopping the discharge may be situated elsewhere than at the observation position if an effective communication system, such as a telephone or radio system, is provided between the observation position and the discharge control position. (4)Every new oil tanker required to be provided with segregated ballast tanks or fitted with a crude oil washing system shall comply with the following requirements (a) it shall be equipped with oil piping so designed and installed such that oil retention in the lines is minimized; (b) means shall be provided to drain all cargo pumps and all oil lines at the completion of cargo discharge where necessary by connection to a stripping device, so designed that the line and pump drainings shall be capable of being discharged both ashore and to a cargo tank or a slop tank. For discharge ashore a special small diameter line shall be provided and connected outboard of the deck manifold valves, both port and starboard. (5)Every existing crude oil tanker required to be provided with segregated ballast tanks, or to be fitted with a crude oil washing system, or to operate with dedicated clean ballast tanks shall comply with the provisions of paragraph (4)(b) of this regulation. (6)Ballast water or oil contaminated water from the cargo tank areas of any oil tanker shall be discharged only above the waterline: Provided that (a) segregated ballast and clean ballast may be discharged below the waterline (i) in ports or at offshore terminals, or (ii) at sea by gravity, provided that the surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place. (b) Existing oil tankers which, without modification, are not capable of discharging segregated ballast above the waterline may discharge segregated ballast below the waterline at sea, provided that the surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place. (c) Existing oil tankers operating with dedicated clean ballast tanks which without modification are not capable of discharging ballast water from the dedicated clean ballast tanks above the waterline, may discharge this ballast below the waterline provided that the discharge of the ballast water is supervised with the aid of an oil content meter as provided for in regulation 20(3). (d) Dirty ballast water or oil contaminated water from tanks in the cargo area of an oil tanker at sea, other than slop tanks, may be discharged by gravity below the waterline, provided that sufficient time has elapsed in order to allow oil / water separation to have taken place and the ballast water has been examined immediately before the discharge with an oil / water interface detector of the kind referred to in regulation 15(3)(e), in order to ensure that the height of the interface is such that the discharge does not involve any increased harm to the marine environment. (e) Dirty ballast water or oil contaminated water from cargo tank areas of an existing oil tanker at sea may be discharged below the waterline, subsequent to or in lieu of discharge by the method referred to in sub-paragraph (d) of this paragraph, provided that (i) a part of the flow of such water is led through permanent piping to a readily accessible location on the upper deck or above where it may be visually observed during the discharge operation; and (ii) such part flow arrangements comply with the requirements of Schedule 8 hereto. REGULATION 27 Interpretation of Part V VerDate:30/06/1997 (1) For the purposes of this Part "side and bottom damage" (船側及船底損 毀) and "hypothetical outflow of oil" (假設油類流出量) shall have the following meanings (a) side and bottom damage shall be assumed to be damage having the dimensions described below caused to the side or bottom of the ship. In the case of bottom damage the dimensions to be assumed are those which relate to the position of damage, as described below. (i) Side damage Longitudinal extent (1c): 1/3L2/3 or 14.5 metres, whichever is less Transverse extent (tc) :(inboard from the ship's side at right angles to the centre-line at the level corresponding to the assigned summer freeboard) B/5 or 11.5 metres, whichever is less Vertical extent (vc): from the base line upwards without limit (ii) Bottom damage Position of Damage For 0.3 L from the forward perpendicular of the ship Any other part of the ship Longitudinal extent (1s): L/10 L/10 or 5 metres whichever is less Transverse extent (ts): B/6 or 10 metres, whichever is less but not less than 5 metres 5 metres Vertical extent from the base line (vs): B/15 or 6 metres, whichever is less The symbols in brackets in the first column of the above table shall have the meaning indicated in relation thereto, which shall apply for the purposes of this Part of these Regulations. (b) The hypothetical outflow of oil in the case of side damage (Oc) and bottom damage (Os) shall be calculated by the following formulae with respect to compartments breached by damage at all conceivable locations along the length of the ship to the extent as described in paragraph (1)(a) of this regulation. (i) for side damage: Oc = Sigma Wi + Sigma KiCi (I) (ii) for bottom damage: Os + 1/3(Sigma ZiWi + Sigma ZiCi) (II) where: Wi = volume in cubic metres of a wing tank assumed to be breached by the damage as described in paragraph (1)(a) of this regulation. Wi for a segregated ballast tank may be taken as equal to zero. Ci = volume in cubic http://www.worldlii.org/hk/legis/reg/413A/s27.html#side and bottom damage http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s27.html#hypothetical outflow of oil http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#volume http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#volume metres of a centre tank assumed to be breached by the damage as described in paragraph (1)(a) of this regulation. Ci for a segregated ballast tank may be taken as equal to zero. Ki = 1-bi/tc when bi is equal to or greater than Tc, Ki shall be taken as equal to zero. Zi = 1-hi/vs when hi is equal to or greater than vs, Zi shall be taken as equal to zero. bi = minimum width in metres of the wing tank under consideration, measured inboard from the ship's side at right angles to the centreline at the level corresponding to the assigned summer freeboard. hi = minimum depth in metres of the double bottom under consideration; where no double bottom is fitted hi shall be taken as equal to zero. The symbols set out in this sub-paragraph shall have the meanings assigned to them, which shall apply for the purposes of this Part of these Regulations. (1A) For the purpose of this Part, "new oil tanker" (新油輪) has the meaning assigned to it by regulation 17(1). (L.N. 177 of 1991) (2) Where a void space or segregated ballast tank of a length less than 1c as defined in paragraph (1)(a)(i) of this regulation is located between wing oil tanks, Oc in formula (I) set out in paragraph (1)(b) of this regulation may be calculated on the basis of volume Wi being the actual volume of one such tank (where they are of equal capacity) or the smaller of the two tanks (if they differ in capacity), adjacent to such space, multiplied by Si as defined below and taking for all other wing tanks involved in such a collision the value of the actual full volume of those tanks. 1i Si = 1 1c where 1i = length in metres of void space or segregated ballast tank under consideration. (3) (a) For the purpose of paragraph (1)(b) of this regulation account shall be taken of double bottom tanks which are either empty or carrying clean water only when cargo is carried in the tanks above. (b) Where the double bottom does not extend for the full length and width of the tank involved, the double bottom shall be considered non-existent and the volume of the tanks above the area of the bottom damage shall be included in formula (II) set out in paragraph (1)(b) of this regulation even if the tank is not considered breached because of the installation of such a partial double bottom. (c) Suction wells may be neglected in the determination of the value of hi provided such wells are not excessive in area and extend below the tank in no case more than half the height of the double bottom. If the depth of such a well exceeds half the height of the double bottom, hi shall be taken to be equal to the double bottom height minus the well height. (d) Piping serving suction wells if installed within the double bottom shall be fitted with valves or other closing arrangements located at the point of connection to the tank served so as to prevent oil outflow in the event of damage to the piping. Such piping shall be installed as high from the bottom shell as possible. These valves shall be kept closed at sea whenever the tank contains oil cargo, except that they may be opened only to transfer cargo for trimming the ship. (4) In the case where bottom damage simultaneously involves four centre tanks, the valve of Os may be calculated according to the formula. http://www.worldlii.org/hk/legis/reg/413A/s1.html#centre tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#volume http://www.worldlii.org/hk/legis/reg/413A/s1.html#volume http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#wing tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#volume http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#length http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#volume http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#area http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#centre tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#centre tank Os = 1/4(Sigma ZiWi + Sigma ZiCi) (III) (5) (a) In the case of bottom damage, a reduced amount of oil outflow may be assumed where a cargo transfer system is installed which has an emergency high suction in each cargo tank capable of transferring from a breached tank or tanks to segregated ballast tanks or to cargo tanks, if such tanks have sufficient ullage, and if the cargo transfer system complies with the following requirements (i) in two hours of operation it is capable of transferring oil equal to one half of the largest of the breached tanks involved; (ii) the ballast or cargo tanks are available and capable of receiving such quantity; and (iii) the pipes for such suction are installed at a height of not less than the vertical extent of the bottom damage vs. (b) Where those requirements are satisfied, the calculation of Os shall be in accordance with formula (III) set out in paragraph (4) of this regulation. REGULATION 28 Limitation of size and arrangement of cargo tanks VerDate:30/06/1997 (1)Every new oil tanker shall comply with the provisions of this regulation. Every existing oil tanker shall comply with the provisions of this regulation by the 2 October 1985 if (a) it was delivered to its first owner after 1 January 1977; or (b) it was delivered to its first owner on or before (i) 1 January 1977; and (ii) the building contract for the tanker was placed after 1 January 1974, or in cases where there was no building contract the keel was laid or the tanker was at a similar stage of construction after 30 June 1974. (2)Cargo tanks of oil tankers shall be of such size and arrangements that the hypothetical outflow Oc or Os, calculated in accordance with the provisions of regulation 27(1)(b), anywhere in the length of the ship does not exceed 30000 cubic metres or 400 (DW)1/3, whichever is the greater, but subject to a maximum of 40000 cubic metres. (3)The volume of any one wing cargo oil tank of an oil tanker shall not exceed 75 per cent of the limits of the hypothetical outflow Oc or Os referred to in paragraph (2) of this regulation. The volume of any one centre cargo oil tank shall not exceed 50000 cubic metres. However, in segregated ballast oil tankers as defined in regulation 18 of these Regulations the permitted volume of a wing cargo oil tank situated between two segregated ballast tanks, each exceeding 1c in length may be increased http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#segregated ballast http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank http://www.worldlii.org/hk/legis/reg/413A/s1.html#tank to the maximum limit of hypothetical oil outflow provided that the width of the wing tanks exceeds tc. (4)The length of each cargo tank shall not exceed 10 metres or one of the following values, whichever is the greater (a) where no longitudinal bulkhead is provided inside the cargo tanks bi (0.5 + 0.1)L B but not to exceed 0.2 L (b) where a centreline longitudinal bulkhead is provided inside the cargo tanks bi (0.25 + 0.15)L B (c) where 2 or more longitudinal bulkheads are provided inside the cargo tanks (i) for wing cargo tanks 0.2L (ii) for centre cargo tanks bi 1 (1) if is equal to or greater than B 5 0.2L bi 1 (2) if is less than B 5 where no centreline longitudinal bulkhead is provided- bi bi (0.5 + 0.1)L B where a centreline longitudinal bulkhead is provided- bi bi (0.25 + 0.15)L B where "bi" is the minimum distance from the ship's side to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard. (L.N. 641 of 1994) (5) In order not to exceed the volume limits established by paragraphs (2), (3) and (4) of this regulation and irrespective of the type of cargo transfer system installed, when such a system inter-connects two or more cargo tanks, valves or other similar closing devices shall be provided for separating the tanks from each other. These valves or devices shall be closed when the tanker is at sea. (6) Lines of piping which run through cargo tanks in a position less than tc from the ship's side or less than vs from the ship's bottom shall be fitted with valves or similar closing devices at the point at which they open into any cargo tank. These valves shall be kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened for cargo transfer needed for the purpose of trimming of the ship. (L.N. 177 of 1991) REGULATION 29 Subdivision and stability VerDate:30/06/1997 (1) Every new oil tanker shall comply with the subdivision and damage stability criteria as specified in paragraph (3) of this regulation, after the assumed side or bottom damage as specified in paragraph (2) of this regulation, for any operating draught reflecting actual partial or full load conditions consistent with the trim and strength of the ship as well as the specific gravities of the cargo. Such damage shall be assumed to have occurred at all conceivable locations along the length of the ship as follows (a) in tankers of more than 225 metres in length, anywhere in the ship's length; (b) in tankers of more than 150 metres, but not exceeding 225 metres in length, anywhere in the ship's length except locations involving either after or forward bulkheads bounding the machinery space located aft. This machinery space shall be treated as a single floodable compartment; (c) in tankers not exceeding 150 metres in length, anywhere in the ship's length between adjacent transverse bulkheads with the exception of the machinery space. Any tanker of 100 metres or less in length which cannot fulfil all the requirements of paragraph (3) of this regulation without materially impairing the operational qualities of the ship shall comply with such lesser requirements as the Director may impose. Ballast conditions where the tanker is not carrying oil in cargo tanks excluding any oil residues, shall not be taken into account. (2) The following provisions regarding the extent and the character of the assumed damage shall apply (a) Side damage (i) Longitudinal extent (1c): 1/3L2/3 or 14.5 metres, whichever is less (ii) Transverse extent (inboard from the ship's side at right angle to the centreline at the level of the summer load line) B/5 or 11.5 metres, whichever is less (iii) Vertical extent From the moulded line of the bottom shell plating at centre line, upwards without limit (b) Bottom damage Position of Damage For 0.3 L from the forward of perpendicular of the ship Any other part the ship (i) Longitudinal extent 1/3L2/3 or 14.5 metres, whichever is less 1/3L2/3 or 5 metres, whichever is less (ii) Transverse extent B/6 or 10 metres, whichever is less B/6 or 5 metres, whichever is less (iii) Vertical extent B/15 or 6 metres,whichever is less measured from the moulded line of the bottom shell plating at centre line B/15 or 6 metres,whichever is less measured from the moulded line of the bottom shell plating at centre line (c) If any damage of a lesser extent than the maximum extent of damage specified in sub-paragraphs (a) and (b) of this paragraph would result in a more severe condition in relation to the ship's stability, such damage shall be assumed. (d) Where the damage envisaged in sub-paragraph (1)(a) or (b) of this regulation would involve transverse watertight bulkheads, such bulkheads shall not be considered effective unless they are spaced at a distance at least equal to the longitudinal extent of the assumed damage specified in sub-paragraphs (a) and (b) of this paragraph. Where such bulkheads are spaced at a lesser distance, one or more of these bulkheads within such extent of damage shall be assumed to be non-existent for the purpose of determining which compartments are flooded. (e) Where the damage envisaged in sub-paragraph (1)(c) of this regulation occurs between adjacent transverse watertight bulkheads no main transverse bulkhead or transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged unless (i) the spacing between the adjacent bulkheads is less than the longitudinal extent of the assumed damage specified in sub-paragraphs (a) and (b) of this paragraph; or (ii) there is a step or recess in the transverse bulkhead of more than 3.05 metres in length, located within the extent of penetration of the assumed damage. The step formed by the after peak bulkhead and after peak tank top shall not be regarded as a step for the purpose of this regulation. (f) If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements shall be made so that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage. (3) Oil tankers shall be regarded as complying with the damage stability criteria if the following requirements are met (a) The final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place. Such openings shall include air pipes and those openings which are closed by means of weathertight doors or hatch covers, but may exclude those openings which are closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and side scuttles of the non-opening type. (b) In the final stages of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 25 degrees, provided that this angle may be increased up to 30 degrees if no deck edge immersion occurs as a result of such increase. (c) The stability in the final stage of flooding shall be investigated and may be regarded as sufficient if the righting lever curve has a range of at least 20 degrees beyond the condition of equilibrium in association with a maximum residual righting lever of at least 0.1 metre within the 20 degree range; the area under the curve within this range shall not be less than 0.0175 metre radian. Unprotected openings shall not be immersed within this range unless the space concerned is assumed to be flooded. Within this range, the immersion of any of the openings listed in sub-paragraph (a) of this paragraph and other openings capable of being closed weathertight may be permitted. (d) Equalization arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted, shall not be taken into account for the purpose of reducing an angle of heel or attaining the minimum range of residual stability to meet the requirements of sub-paragraphs (a), (b) and (c) of this paragraph and sufficient residual stability shall be maintained during all stages where equalization is used. Spaces which are linked by ducts of large cross-sectional area may be considered to be as one. (e) A Certifying Authority, before approving the stability for the ship, shall be satisfied that the stability is sufficient during intermediate stages of flooding. (4) The requirements of paragraph (1) of this regulation shall be deemed not to have been complied with unless compliance is confirmed by calculations which take into consideration the design characteristics of the ship, the arrangements, configuration and contents of the damaged compartments; and the distribution, specific gravities and free surface effect of liquids. The calculations shall be based on the following (a) Account shall be taken of any empty or partially filled tank, the specific gravity of the cargo carried, and any outflow of liquids from damaged compartments. (b) The permeabilities assumed for spaces flooded as a result of damage shall be as follows Spaces Permeability Appropriate to stores 0.60 Occupied as crew accommodation 0.95 Occupied by machinery 0.85 Voids 0.95 Intended for consumable liquids 0 to 0.95* Intended for other liquids 0 to 0.95* * The permeability of partially filled compartments shall be consistent with the amount of liquid carried in the compartment. Whenever damage penetrates a tank containing liquid, it shall be assumed that the contents are completely lost from that compartment and replaced by salt water up to the level of the final plane of equilibrium. (c) The buoyancy of any superstructure directly above the side damage shall not be taken into account. The unflooded parts of superstructure beyond the extent of damage may be taken into account provided that they are separated from the damaged space by watertight bulkheads and that the requirements of sub-paragraph (3)(a) of this regulation in respect of these intact spaces are complied with. Hinged watertight doors may be fitted in watertight bulkheads in the superstructure. (d) The free surface effect shall be calculated at an angle of heel of 5 degrees for each individual compartment. The Director may require, or allow, the free surface corrections to be calculated at any angle of heel greater than 5 degrees for partially filled tanks. (e) In calculating the effect of free surfaces of consumable liquids it shall be assumed that, for each type of liquid at least one transverse pair of tanks or a centreline tank has a free surface and the tank, or combination of tanks, to be taken into account shall be those where the effect of the free surface is the greatest. (5) The master of every new oil tanker and the person in charge of a new non-self-propelled oil tanker to which these Regulations apply shall be supplied by the owner with- (L.N. 177 of 1991) (a) information relative to loading and distribution of cargo necessary to ensure compliance with the provision of this regulation; and (b) data on the ability of the ship to comply with the damage stability criteria prescribed by this regulation, including the effect of any lesser requirements that may have been imposed under sub-paragraph (1)(c) of this regulation. Such information and data shall be supplied in a form approved by the Director. REGULATION 30 Requirements for offshore installations VerDate:30/06/1997 PART VI OFFSHORE INSTALLATIONS (1) Offshore installations, when engaged in the exploration, exploitation and associated offshore processing of sea bed mineral resources, shall comply with the requirements of these Regulations applicable to ships of 400 GRT and above other than oil tankers, notwithstanding that the installations are not proceeding on a voyage, except that (a) they shall be equipped as far as practicable with the installations http://www.worldlii.org/hk/legis/reg/413A/s30.html#offshore installation http://www.worldlii.org/hk/legis/reg/413A/s1.html#ship http://www.worldlii.org/hk/legis/reg/413A/s1.html#oil tanker required by regulations 14 and 25(1) and (2) of these Regulations; (b) they shall keep a record of all operations involving oil or oily mixture discharges, in an approved form. (2) Subject to regulation 11, any offshore installation when so engaged shall not discharge into any part of the sea any oil or oily mixtures except when the oil content of the discharge without dilution does not exceed 15 ppm. (L.N. 641 of 1994) (3) For the purpose of this regulation (a) "offshore installation" (離岸設置) means any mobile or fixed drilling or production platform or any other platform used in connection with the exploration, exploitation or associated offshore processing of sea bed mineral resources; (b) "oil or oily mixtures" (油類或油性混合物) means discharge associated with platform drainage and does not include production or displacement water discharge. REGULATION 31 Reports to be made in the event of a discharge or likely discharge VerDate:30/06/1997 PART VII REPORTING OF DISCHARGES (1) This regulation applies to (a) all ships within 200 miles of Hong Kong; (b) all Hong Kong ships within 200 miles of the nearest land; (c) all Hong Kong oil tankers when fully or partly laden; and (d) all Hong Kong ships of 10000 GRT and above. (2) The master of a ship to which this regulation applies shall maker reports in accordance with paragraphs (4) and (6) of this regulation whenever an incident involves any discharge or probable discharge of oil or oily mixtures as a result of damage to the ship or its equipment or for the purpose of securing the safety of the ship or saving life at sea. In assessing the probability of a discharge, the master shall take into account (a) the nature of the damage, failure or breakdown of the ship, machinery or equipment; (b) sea and wind state and traffic density in the area at the time and place of the incident. (3) The master may make a report in cases of http://www.worldlii.org/hk/legis/reg/413A/s1.html#oily mixture http://www.worldlii.org/hk/legis/reg/413A/s1.html#approved http://www.worldlii.org/hk/legis/reg/413A/s30.html#offshore installation http://www.worldlii.org/hk/legis/reg/413A/s30.html#oil or oily mixtures http://www.worldlii.org/hk/legis/reg/413A/s30.html#oil or oily mixtures (a) any damage, failure or breakdown which affects the safety of ships, such as collision, grounding, fire, explosion, structural failure, flooding or cargo shifting; and (b) any failure or breakdown of machinery or equipment which results in the impairment of the safety of navigation, such as failure or breakdown of steering gear, propulsion plant, electrical generating system or essential shipborne navigational aids. (4) (a) The master of a ship proceeding to enter the waters of Hong Kong shall make any report required by this regulation without delay, either directly through the owner or his agent, or through the coast radio station to the Director, not less than 12 hours prior to the expected arrival of the ship. (b) The master of a Hong Kong ship more than 200 miles from Hong Kong hall make any report so required without delay to the nearest coastal State or to the coastal State which he considers to be most at risk from the actual or potential effects of the incident. (5) The master's initial report shall contain the following particulars (a) name of ship, call sign, frequency or radio channel kept open; (b) date and time of incident; (c) position and extent of any pollution, including, if possible estimated amount and surface area of spill; (d) present position of ship (if different from (c)); (e) if discharge is continuing, approximate rate of release; (f) wind direction and speed, and condition of current or tide affecting spill movement; (g) weather conditions and sea state in ship's present position; (h) type of oil discharged; (i) types and quantities of oils still on board and whether or not carried as cargo; (j) type of ship, size, nationality and port of registry; (k) ship's course, speed and destination, if proceeding on its way; (l) brief description of the incident, including damage sustained and the cause of any discharge; (m) ability to transfer cargo or ballast or bunkers; (n) any remedial action taken or intended to deal with any actual or potential pollution or to control the movement of the ship; (o) forecast of likely movement and effect of pollution with estimated timing; and (p) assistance which has been requested from or which has been provided by other ships or agencies. (6) Following the initial report the master shall make a further report to the authority referred to in paragraph (4), containing the following particulars (a) position of ship at time of incident, if different from that at the time of the initial report; (b) estimate of the quantities, concentrations and likely conditions of oils (i) discharged; and (ii) likely to be discharged, from the ship; (c) ship's course, speed and destination at time of incident, if different from that at the time of the initial report; (d) all relevant information regarding the condition of the ship; and (e) telegraphic address of the ship's operator, charterer and nearest local agent. REGULATION 32 Approved emergency plan to be carried on board VerDate:30/06/1997 PART VIII SHIPBOARD OIL POLLUTION EMERGENCY PLAN (1) The owner of (a) every Hong Kong oil tanker of 150 GRT and above and every other Hong Kong ship of 400 GRT and above; (b) every oil tanker of 150 GRT and above within the waters of Hong Kong and every other ship of 400 GRT and above within the waters of Hong Kong (other than an oil tanker or other ship mentioned in paragraph (a)), shall carry on board a Shipboard Oil Pollution Emergency Plan (in this Part referred to as "the plan") which has been approved by the Director or the Certifying Authority or, in the case of a vessel mentioned in paragraph (b), by the Administration of the flag state of the vessel or an agent of that Administration authorized for the purpose. (2) For existing ships the requirement of paragraph (1) shall apply from 4 April 1995. (L.N. 641 of 1994) REGULATION 33 Preparation of emergency plan to be in accordance with guidelines VerDate:30/06/1997 The plan shall be prepared in accordance with such guidelines as may be issued by the Organization relating to the development of shipboard oil pollution emergency plans. (L.N. 641 of 1994) REGULATION 34 Requirement as to emergency plan VerDate:30/06/1997 The plan shall consist at least of (a) the procedure to be followed by the master and other persons having charge of the ship in reporting an oil pollution incident as required by the Merchant Shipping (Reporting of Pollution Incidents) Regulations (Cap 413 sub. leg.) and consistent with the guidelines adopted by the IMO resolution A.648(16) entitled "General principles for ship reporting system and ship reporting requirements, including Guidelines for reporting incidents involving dangerous goods, harmful substances and/or marine pollutants"; (b) the list of authorities or persons to be contacted in the event of an oil pollution incident; (c) a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following the incident; and (d) the procedures and point of contact on the ship for co-ordinating shipboard action with national and local authorities in combating the pollution. (L.N. 641 of 1994) REGULATION 35 Power to inspect VerDate:01/07/2002 PART IX POWERS TO INSPECT, DENY ENTRY, DETENTION AND PENALTIES (1) A ship to which these Regulations apply shall be subject, in the waters of Hong Kong, to inspection by persons appointed by the Secretary for Economic Development and Labour. Any such inspection shall be limited to verifying that there is on board a valid IOPP Certificate in the form prescribed by the Convention or HKOPP Certificate in a form prescribed in Schedule 1 hereto, unless there are clear grounds for believing that the condition of the ship or its equipment does not correspond substantially with the particulars of that certificate. In that case, or if the ship does not carry a valid certificate, the inspector shall take such steps as he may consider necessary to ensure that the ship shall not sail until it can proceed to sea without presenting an unreasonable threat of harm to the marine environment. The Director may in such a case permit the ship to leave the waters of Hong Kong for the purposes of proceeding to the nearest appropriate repair yard. (L.N. 106 of 2002) (2) Upon receiving evidence that a particular ship has discharged oil or an oily mixture contrary to the provisions of these Regulations the Director shall cause the matter to be investigated and shall inform the State which has reported the contravention, as well as the Organization, of the action taken. (3) The Director may also cause a ship other than a Hong Kong ship to be inspected when she enters the waters of Hong Kong if a request for an investigation is received from any State which is a Party to the Convention together with sufficient evidence that the ship has discharged oil or an oily mixture in any place. The report of such investigation shall be sent to the State requesting it, the State in which the ship is registered and to the Director. (4) For the purposes of this regulation any person appointed as an inspector shall have the powers of an inspector set out in sections 115 and 116 of the Merchant Shipping (Safety) Ordinance (Cap 369). (37 of 1990 s. 12) (L.N. 641 of 1994) REGULATION 36 Power to deny entry or detain VerDate:01/07/2002 (1) If the Director has reason to believe that a ship does not comply with the requirements of these Regulations, he shall immediately report the matter to the Secretary for Economic Development and Labour and, if the Secretary is satisfied that the ship represents an unreasonable threat of harm to the marine environment, the Director may deny the entry of such ship to the waters of Hong Kong. (L.N. 106 of 2002) (2) The Director may, if he has reason to believe that a contravention of these Regulations has occurred in respect of a ship, detain the ship and, in the circumstances prescribed in regulation 9(1) and (6), shall detain the ship. (37 of 1990 s. 12) (3) Where in the case of a ship other than a Hong Kong ship the Director denies a ship entry pursuant to paragraph (1) or detains her pursuant to paragraph (2) of this regulation he shall immediately inform the consul or diplomatic representative of the State whose flag the ship is entitled to fly or the appropriate maritime authorities of that State. (L.N. 641 of 1994) REGULATION 37 Penalties VerDate:30/06/1997 (1) If any ship fails to comply with any requirement of these Regulations (other than regulation 12, 13 or 16) the owner and the master of the ship each commits an offence and is liable (a) on conviction upon indictment, to a fine of $100000; (b) on summary conviction, to a fine of $10000. (2) If any ship fails to comply with any requirement of regulation 12, 13 or 16, the owner and the master each commits an offence and is liable (a) on conviction upon indictment, to a fine of $5000000; (b) on summary conviction, to a fine of $500000. (3) It shall be a defence for a person charged under this regulation to show that he took all reasonable precautions and exercised all due diligence to avoid the commission of the offence. (4) Where an offence under this regulation is committed, or would, save for the operation of paragraph (3), have been committed, by the owner and master due to the act or omission of some other person, that other person shall be guilty of the offence, and a person may be charged with and convicted of an offence by virtue of this paragraph whether or not proceedings are taken against the owner and master. (L.N. 177 of 1991) (37 of 1990 s. 12; L.N. 641 of 1994) SCHEDULE 1 OIL POLLUTION AND PREVENTION CERTIFICATES VerDate:09/06/2000 [regulation 7(5)] 1. CONTENTS APPENDIX I INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE FOR OIL TANKERS APPENDIX II INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE FOR SHIPS OTHER THAN OIL TANKERS APPENDIX III HONG KONG OIL POLLUTION PREVENTION CERTIFICATE FOR OIL TANKERS APPENDIX IV HONG KONG OIL POLLUTION PREVENTION CERTIFICATE FOR SHIPS OTHER THAN OIL TANKERS 2. NOTES 1. Each of the oil pollution and prevention certificates listed above shall be supplemented by a Record of Construction and Equipment. 2. Any reference in this Schedule to a regulation means (i) in the IOPP Certificate a regulation of that number in Annex I of the Convention; (ii) in the HKOPP Certificate a regulation of that number in these Regulations. 3. Any reference in this Schedule to a Resolution means a reference to a Resolution of that number published by the Organization. 4. In this Schedule SBT means segregated ballast tanks; PL means protective location; COW means crude oil washing; CBT means clean ballast tanks. SUR (OIL TANKER) APPENDIX I In duplicate INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE AND SUPPLEMENT 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, UNDER THE AUTHORITY OF THE GOVERNMENT OF HONG KONG Name of Ship Official Number Port of Registry Gross Tonnage Type of ship *Oil tanker *Ship other than an oil tanker with cargo tanks coming under regulation 2(2) of Annex I of the Convention THIS IS TO CERTIFY 1. That the ship has been surveyed in accordance with regulation 4 of Annex I of the Convention; and 2. That the survey shows that the structure, equipment, systems, fittings, arrangement 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 I of the Convention. This Certificate is valid until .................................................................................................. subject to surveys in accordance with regulation 4 of Annex I of the Convention. Issued at ................................................................ (Place of issue of certificate) ............................................. 19............ ..................................................... (Signature of duly authorized official issuing the Certificate) * Delete as appropriate. ENDORSEMENT FOR ANNUAL AND INTERMEDIATE SURVEYS THIS IS TO CERTIFY that at a survey require by regulation 4 of Annex I of the Convention the ship was found to comply with the relevant provisions of the Convention Annual survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ Annual*/Intermediate* survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ Annual*/Intermediate* survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ Annual*/Intermediate* survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ Annual*/Intermediate* survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ * Delete as appropriate. THE GOVERNMENT OF HONG KONG SUPPLEMENT TO THE INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE (IOPP CERTIFICATE) RECORD OF CONSTRUCTION AND EQUIPMENT FOR OIL TANKERS in respect of the provisions of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (hereinafter referred to as "the Convention"). Notes 1. This Record shall be permanently attached to the IOPP Certificate. The IOPP Certificate shall be available on board the ship at all times. 2. Entries in boxes shall be made by inserting either (Y) for the answers "yes" and "applicable" or (N) for the answers "no" and "not applicable" as appropriate. 3. Regulations mentioned in this Record refer to Regulations of Annex I of the Convention and resolutions referred to those adopted by the International maritime Organization. 1. PARTICULARS OF SHIP 1.1 Name of ship ........................................................................................................... 1.2 Official number ........................................................................................................ 1.3 Port of registry ......................................................................................................... 1.4 Gross tonnage .......................................................................................................... 1.5 Carrying capacity of ship ................................................................................... (m3) 1.6 Deadweight of ship ...................................................... (metric tons)(regulation 1(22)) 1.7 Length of ship .......................................................................... (m)(Regulation 1(18)) 1.8 Date of build 1.8.1 Date of building contract ................................................................................ 1.8.2 Date on which was laid or ship was at a similar stage of construction ................ 1.8.3 Date of delivery ............................................................................................. 1.9 Major conversion (if applicable) 1.9.1 Date of conversion contract ........................................................................... 1.9.2 Date on which conversion was commenced ..................................................... 1.9.3 Date of completion or conversion .................................................................... 1.10 Status of ship 1.10.1 New ship in accordance with regulation 1(6) □ 1.10.2 Existing ship in accordance with regulation 1(7) □ 1.10.3 New oil tanker in accordance with regulation 1(26) □ 1.10.4 Existing oil tanker in accordance with regulation 1(27) □ 1.10.5 The ship has been accepted by the Administration as an "existing ship" under regulation 1(7) due to unforeseen delay in delivery □ 1.10.6 The ship has been accepted by the Administration as an "existing oil tanker" under regulation 1(27) due to unforeseen delay in delivery □ 1.10.7 The ship is not required to comply with the provisions of regulation 24 due to the unforeseen delay in delivery □ 1.11 Type of ship 1.11.1 Crude oil tanker □ 1.11.2 Product carrier □ 1.11.3 Crude oil/product carrier □ 1.11.4 Combination carrier □ 1.11.5 Ship, other than an oil tanker, with cargo tanks coming under regulation 2(2) of Annex I of the Convention □ 1.11.6 Oil tanker dedicated to the carriage of products referred to in regulation 15(7) □ 1.11.7 The ship, being designated as a "crude oil tanker" operating with COW, is also designated as a "product carrier" operating with CBT, for which a separate IOPP Certificate has also been issued □ 1.11.8 The ship being designated as a "product carrier" operating with CBT, is also designated as a "crude oil tanker" operating with COW, for which a separate IOPP Certificate has also been issued □ 1.11.9 Chemical tanker carrying oil □ 2. EQUIPMENT FOR THE CONTROL OF OIL DISCHARGE FROM MACHINERY SPACE BILGES AND OIL FUEL TANKS (Regulations 10 and 16) 2.1 Carriage of ballast water in oil fuel tanks 2.1.1 The ship may under normal conditions carry ballast water in oil fuel tanks □ 2.1.2 (Repealed L.N. 641 of 1994) 2.2 Type of oil filtering equipment fitted 2.2.1 oil filtering (15 ppm) equipment (regulation 16(4)) □ 2.2.2 oil filtering (15 ppm) equipment with alarm and automatic stopping device (regulation 16(5)) □ (L.N. 641 of 1994) 2.3 The ship is allowed to operate with the existing equipment until 6 July 1998 (regulation 16(6)) and fitted with 2.3.1 oily-water separating (100 ppm) equipment □ 2.3.2 oil filtering (15 ppm) equipment without alarm □ 2.3.3 oil filtering (15 ppm) equipment with alarm and manual stopping device □ (L.N. 641 of 1994) 2.4 Approval standards 2.4.1 The separating / filtering system .1 has been approved in accordance with resolution A.393(X) □ .2 has been approved in accordance with resolution A.233(VII) □ .3 has been approved in accordance with National Standards not based upon resolution A.393(X) or A.233(VII) □ .4 has not been approved □ 2.4.2 The process unit has been approved in accordance with resolution A.444(XI) □ 2.4.3 The oil content meter has been approved in accordance with resolution A.393(X)□ 2.5 Maximum throughput of the system is ............................................................... m3/h 2.6 Waiver of regulation 16 2.6.1 The requirements of regualtion 16(1) or (2) are waived in respect of the ship in accordance with regulation 16(3)(a). The ship is engaged exclusively on .1 voyages within special area(s) ....................................................................................................... . ....................................................................................................... . ....................................................................................................... . □ .2 voyages within 12 miles of the nearest land outside special area(s) restricted to ................................................................................................... ....................................................................................................... . ....................................................................................................... . □ 2.6.2 The ship is fitted with holding tank(s) having a volume of .......... m3 for the total retention on board of all oily bilge water.................................................... .............................................................................................................. □ 2.6.3 In lieu of the holding tank the ship is provided with arrangements to transfer bilge water to the slop tank .............................................................................................................. □ 3. MEANS FOR RETENTION AND DISPOSAL OF OIL RESIDUES (SLUDGE) (Regualtion 17) 3.1 The ship is provided with oil residue (sludge) tanks as follows Tank Identification Tank Location Volume m3 Frames (from)-(to) Lateral Position Total volume ............... m3 3.2 Means for the disposal of residues in addition to the provision of sludge tanks 3.2.1 incinerator for oil residues; capacity ............... 1/h □ 3.2.2 auxiliary boiler suitable for burning oil residues □ 3.2.3 tank for mixing oil residues with fuel oil; capacity ........ m3 □ 3.2.4 other acceptable means ............................................................................................................... □ (L.N. 641 of 1994) 4. STANDARD DISCHARGE CONNECTION (Regulation 19) 4.1 The ship is provided with a pipeline for the discharge of residues from machinery bilges to reception facilities, fitted with a standard discharge connection in compliance with regulation 19 □ 5. CONSTRUCTION (Regulations 13, 24 and 25) 5.1 In accordance with the requirements of regulation 13, the ship is 5.1.1 Required to be provided with SBT, PL and COW □ 5.1.2 Required to be provided with SBT and PL □ 5.1.3 Required to be provided with SBT □ 5.1.4 Required to be provided with SBT or COW □ (L.N. 641 of 1994) 5.1.5 Required to be provided with SBT or CBT □ 5.1.6 Not required to comply with the requirements of regulation 13 □ 5.2 Segregated ballast tanks (SBT) 5.2.1 The ship is provided with SBT in compliance with regulation 13 □ 5.2.2 The ship is provided with SBT which are arranged in protective locations (PL) in compliance with regulation 13E □ 5.2.3 SBT are distributed as follows Tank Volume (m3) Tank Volume (m3) Total 5.3 Dedicated clean ballast tanks (CBT) 5.3.1 The ship is provided with CBT in compliance with regulation 13A, and may operate as a product carrier □ (L.N. 641 of 1994) 5.3.2 CBT are distributed as follows Tank Volume (m3) Tank Volume (m3) Total 5.3.3 The ship has been supplied with a valid Dedicated Clean Ballast Tank Operation Manual, which is dated ................................................................................□ 5.3.4 The ship has common piping and pump arrangements for ballasting the CBT and handling cargo oil □ 5.3.5 The ship has separate independent piping and pumping arrangements for ballasting the CBT □ 5.4 Crude oil washing (COW) 5.4.1 The ship is equipped with a COW system in compliance with regulation 13B □ 5.4.2 The ship is equipped with a COW system in compliance with regulation 13B except that the effectiveness of the system has not been confirmed in accordance with regulation 13(6) and paragraph 4.2.10 of the Revised COW Specifications (resolution A.446(XI)) □ 5.4.3 The ship has been supplied with a valid Crude Oil Washing Operations and Equipment Manual, which is dated ............................................................. □ 5.4.4 The ship is not required to be but is equipped with COW in compliance with the safety aspects of Revised COW Specifications (resolution A.446(XI)) □ 5.5 Exemption from regulation 13 5.5.1 The ship is solely engaged in trade between ................................................... in accordance with regulation 13C and is therefore exempted from the requirements of regulation 13 □ 5.5.2 The ship is operating with special ballast arrangements in accordance with regulation 13D and is therefore exempted from the requirements of regulation 13□ 5.6 Limitation of size and arrangements of cargo tanks (regulation 24) 5.6.1 The ship is required to be constructed according to, and complies with, the requirements of regulation 24 □ 5.6.2 The ship is required to be constructed according to, and complies with, the requirements of regulation 24(4) (see regulation 2(2)) □ 5.7 Subdivision and stability (regulation 25) 5.7.1 The ship is required to be constructed according to, and complies with, the requirements of regulation 25 □ 5.7.2 Information and data required under regulation 25(5) in an approved form have been supplied to the ship □ 5.8 Double hull construction 5.8.1 The ship is required to be constructed according to regulation 13F and complies with the requirements of .1 paragraph (3) (double hull construction) □ .2 paragraph (4) (mid-height deck tankers with double side construction) □ .3 paragraph (5) (alternative method approved by the Marine Environment Protection Committee) □ 5.8.2 The ship is required to be constructed according to and complies with regulation 13F(7) (double bottom requirements) □ 5.8.3 The ship is not required to comply with the requirements of regulation 13F □ 5.8.4 The ship is subject to regulation 13G and .1 is required to comply with regulation 13F not later than ............................□ .2 is so arranged that the following tanks or spaces are not used for the carriage of oil ................................................................................................... ....................................................................................................... ..... ....................................................................................................... .... □ 5.8.5 The ship is not subject to regulation 13G □ (L.N. 641 of 1994) 6. RETENTION OF OIL ON BOARD (Regulation 15) 6.1 Oil discharge monitoring and control system 6.1.1 The ship comes under category ....................................... oil tanker as defined in resolution A.496(XII) or A.586(14)* (delete as appropriate) □ * Oil tankers the keel of which is laid, or which are at a similar stage of construction, on or after 2 October 1986 should be fitted with a system approved under resolution A.586(14). (L.N. 641 of 1994) 6.1.2 The system comprises .1 control unit □ .2 computing unit □ .3 calculating unit □ 6.1.3 The system is .1 fitted with a starting interlock □ .2 fitted with automatic stopping device □ 6.1.4 The oil content meter is approved under the terms of resolution A.393(X) or A.586(14) (delete as appropriate) suitable for .1 crude oil □ .2 black products □ .3 white products □ .4 oil-like noxious liquid substances as listed in the attachment to the certificate□ (L.N. 641 of 1994) 6.1.5 The ship has been supplied with an operations manual for the oil discharge monitoring and control system □ 6.1.6 (Repealed L.N. 641 of 1994) 6.2 Slop tanks 6.2.1 The ship is provided with ...................... dedicated slop tank(s) with the total capacity of .................... m3 which is ........ % of the oil carrying capacity, in accordance with .1 regulation 15(2)(c) □ .2 regulation 15(2)(c)(i) □ .3 regulation 15(2)(c)(ii) □ .4 regulation 15(2)(c)(iii) □ 6.2.2 Cargo tanks have been designated as slop tanks □ 6.2.3 (Repealed L.N. 641 of 1994) 6.3 Oil/water interface detectors 6.3.1 The ship is provided with oil/water interface detectors approved under the terms of resolution MEPC.5(XIII) □ 6.4 Exemptions from regulation 15 6.4.1 The ship is exempted from the requirements of regulation 15(1), (2) and (3) in accordance with regulation 15(7) □ 6.4.2 The ship is exempted from the requirements of regulation 15(1), (2) and (3) in accordance with regulation 2(2) □ 6.5 Waiver of regulation 15 6.5.1 The requirements of regulation 15(3) are waived in respect of the ship in accordance with regulation 15(5)(b). The ship is engaged exclusively on .1 specific trade under regulation 13C ....................................................... ....................................................................................................... ..... ....................................................................................................... .....□ .2 voyages within special area(s) ............................................................. ....................................................................................................... ..... ....................................................................................................... .....□ .3 voyages within 50 miles of the nearest land outside special area(s) of 72 hours or less in duration restricted to ....................................................................................................... ..... ....................................................................................................... .....□ (L.N. 641 of 1994) 7. PUMPING, PIPING AND DISCHARGE ARRANGEMENTS (Regulation 18) 7.1 The overboard discharge outlets for segregated ballast are located 7.1.1 above the waterline □ 7.1.2 below the waterline □ 7.2 The overboard discharge outlets, other than the discharge manifold, for clean ballast are located* 7.2.1 above the waterline □ 7.2.2 below the waterline □ 7.3 The overboard discharge outlets, other than the discharge manifold, for dirty ballast are located* 7.3.1 above the waterline □ 7.3.2 below the waterline in conjunction with the part flow arrangements in compliance with regulation 18(6)(e) □ 7.3.3 below the waterline □ *Only those outlets which can be monitored are to be indicated. 7.4 Discharge of oil from cargo pumps and oil lines (regulation 18(4) and (5)) 7.4.1 Means to drain all cargo pumps and oil lines at the completion of cargo discharge .1 drainings capable of being discharged to a cargo tank or slop tank □ .2 for discharge ashore a special small diameter line is provided □ 8. SHIPBOARD OIL POLLUTION EMERGENCY PLAN (Regulation 26) 8.1 The ship is provided with a shipboard oil pollution emergency plan in compliance with regulation 26 □ (L.N. 641 of 1994) 9. EQUIVALENT ARRANGEMENTS FOR CHEMICAL TANKERS CARRYING OIL 9.1 As equivalent arrangements for the carriage of oil by a chemical tanker, the ship is fitted with the following equipment in lieu of slop tanks (paragraph 6.2 above) and oil / water interface detectors (paragraph 6.3 above) 9.1.1 oily-water separating equipment capable of producing effluent with oil content less than 100 ppm, with the capacity of ...................... m3/h □ 9.1.2 a holding tank with the capacity of ........................ m3 □ 9.1.3 a tank for collecting tank washings which is .1 a dedicated tank □ .2 a cargo tank designated as a collecting tank □ 9.1.4 a permanently installed transfer pump for overboard discharge of effluent containing oil through the oily-water separating equipment □ 9.2 The oily-water separating equipment has been approved under the terms of resolution A.393(X) and is suitable for the full range of Annex I products □ 9.3 The ship holds a valid Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk □ (L.N. 641 of 1994) 10. OIL-LIKE NOXIOUS LIQUID SUBSTANCES 10.1 The ship is permitted in accordance with regulation 14 of Annex II of the Convention to carry the oil-like noxious liquid substances specified in the list attached (The list of oil-like noxious substances permitted for carriage, signed, dated and certified by a seal or a stamp of the issuing authority shall be attached.). (L.N. 641 of 1994) 11. EXEMPTION 11.1 Exemptions have been granted by the Administration from the requirements of Chapters II and III of Annex I of the Convention in accordance with regulation 2(4)(a) on those items listed under paragraph(s) ................................................................................... .......................................................................................................... of this Record. (L.N. 641 of 1994) 12. EQUIVALENTS (Regulation 3) 12.1 Equivalents have been approved by the Administration for certain requirements of Annex I on those items listed under paragraph(s) .................................................................... .......................................................................................................... of this Record. (L.N. 641 of 1994) THIS IS TO CERTIFY that this Record is correct in all respects. Issued at ......................................................... (Place of issue of the Record) ................................................. 19 ............... ................................................. (Signature of duly authorized officer issuing the Record) SUR (SHIP OTHER THAN OIL TANKER) APPENDIX II In duplicate INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE AND SUPPLEMENT 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, UNDER THE AUTHORITY OF THE GOVERNMENT OF HONG KONG Name of Ship Official Number Port of Registry Gross Tonnage Type of ship Ship, other than an oil tanker, or a ship with cargo tanks coming under regulation 2(2) of Annex I of the Convention. THIS IS TO CERTIFY 1. That the ship has been surveyed in accordance with regulation 4 of Annex I of the Convention; and 2. That the survey shows that the structure, equipment, systems, fittings, arrangement 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 I of the Convention. This Certificate is valid until .................................................................................................. subject to surveys in accordance with regulation 4 of Annex I of the Convention. Issued at ......................................................... (Place of issue of certificate) ................................................. 19 ............... ................................................. (Signature of duly authorized official issuing the Record) ENDORSEMENT FOR ANNUAL AND INTERMEDIATE SURVEYS THIS IS TO CERTIFY that at a survey required by regulation 4 of Annex I of the Convention the ship was found to comply with the relevant provisions of the Convention Annual survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ Annual*/Intermediate* survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ Annual*/Intermediate* survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ Annual survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ Annual survey- Signed ....................................................... (Signature of duly authorized official conducting the survey) Place ........................................................ Date ........................................................ * Delete as appropriate. THE GOVERNMENT OF HONG KONG SUPPLEMENT TO THE INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE (IOPP CERTIFICATE) RECORD OF CONSTRUCTION AND EQUIPMENT FOR SHIPS OTHER THAN OIL TANKERS in respect of the provisions of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (hereinafter referred to as "the Convention"). Notes 1. This Record shall be permanently attached to the IOPP Certificate. The IOPP Certificate shall be available on board the ship at all times. 2. Entries in boxes shall be made by inserting either (Y) for the answers "yes" and "applicable" or (N) for the answers "no" and "not applicable" as appropriate. 3. Regulations mentioned in this Record refer to regulations of Annex I of the Convention and resolutions refer to those adopted by the International Maritime Organization. 1. PARTICULARS OF SHIP 1.1 Name of ship ........................................................................................................... 1.2 Official number ........................................................................................................ 1.3 Port of registry ....................................................................................................... 1.4 Gross tonnage ......................................................................................................... 1.5 Date of build 1.5.1 Date of contract ............................................................................................ 1.5.2 Date on which keel was at a similar stage of construction ................................ 1.5.3 Date of delivery ............................................................................................ 1.6 Major conversion (if applicable) 1.6.1 Date of conversion contract ......................................................................... 1.6.2 Date on which conversion was commenced .................................................. 1.6.3 Date of completion of conversion ................................................................. 1.7 Status of ship 1.7.1 New ship in accordance with regulation 1(6) □ 1.7.2 Existing ship in accordance with regulation 1(7) □ 1.7.3 The ship has been accepted by the Administration as an "existing ship" under regulation 1(7) due to unforeseen delay in delivery □ 2. EQUIPMENT FOR THE CONTROL OF OIL DISCHARGE FROM MACHINERY SPACE BILGES AND OIL FUEL TANKS (Regulations 10 and 16) 2.1 Carriage of ballast water in oil fuel tanks 2.1.1 The ship may under normal conditions carry ballast water in oil fuel tanks □ 2.1.2 (Repealed L.N. 641 of 1994) 2.2 Type of oil filtering equipment fitted 2.2.1 oil filtering (15 ppm) equipment (regulation 16(4)) □ 2.2.2 oil filtering (15 ppm) equipment with alarm and automatic stopping device (regulation 16(5)) □ (L.N. 641 of 1994) 2.3 The ship is allowed to operate with the existing equipment until 6 July 1998 (regulation 16(6)) and fitted with 2.3.1 oily-water separating (100 ppm) equipment □ 2.3.2 oil filtering (15 ppm) equipment without alarm □ 2.3.3 oil filtering (15 ppm) equipment with alarm and manual stopping device □ (L.N. 641 of 1994) 2.4 Approval standards 2.4.1 The separating/filtering equipment .1 has been approved in accordance with resolution A.393(X) □ .2 has been approved in accordance with resolution A.233(VII) □ .3 has been approved in accordance with national standards not based upon resolution A.393(X) or A.233(VII) □ .4 has not been approved □ 2.4.2 The process unit has been approved in accordance with resolution A.444(XI) □ 2.4.3 The oil content meter has been approved in accordance with resolution A.393(X)□ 2.5 Maximum throughput of the system is .................... m3/h □ 2.6 Waiver of regulation 16 2.6.1 The requirements of regualtion 16(1) or (2) are waived in respect of the ship in accordance with regulation 16(3)(a). The ship is engaged exclusively on .1 voyages within special area(s) ....................................................................................................... ..... ....................................................................................................... .....□ .2 voyages within 12 miles of the nearest land outside special area(s) restricted to ........................................................................................................ ....................................................................................................... ..... ....................................................................................................... .....□ 2.6.2 The ship is fitted with holding tank(s) having a volume of ...... m3 for the total retention on board of all oily bilge water □ 3. MEANS FOR RETENTION AND DISPOSAL OF OIL RESIDUES (SLUDGE) (Regualtion 17) 3.1 The ship is provided with oil residue (sludge) tanks as follows Tank Identification Tank Location Volume m3 Frames (from)-(to) Lateral Position Total volume ............... m3 3.2 Means for the disposal of residues in addition to the provisions of sludge tanks 3.2.1 incinerator for oil residues; capacity ........................................................ 1/h □ 3.2.2 auxiliary boiler suitable for burning oil residues □ 3.2.3 tank for mixing oil residues with fuel oil; capacity ..................................... m3 □ 3.2.4 other acceptable means ................................................................................................................... □ (L.N. 641 of 1994) 4. STANDARD DISCHARGE CONNECTION (Regulation 19) 4.1 The ship is provided with a pipeline for the discharge of residues from machinery bilges to reception facilities, fitted with a standard discharge connection in accordance with regulation 19 □ 5. SHIPBOARD OIL POLLUTION EMERGENCY PLAN (Regulation 26) 5.1 The ship is provided with a shipboard oil pollution emergency plan in compliance with regulation 26 □ (L.N. 641 of 1994) 6. EXEMPTION 6.1 Exemptions have been granted by the Administration from the requirements of Chapter II of Annex I of the Convention in accordance with regulation 2(4)(a) on those items listed under paragraph(s) .......................................................................................... .......................................................................................................... of this Record. (L.N. 641 of 1994) 7. EQUIVALENTS (Regulation 3) 7.1 Equivalents have been approved by the Administration for certain requirements of Annex I on those items listed under paragraph(s) ......................................................... .......................................................................................................... of this Record. (L.N. 641 of 1994) THIS IS TO CERTIFY that this Record is correct in all respects. Issued at ................................................................ (Place of issue of Record) ............................................. 19............ ....................................................... (Signature of duly authorized officer issuing the Certificate) SUR (OIL TANKER) APPENDIX III In duplicate HONG KONG OIL POLLUTION PREVENTION CERTIFICATE AND SUPPLEMENT Issued under the provisions of the Merchant Shipping (Prevention of Oil Pollution) Regulations 1984 Name of Ship Official Number Port of Registry Gross Tonnage Type of ship *Oil tanker *Ship other than an oil tanker with cargo tanks coming under regulation 2(4) of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS 1984 THIS IS TO CERTIFY 1. That the ship has been surveyed in accordance with regulation 4 of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS 1984; and 2. That the survey shows that the structure, equipment, systems, fittings, arrangement and material of the ship and the condition thereof are in all respects satisfactory and that the ship complies with the applicable requirements of the MERCHANT SHIPPING PREVENTION) OF OIL POLLUTION) REGULATIONS 1984. This Certificate is valid until ................................................................................................... Issued at ......................................................... (Place of issue of certificate) ................................................ 19..... ............................................................. (Signature of duly authorized official issuing the Certificate) * Delete as appropriate. THE GOVERNMENT OF HONG KONG SUPPLEMENT TO THE HONG KONG OIL POLLUTION PREVENTION CERTIFICATE (HKOPP CERTIFICATE) RECORD OF CONSTRUCTION AND EQUIPMENT FOR OIL TANKERS in respect of the provisions of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS. Notes 1. This Record shall be permanently attached to the HKOPP Certificate. The HKOPP Certificate shall be available on board the ship at all times. 2. Entries in boxes shall be made by inserting either (Y) for the answers "yes" and "applicable" or (N) for the answers "no" and "not applicable" as appropriate. 3. Regulations mentioned in this Record refer to Regulations of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS. 4. Resolutions mentioned in this Record refer to those adopted by the International Maritime Organization. 1. PARTICULARS OF SHIP 1.1 Name of ship .......................................................................................................... 1.2 Official number ....................................................................................................... 1.3 Port of registry ....................................................................................................... 1.4 Gross tonnage ......................................................................................................... 1.5 Carrying capacity of ship ................................................................................. (m3) 1.6 Deadweight of ship ........................................................ (metric tons)(regulation 1(2)) 1.7 Length of ship ............................................................................. (m)(regulation 1(2)) 1.8 Date of build 1.8.1 Date of building contract ................................................................................. 1.8.2 Date on which keel was laid or ship was at a similar stage of construction .......... 1.8.3 Date of delivery .............................................................................................. 1.9 Major conversion (if applicable) 1.9.1 Date of conversion contract ............................................................................. 1.9.2 Date on which conversions was commenced .................................................... 1.9.3 Date of completion of conversion ..................................................................... 1.10 Status of ship 1.10.1 New ship in accordance with regulation 1(2) □ 1.10.2 Existing ship in accordance with regulation 1(2) □ 1.10.3 New oil tanker in accordance with regulation 17(1) □ 1.10.4 Existing oil tanker in accordance with regulation 17(2) □ 1.10.5 The ship has been accepted as an "existing ship" under regulation 1(2) due to unforeseen delay in delivery □ 1.10.6 The ship has been accepted as an "existing oil tanker" under regulation 17(2) due to unforeseen delay in delivery □ 1.10.7 The ship is not required to comply with the provisions of regulation 28 due to the unforeseen delay in delivery □ 1.11 Type of ship 1.11.1 Crude oil tanker □ 1.11.2 Product carrier □ 1.11.3 Crude oil / product carrier □ 1.11.4 Combination carrier □ 1.11.5 Ship, other than an oil tanker, with cargo tanks coming under regulation 2(4) □ 1.11.6 Oil tanker dedicated to the carriage of products referred to in regulation 15(6) □ 1.11.7 The ship, being designated as a "crude oil tanker" operating with COW, is also designated as a "product carrier" operating with CBT, for which a separate HKOPP Certificate has also been issued □ 1.11.8 The ship, being designated as a "product carrier" operating with CBT, is also designated as a "crude oil tanker" operating with COW, for which a separate HKOPP Certificate has also been issued □ 1.11.9 Chemical tanker carrying oil 2. EQUIPMENT FOR THE CONTROL OF OIL DISCHARGE FROM MACHINERY SPACE BILGES AND OIL FUEL TANKS (Regulations 14 and 16) 2.1 Carriage of ballast water in oil fuel tanks 2.1.1 The ship may under normal conditions carry ballast water in oil fuel tanks □ 2.1.2 (Repealed L.N. 641 of 1994) 2.2 Type of oil filtering equipment fitted 2.2.1 oil filtering (15 ppm) equipment (regulation 14(5)) □ 2.2.2 oil filtering (15 ppm) equipment with alarm and automatic stopping device (regulation 14(6)) □ (L.N. 641 of 1994) 2.3 The ship is allowed to operate with the existing equipment until 6 July 1998 (regulation 14(4)) and fitted with 2.3.1 oily-water separating (100 ppm) equipment □ 2.3.2 oil filtering (15 ppm) equipment without alarm □ 2.3.3 oil filtering (15 ppm) equipment with alarm and manual stopping device □ (L.N. 641 of 1994) 2.4 Approval standards 2.4.1 The separating/filtering system .1 has been approved in accordance with resolution A.393(X) □ .2 has been approved in accordance with resolution A.233(VII) □ .3 has been approved in accordance with National Standards not based upon resolution A.393(X) or A.233(VII) □ .4 has not been approved □ 2.4.2 The process unit has been approved in accordance with resolution A.444(XI) □ 2.4.3 The oil content meter has been approved in accordance with resolution A.393(X)□ 2.5 Maximum throughput of the system is ......................................................... m3/h 2.6 Waiver of regulation 14 2.6.1 The requirements of regualtion 14(1) or (2) are waived in respect of the ship in accordance with regulation 14(3)(a). The ship is engaged exclusively on .1 voyages within special area(s) ....................................................................................................... ...... ....................................................................................................... .....□ .2 voyages within 12 miles of the nearest land outside special area(s) restricted to ........................................................................................................ ....................................................................................................... ...... ....................................................................................................... .....□ 2.6.2 The ship is fitted with holding tank(s) having a volume of ............. m3 for the total retention on board of all oily bilge water □ 2.6.3 In lieu of the holding tank the ship is provided with arrangements to transfer bilge water to the slop tank □ 3. MEANS FOR RETENTION AND DISPOSAL OF OIL RESIDUES (SLUDGE) (Regualtion 25) 3.1 The ship is provided with oil residue (sludge) tanks as follows Tank Identification Tank Location Volume m3 Frames (from)-(to) Lateral Position Total volume ............... m3 3.2 Means for the disposal of residues in addition to the provision of sludge tanks 3.2.1 incinerator for oil residues; capacity ...................................................... 1/h □ 3.2.2 auxiliary boiler suitable for burning oil residues □ 3.2.3 tank for mixing oil residues with fuel oil; capacity .................................. m3 □ 3.2.4 other acceptable means .......................................................................................................................... □ (L.N. 641 of 1994) 4. STANDARD DISCHARGE CONNECTION (Regulation 25(3)) 4.1 The ship is provided with a pipeline for the discharge of residues from machinery bilges to reception facilities, fitted with a standard discharge connection in compliance with regulation 25(3) □ 5. CONSTRUCTION (Regulations 18, 28 and 29) 5.1 In accordance with the requirements of regulation 18, the ship is 5.1.1 Required to be provided with SBT, PL and COW □ 5.1.2 Required to be provided with SBT and PL □ 5.1.3 Required to be provided with SBT □ 5.1.4 Required to be provided with SBT or COW □ (L.N. 641 of 1994) 5.1.5 Required to be provided with SBT or CBT □ 5.1.6 Not required to comply with the requirements of regulation 18 □ 5.2 Segregated ballast tanks (SBT) 5.2.1 The ship is provided with SBT in compliance with regulation 18 □ 5.2.2 The ship is provided with SBT which are arranged in protective locations (PL) in compliance with regulation 19 □ 5.2.3 SBT are distributed as follows Tank Volume (m3) Tank Volume (m3) Total 5.3 Dedicated clean ballast tanks (CBT) 5.3.1 The ship is provided with CBT in compliance with regulation 20, and may operate as a product carrier □ (L.N. 641 of 1994) 5.3.2 CBT are distributed as follows Tank Volume (m3) Tank Volume (m3) Total 5.3.3 The ship has been supplied with a valid Dedicated Clean Ballast Tank Operation Manual, which is dated ............................................................................... □ 5.3.4 The ship has common piping and pump arrangements for ballasting the CBT and handling cargo oil □ 5.3.5 The ship has separate independent piping and pumping arrangements for ballasting the CBT □ 5.4 Crude oil washing (COW) 5.4.1 The ship is equipped with a COW system in compliance with regulation 21 □ 5.4.2 The ship is equipped with a COW system in compliance with regulation 21 except that the effectiveness of the system has not been confirmed in accordance with regulation 18(6) and paragraph 4.2.10 of the Revised COW Specifications (resolution A.446(XI)) □ 5.4.3 The ship has been supplied with a valid Crude Oil Washing Operations and Equipment Manual, which is dated ............................................................... □ 5.4.4 The ship is not required to be but is equipped with COW in compliance with the safety aspects of Revised COW Specifications (resolution A.446(XI)) □ 5.5 Exemption from regulation 18 5.5.1 The ship is solely engaged in trade between ............................ in accordance with regulation 22 and is therefore exempted from the requirements of regulation 18 □ 5.5.2 The ship is operating with special ballast arrangements in accordance with regulation 23 and is therefore exempted from the requirements of regulation 18 □ 5.6 Limitation of size and arrangements of cargo tanks (regulation 28) (See regulation 2(4)) 5.6.1 The ship is required to be constructed according to, and complies with, the requirements of regulation 28 □ 5.6.2 The ship is required to be constructed according to, and complies with, the requirements of regulation 28(4) □ 5.7 Subdivision and stability (regulation 29) 5.7.1 The ship is required to be constructed according to, and complies with, the requirements of regulation 29 □ 5.7.2 Information and data required under regulation 29(5) have been supplied to the ship □ 5.8 Double hull construction 5.8.1 The ship is required to be constructed according to regulation 23A and complies with the requirements of .1 regulation 23A(3) (double hull construction) □ .2 regulation 23A(4) (mid-height deck tankers with double side construction) □ .3 regulation 23A(5) (alternative method approved by the Director) □ 5.8.2 The ship is required to be constructed according to and complies with the requirements of regulation 23A(7) (double bottom requirements) □ 5.8.3 The ship is not required to comply with the requirements of regulation 23A □ 5.8.4 The ship is subject to regulation 23B and .1 is required to comply with regulation 23A not later than ........................ □ .2 is so arranged that the following tanks or spaces are not used for the carriage of oil ................................................................................................. ....................................................................................................... .. □ 5.8.5 The ship is not subject to regulation 23B □ (L.N. 641 of 1994) 6. RETENTION OF OIL ON BOARD (Regulation 15) 6.1 Oil discharge monitoring and control system 6.1.1 The ship comes under category ........................................ oil tanker as defined in resolution A.496(XII) or A.586(14)* (delete as appropriate) □ * Oil tankers the keel of which is laid, or which are at a similar stage of construction, on or after 2 October 1986 should be fitted with a system approved under resolution A.586(14). (L.N. 641 of 1994) 6.1.2 The system comprises .1 control unit □ .2 computing unit □ .3 calculating unit □ 6.1.3 The system is .1 fitted with a starting interlock □ .2 fitted with automatic stopping device □ 6.1.4 The oil content meter is approved under the terms of resolution A.393(X) or A.586(14) (delete as appropriate) suitable for .1 crude oil □ .2 black products □ .3 white products □ .4 oil-like noxious liquid substances as listed in the attachment to the certificate □ (L.N. 641 of 1994) 6.1.5 The ship has been supplied with an operations manual for the oil discharge monitoring and control system □ 6.1.6 (Repealed L.N. 641 of 1994) 6.2 Slop tanks 6.2.1 The ship is provided with ....................................... dedicated slop tank(s) with the total capacity of ...................m3 which is ...................... % of the oil carrying capacity, in accordance with .1 regulation 15(2)(c) □ .2 regulation 15(2)(c)(i) □ .3 regulation 15(2)(c)(ii) □ 6.2.2 Cargo tanks have been designated as slop tanks □ 6.2.3 (Repealed L.N. 641 of 1994) 6.3 Oil/water interface detectors 6.3.1 The ship is provided with oil/water interface detectors approved under the terms of resolution MEPC.5(XIII) □ 6.4 Exemptions from regulation 15 6.4.1 The ship is exempted from the requirements of regulation 15(1), (2) and (3) in accordance with regulation 15(6) □ 6.4.2 The ship is exempted from the requirements of regulation 15(1), (2) and (3) in accordance with regulation 2(4) □ 6.5 Waiver of regulation 15 6.5.1 The requirements of regulation 15(3) are waived in respect of the ship in accordance with regulation 15(5)(b). The ship is engaged exclusively on .1 specific trade under regulation 22 ........................................................ □ .2 voyages within special area(s)- ............................................................ □ .3 voyages within 50 miles of the nearest land outside special area(s) of 72 hours or less in duration restricted to ............................................................. ....................................................................................................... .... □ (L.N. 641 of 1994) 7. PUMPING, PIPING AND DISCHARGE ARRANGEMENTS (Regulation 26) 7.1 The overboard discharge outlets for segregated ballast are located 7.1.1 above the waterline □ 7.1.2 below the waterline □ 7.2 The overboard discharge outlets, other than the discharge manifold, for clean ballast are located- (Only those outlets which can be monitored are to be indicated.) 7.2.1 above the waterline □ 7.2.2 below the waterline □ 7.3 The overboard discharge outlets, other than the discharge manifold, for dirty ballast are located- (Only those outlets which can be monitored are to be indicated.) 7.3.1 above the waterline □ 7.3.2 below the waterline in conjunction with the part flow arrangements in compliance with regulation 26(6)(e) □ 7.3.3 below the waterline □ 7.4 Discharge of oil from cargo pumps and oil lines (regulation 26(4) and (5)) 7.4.1 Means to drain all cargo pumps and oil lines at the completion of cargo discharge .1 drainings capable of being discharged to a cargo tank or slop tank □ .2 for discharge ashore a special small diameter line is provided □ 8. SHIPBOARD OIL POLLUTION EMERGENCY PLAN (Regulation 32) 8.1 The ship is provided with a shipboard oil pollution emergency plan in compliance with regulation 32 □ (L.N. 641 of 1994) 9. EQUIVALENT ARRANGEMENTS FOR CHEMICAL TANKERS CARRYING OIL 9.1 As equivalent arrangements for the carriage of oil by a chemical tanker, the ship is fitted with the following equipment in lieu of slop tanks (paragraph 6.2 above) and oil/water interface detectors (paragraph 6.3 above) 9.1.1 oily-water separating equipment capable of producing effluent with oil content less than 100 ppm, with the capacity of ................................................... m3/h □ 9.1.2 a holding tank with the capacity of ........................................................ m3 □ 9.1.3 a tank for collecting tank washings which is .1 a dedicated tank □ .2 a cargo tank designated as a collecting tank □ 9.1.4 a permanently installed transfer pump for overboard discharge of effluent containing oil through the oily-water separating equipment □ 9.2 The oily-water separating equipment has been approved under the terms of resolution A.393(X) and is suitable for the full range of Annex I products □ 9.3 The ship holds a valid Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk □ (L.N. 641 of 1994) 10. OIL-LIKE NOXIOUS LIQUID SUBSTANCES 10.1 The ship is permitted in accordance with regulation 18 of the Merchant Shipping (Control of Pollution by Noxious Liquid Substances in Bulk) Regulations (Cap. 413 sub. leg.) to carry the oil-like noxious liquid substances specified in the list attached (The list of oil-like noxious substances permitted for carriage, signed, dated and certified by a seal or a stamp of the issuing authority shall be attached.). (L.N. 641 of 1994) 11. EXEMPTION 11.1 Exemptions have been granted by the Director of Marine from the requirements of the Merchant Shipping (Prevention of Oil Pollution) Regulations 1984 in accordance with regulation 2(3) on those items listed under paragraph(s) ............................................... ......................................................................................................... of this Record. (L.N. 641 of 1994) 12. EQUIVALENTS 12.1 Equivalents have been approved by the Director of Marine from certain requirements of the Merchant Shipping (Prevention of Oil Pollution) Regulations 1984 in accordance with regulation 3 on those items listed under Paragraph(s) .......................... of this Record. (L.N. 641 of 1994) THIS IS TO CERTIFY that this Record is correct in all respects. Issued at ......................................................... (Place of issue of certificate) ................................................ 19..... ............................................................ (Signature of duly authorized official issuing the Certificate) SUR (SHIP OTHER THAN OIL TANKER) APPENDIX IV In duplicate HONG KONG OIL POLLUTION PREVENTION CERTIFICATE AND SUPPLEMENT Issued under the provisions of the Merchant Shipping (Prevention of Oil Pollution) Regulations Name of Ship Official Number Port of Registry Gross Tonnage Type of ship Ship, other than an oil tanker, or a ship with cargo tanks coming under regulation 2(4) of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS. THIS IS TO CERTIFY 1. That the ship has been surveyed in accordance with regulation 4 of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS; and 2. That the survey shows that the structure, equipment, systems, fittings, arrangement and material of the ship and the condition thereof are in all respects satisfactory and that the ship complies with the applicable requirements of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS. This Certificate is valid until .................................................................................................. Issued at ......................................................... (Place of issue of certificate) ................................................ 19..... ............................................................ (Signature of duly authorized official issuing the Certificate) THE GOVERNMENT OF HONG KONG SUPPLEMENT TO THE HONG KONG OIL POLLUTION PREVENTION CERTIFICATE (HKOPP CERTIFICATE) RECORD OF CONSTRUCTION AND EQUIPMENT FOR SHIPS OTHER THAN OIL TANKERS in respect or the provisions of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS. Notes 1. This Record shall be permanently attached to the HKOPP Certificate. The HKOPP Certificate shall be available on board the ship at all times. 2. Entries in boxes shall be made by inserting either (Y) for the answers "yes" and "applicable" or (N) for the answers "no" and "not applicable" as appropriate. 3. Regulations mentioned in this Record refer to Regulations of the MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) REGULATIONS. 4. Resolutions mentioned in this Record refer to those adopted by the International Maritime Organization. 1. PARTICULARS OF SHIP 1.1 Name of ship .......................................................................................................... 1.2 Official number ....................................................................................................... 1.3 Port of registry ....................................................................................................... 1.4 Gross tonnage ......................................................................................................... 1.5 Date of build 1.5.1 Date of building contract ................................................................................. 1.5.2 Date on which keel was laid or ship was at a similar stage of construction ......... ................................................................................................................... ... 1.5.3 Date of delivery ............................................................................................. 1.6 Major conversion (if applicable) 1.6.1 Date of conversion contract ............................................................................ 1.6.2 Date on which conversion was commenced ..................................................... 1.6.3 Date of completion of conversion .................................................................... 1.7 Status of ship 1.7.1 New ship in accordance with regulation 1(2) □ 1.7.2 Existing ship in accordance with regulation 1(2) □ 1.7.3 The ship has been accepted as an "existing ship" under regulation 1(2) due to unforeseen delay in delivery □ 2. EQUIPMENT FOR THE CONTROL OF OIL DISCHARGE FROM MACHINERY SPACE BILGES AND OIL FUEL TANKS (Regulations 14 and 16) 2.1 Carriage of ballast water in oil fuel tanks 2.1.1 The ship may under normal conditions carry ballast water in oil fuel tanks □ 2.1.2 (Repealed L.N. 641 of 1994) 2.2 Type of oil filtering equipment fitted 2.2.1 oil filtering (15 ppm) equipment (regulation 14(5)) □ 2.2.2 oil filtering (15 ppm) equipment with alarm and automatic stopping device (regulation 14(6)) □ (L.N. 641 of 1994) 2.3 The ship is allowed to operate with the existing equipment until 6 July 1998 (regulation 14(4)) and fitted with 2.3.1 oily-water separating (100 ppm) equipment □ 2.3.2 oil filtering (15 ppm) equipment without alarm □ 2.3.3 oil filtering (15 ppm) equipment with alarm and manual stopping device □ (L.N. 641 of 1994) 2.4 Approval standards 2.4.1 The separating/filtering equipment .1 has been approved in accordance with resolution A.393(X) □ .2 has been approved in accordance with resolution A.233(VII) □ .3 has been approved in accordance with National Standards not based upon resolution A.393(X) or A.233(VII) □ .4 has not been approved □ 2.4.2 The process unit has been approved in accordance with resolution A.444(XI) □ 2.4.3 The oil content meter has approved in accordance with resolution A.393(X) □ 2.5 Maximum throughput of the system is ......................................................... m3/h 2.6 Waiver of regulation 14 2.6.1 The requirements of regualtion 14(1) or (2) are waived in respect of the ship in accordance with regulation 14(3)(a). The ship is engaged exclusively on .1 voyages within special area(s)- ........................................................... ....................................................................................................... ... □ .2 voyages within 12 miles of the nearest land outside special area(s) restricted to .......................................................................................................... ....................................................................................................... ... □ 2.6.2 The ship is fitted with holding tank(s) having a volume of ............ m3 for the total retention on board of all oily bilge water □ 3. MEANS FOR RETENTION AND DISPOSAL OF OIL RESIDUES (SLUDGE) (Regualtion 25) 3.1 The ship is provided with oil residue (sludge) tanks as follows Tank Identification Tank Location Volume m3 Frames (from)-(to) Lateral Position Total volume ............... m3 3.2 Means for the disposal of residues in addition to the provisions of sludge tanks 3.2.1 incinerator for oil residues; capacity ....................................................... 1/h □ 3.2.2 auxiliary boiler suitable for burning oil residues □ 3.2.3 tank for mixing oil residues with fuel oil; capacity ................................... m3 □ 3.2.4 other acceptable means ................................................................................................................. □ (L.N. 641 of 1994) 4. STANDARD DISCHARGE CONNECTION (Regulation 25(3)) 4.1 The ship provided with a pipeline for the discharge of residues from machinery bilges to reception facilities, fitted with a standard discharge connection in accordance with regulation 25(3) □ 5. SHIPBOARD OIL POLLUTION EMERGENCY PLAN (Regulation 32) 5.1 The ship is provided with a shipboard oil pollution emergency plan in compliance with regulation 32 □ (L.N. 641 of 1994) 6. EXEMPTION 6.1 Exemptions have been granted by the Director of Marine from the requirements of the Merchant Shipping (Prevention of Oil Pollution) Regulations 1984 in accordance with regulation 2(3) on those items listed under paragraph(s) ............................................... .......................................................................................................... of this Record. (L.N. 641 of 1994) 7. EQUIVALENTS 7.1 Equivalents have been approved by the Director of Marine from certain requirements of the Merchant Shipping (Prevention of Oil Pollution) Regulations 1984 in accordance with regulation 3 on those items listed under paragraph(s) ............................. of this Record. (L.N. 641 of 1994) THIS IS TO CERTIFY that this Record is correct in all respects. Issued at ......................................................... (Place of issue of the Record) ................................................ 19..... ............................................................ (Signature of duly authorized official issuing the Record) (L.N. 641 of 1994; 32 of 2000 s. 48) SCHEDULE 2 OIL RECORD BOOKS VerDate:09/06/2000 [regulation 10(1)] 1. CONTENTS APPENDIX I OIL RECORD BOOK (PART I)-ALL SHIPS-(MACHINERY SPACE OPERATIONS) APPENDIX II OIL RECORD BOOK (PART II)-OIL TANKERS-(CARGO/BALLAST OPERATIONS) 2. NOTE Any reference in this Schedule to a regulation means a regulation of that number in Annex I of the Convention. APPENDIX I OIL RECORD BOOK (PART I) MACHINERY SPACE OPERATIONS (ALL SHIPS) Name of ship ........................................................................... ............................................. Official Number ........................................................................... ......................................... Gross tonnage ........................................................................... ............................................ Period From ..................................................................... to ................................................ OIL RECORD BOOK (PART I) PART I-MACHINERY SPACE OPERATIONS INTRODUCTION Part I of the Oil Record Book is required to record machinery space operations for every ship of 400 tons gross tonnage and above, other than oil tankers, and every oil tanker of 150 tons gross tonnage and above.For oil tankers, Oil Record Book Part II shall also be provided to record relevant cargo ballast operations. The following pages list items which are, when appropriate, to be recorded in the Oil Record Book in accordance with regulation 10 of the Merchant Shipping (Prevention of Oil Pollution) Regulations 1984. The items have been grouped into operational sections, each of which is denoted by a letter code. When making entries in the Oil Record Book, the date, operational code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank space. Each completed operation shall be signed for and dated by the officer or officers in charge. Each completed page shall be signed by the master of the ship. The Oil Record Book contains many references to oil quantity. The limited accuracy of tank measurement devices, temperature variations and clingage will affect the accuracy of these readings. The entries in the Oil Record Book should be considered accordingly. LIST OF ITEMS TO BE RECORDED (A) BALLASTING OR CLEANING OF OIL FUEL TANKS 1. Identity of tank(s) ballasted. 2. Whether cleaned since they last contained oil and, if not, type of oil previously carried. 3. Cleaning process .1 Position of ship and time at the start and completion of cleaning; .2 Identity of tank(s) in which one or another method has been employed (rinsing through, steaming, cleaning with chemicals; type and quantity of chemicals used); .3 Identity of tank(s) into which cleaning water was transferred. 4. Ballasting .1 Position of ship and time at start and end of ballasting; .2 Quantity of ballast if tanks are not cleaned; .3-.4 (Repealed 32 of 2000 s. 48) (B) DISCHARGE OF DIRTY BALLAST OR CLEANING WATER FROM OIL FUEL TANKS REFERRED TO UNDER SECTION (A) 5. Identity of tank(s). 6. Position of ship at start of discharge. 7. Position of ship on completion of discharge. 8. Ship's speed(s) during discharge. 9. Method of discharge .1 Through 100 ppm equipment; .2 Through 15 ppm equipment; .3 To reception facilities. 10. Quantity discharged. (C) COLLECTION AND DISPOSAL OF OIL RESIDUES (SLUDGE) 11. Collection of oil residues Quantity of oil residues (sludge) retained on board at the end of a voyage, but not more frequently than once a week. When ships are on short voyages, the quantity should be recorded weekly(1) .1 Separated sludge (sludge resulting from purification of fuel and lubricating oils) and other residues, if applicable Identity of tank(s) ...........; Capacity of tank(s) ........... m3; Total quantity of retention ........... m3; .2 Other residue (such as oil residues resulting from drainages, leakages, exhausted oil etc. in the machinery space), if applicable due to tank arrangement in addition to .1 Identity of tank(s) ..........; Capacity of tank(s) ........... m3; Total quantity of retention ........... m3. 12. Methods of disposal of residues State quantity of oil residues disposed of, the tank(s) emptied and the quantity of contents retained .1 To reception facilities (identify port)(2); .2 Transferred to another (other tank(s) (indicate tank(s) and the total content of tank(s)); .3 Incinerated (indicate total time of operation); .4 Other method (state which). (D) NON-AUTOMATIC DISCHARGE OVERBOARD OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES 13. Quantity discharged or disposed of. 14. Time of discharge or disposal (start and stop). 15. Method of discharge or disposal .1 through 100 ppm equipment (state position at start and end); .2 through 15 ppm equipment (state position at start and end); .3 to reception facilities (identify port)(2); .4 transfer to slop tank or holding tank (indicate tank(s); state quantity transferred and the total quantity retained in tank(s)). (E) AUTOMATIC DISCHARGE OVERBOARD OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES 16. Time and position of ship when the system has been put into automatic mode of operation for discharge overboard. 17. Time when the system has been put into automatic mode of operation for transfer of bilge water to holding tank (identify tank). 18. Time when the system has been put to manual operation. 19. Method of discharge overboard .1 Through 100 ppm equipment; .2 Through 15 ppm equipment. (F) CONDITION OF OIL DISCHARGE MONITORING AND CONTROL SYSTEM 20. Time of system failure. 21. Time when system has been made operational. 22. Reasons for failure. (G) ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL 23. Time of occurrence. 24. Place or position of ship at time of occurrence. 25. Approximate quantity and type of oil. 26. Circumstances of discharge or escape, the reasons therefor and general remarks. (H) BUNKERING OF FUEL OR BULK LUBRICATING OIL 27. Bunkering .1 Place of bunkering; .2 Time of bunkering; .3 Type and quantity of fuel oil and identity of tank(s) (state quantity added and total quantity of tank(s)). .4 Type and quantity of lubricating oil and identity of tank(s) (state quantity added and total content of tank(s)). (I) ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS NAME OF SHIP ........................................................................... ...................................... OFFICIAL NUMBER ........................................................................... .............................. MACHINERY SPACE OPERATIONS Date Code (letter) Item (number) Record of operations/signature of officer in charge Signature of Master ........................ (L.N. 641 of 1994) APPENDIX II OIL RECORD BOOK (PART II) CARGO/BALLAST OPERATIONS (OIL TANKERS) Name of ship ........................................................................... ........................................... Official Number ........................................................................... ....................................... Gross tonnage ........................................................................... .......................................... Period From .......................................................... to ......................................................... OIL RECORD BOOK (PART II) PART II-CARGO/BALLAST OPERATIONS INTRODUCTION Part II of the Oil Record Book is required to record cargo/ballast operations for every oil tanker of 150 tons gross tonnage and above. Such a tanker shall also be provided with Oil Record Book Part I to record relevant machinery space operations. The following pages list items which are, when appropriate to be recorded in the Oil Record Book in accordance with regulation 10 of the Merchant Shipping (Prevention of Oil Pollution) Regulations. The items have been grouped into operational sections, each of which is denoted by a letter. When making entries in the Oil Record Book, the date, operational code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank spaces. Each completed operation shall be signed for and dated by the officer or officers in charge. Each completed page shall be countersigned by the master of the ship. In respect of the oil tankers engaged in specific trades in accordance with regulation 22 of the Merchant Shipping (Prevention of Oil Pollution) Regulations, the appropriate entry in the Oil Record Book shall be endorsed by the competent Port State Authority. NAME OF SHIP ........................................................................... ...................................... OFFICIAL NUMBER ........................................................................... .............................. PLAN VIEW OF CARGO AND SLOP TANKS (to be completed on board) Identification of the tanks Capacity (m3) Depth of slop tank(s)(m): (Give the capacity of each tank and the depth of slop tank(s)) LIST OF ITEMS TO BE RECORDED (A) LOADING OF OIL CARGO 1. Place of loading. 2. Type of oil loaded and identity of tank(s). 3. Total quantity of oil loaded (state quantity added and the total content of tank(s)). (B) INTERNAL TRANSFER OF OIL CARGO DURING VOYAGE 4. Identity of tank(s) .1 From: .2 To: (state quantity transferred and total quantity of tank(s)) 5. Was (Were) the tank(s) in 4.1 emptied? If not, state the quantity retained. (C) UNLOADING OF OIL CARGO 6. Place of unloading. 7. Identity of tank(s) unloaded. 8. Was (Were) the tank(s) emptied? (If not, state quantity retained.). (D) CRUDE OIL WASHING (COW TANKERS ONLY) (To be completed for each tank being crude oil washed) 9. Port where crude oil washing was carried out or ship's position if carried out between two discharge ports. 10. Identity of tank(s) washed.(3) 11. Number of machines in use. 12. Time of start of washing. 13. Washing pattern employed.(4) 14. Washing line pressure. 15. Time washing was completed or stopped. 16. State method of establishing that tank(s) was (were) dry. 17. Remarks.(5) (E) BALLASTING OF CARGO TANKS 18. Position of ship at start and end of ballasting. 19. Ballasting process .1 Identity of tank(s) ballasted; .2 Time of start and end; .3 Quantity of ballast received. Indicate total quantity of ballast for each tank involved in the operation. (F) BALLASTING OF DEDICATED CLEAN BALLAST TANKS (CBT TANKERS ONLY) 20. Identity of tank(s) ballasted. 21. Position of ship when water intended for flushing, or port ballast was taken to dedicated dean ballast tank(s) 22. Position of ship when pump(s) and lines were flushed to slop tank. 23. Quantity of the oily-water which, after line flushing, is transferred to the slop tank(s) or cargo tank(s) in which slop is preliminarily stored (identify tank(s)). State the total quantity. 24. Position of ship when additional ballast water was taken to dedicated clean ballast tank(s). 25. Time and position or ship when valves separating the dedicated clean ballast tanks from cargo and stripping lines were closed. 26. Quantity of clean ballast taken on board. (G) CLEANING OF CARGO TANKS 27. Identity of tank(s) cleaned. 28. Port or ship's position. 29. Duration of cleaning. 30. Method of cleaning.(6) 31. Tank washings transferred to .1 reception facilities (state port and quantity);(7) .2 Slop tank(s) or cargo tank(s) designated as slop tank(s) (identify tank(s); state quantity transferred and total quantity). (H) DISCHARGE OF DIRTY BALLAST 32. Identity of tank(s). 33. Position of ship at start of discharge into the sea. 34. Position of ship on completion of discharge into the sea. 35. Quantity discharged into the sea. 36. Ship's speed(s) during discharge. 37. Was the discharge monitoring and control system in operation during the discharge? 38. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge? 39. Quantity of oily-water transferred to slop tank(s) (identify slop tank(s). State total quantity). 40. Discharged to shore reception facilities (identify port and quantity involved).(7) (I) DISCHARGE OF WATER FROM SLOP TANKS INTO THE SEA 41. Identity of slop tank(s). 42. Time of settling from last entry of residues, or 43. Time of settling from last discharge. 44. Time and position of ship at start of discharge. 45. Ullage of total contents at start of discharge. 46. Ullage of oil/water interface at start of discharge. 47. Bulk quantity discharged and rate of discharge. 48. Final quantity discharged and rate of discharge. 49. Time and position of ship on completion of discharge. 50. Was the discharge monitoring and control system in operation during the discharge? 51. Ullage of oil/water interface on completion of discharge. 52. Ship's speed(s) during discharge. 53. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge? 54. Confirm that all applicable valves in the ship's piping system have been closed on completion of discharge from the slop tanks. (J) DISPOSAL OF RESIDUES AND OILY MIXTURES NOT OTHERWISE DEALT WITH 55. Identity of tank(s). 56. Quantity discharged of from each tank. (State the quantity retained). 57. Method of the disposal .1 to reception facilities (identify port and quantity involved);(7) .2 mixed with cargo (state quantity); .3 transferred to other tank(s): identify tank(s); state quantity transferred and total quantity in tank(s); .4 other method (state which); state quantity disposed of. (K) DISCHARGE OF CLEAN BALLAST CONTAINED IN CARGO TANKS 58. Position of ship at start of discharge of clean ballast. 59. Identity of tank(s) discharged. 60. Was (Were) the tank(s) empty on completion? 61. Position of ship on completion if different from 58. 62. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge? (L) DISCHARGE OF BALLAST FROM DEDICATED CLEAN BALLAST TANKS (CBT TANKERS ONLY) 63. Identity of tank(s) discharged. 64. Time and position of ship at start of discharge of clean ballast into the sea. 65. Time and position of ship on completion of discharge into the sea. 66. Quantity discharged .1 Into the sea; or .2 To reception facility (identify port). 67. Was there any indication of oil contamination of the ballast water before or during discharge into the sea? 68. Was the discharge monitored by an oil content meter? 69. Time and position of ship when valves separating dedicated clean ballast tanks from the cargo and stripping lines were closed on completion of deballasting. (M) CONDITION OF OIL DISCHARGE MONITORING AND CONTROL SYSTEM 70. Time of system failure. 71. Time when system has been made operational. 72. Reasons for failure. (N) ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL 73. Time of occurrence. 74. Port or ship's position at time of occurrence. 75. Approximate quantity and type of oil. 76. Circumstances of discharge or escape, the reasons therefor and general remarks. (O) ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS TANKERS ENGAGED IN SPECIFIC TRADES (P) LOADING OF BALLAST WATER 77. Identity of tank(s) ballasted. 78. Position of ship when ballasted. 79. Total quantity of ballast loaded in cubic metres. 80. Remarks. (Q) RE-ALLOCATION OF BALLAST WATER WITHIN THE SHIP 81. Reasons for re-allocation. (R) BALLAST WATER DISCHARGE TO RECEPTION FACILITY 82. Port(s) where ballast water was discharged. 83. Name or designation of reception facility. 84. Total quantity of ballast water discharged in cubic meters. 85. Date, signature and stamp of port authority official. NAME OF SHIP ........................................................................... ...................................... OFFICIAL NUMBER ........................................................................... .............................. CARGO/BALLAST OPERATIONS Date Code (letter) Item (number) Record of operations/signature of officer in charge Signature of Master .................................. (L.N. 641 of 1994) Note: (1) Only in tanks listed in item 3 of the Supplement to the Certificate in Appendix I and II of Schedule 1, and item 3 of Supplements to the HKOPP Certificate in Appendix III and IV of Schedule 1. (2) Ships' masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book, may aid the master of the ship in proving an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book. (3) When an individual tank has more machines than can be operated simultaneously, as described in the Operations and Equipment Manual, then the section being crude oil washed should be identified, e.g. No. 2 centre, forward section. (4) In accordance with the Operations and Equipment Manual, enter whether single-stage or multi-stage method of washing is employed. If multi-stage method is used, give the vertical arc covered by the machines and the number of times that arc is covered for that particular stage of the programme. (5) If the programmes given in the Operations and Equipment Manual are not followed, then the reasons must be given under Remarks. (6) Hand hosing, machine washing and / or chemical cleaning. Where chemically cleaned, the chemical concerned and amount used should be stated. (7) Ship's master should obtain from the operator of the reception facilities which include barges and tank trucks a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book. SCHEDULE 3 SPECIFICATIONS FOR POLLUTION PREVENTION EQUIPMENT FOR MACHINERY SPACE BILGES OF SHIPS VerDate:09/06/2000 [regulations 14 & 20(3)] 1 INTRODUCTION 1.1 General 1.1.1 The specifications in respect of oil filtering equipment 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 oily mixtures with an oil content of more than 15 ppm of the mixture. 1.1.2 The development and testing of high capacity separating equipment designed for dealing with effluent from cargo tanks on tankers poses special problems and such equipment does not require to be tested under these specifications. Such development and tests should not be hindered and the Director is prepared to accept deviations from these specifications when they are considered necessary in this context. 1.1.3 Gravitational filtering equipment cannot be expected to be effective over the complete range of oils which might be carried on board ship, nor can it deal satisfactorily with oil of very high relative density or with a mixture presented to it as an emulsion. Cleansing agents used for cleaning purposes in machinery spaces may cause these emulsions in bilge water. To avoid this, only those cleansing agents which do not affect the performance of the equipment should be used, and care should be taken that the bilge water is fed to the filtering equipment after the emulsion has broken. Considering that not all designs of equipment are affected in the same way by cleansing agents, the manufactures of filtering and monitoring equipment should supply recommendations concerning the use of cleansing agents, and these recommendations should be followed in shipboard practice. 1.1.4 Where a range of filtering equipment of the same design, but of different capacities, requires certification in accordance with these specifications, and where the largest capacity in the range does not exceed 50 m 3 per hour, the Director may accept tests in 2 capacities within the range, in lieu of tests on every size, providing that the 2 tests actually performed are from the lowest quarter and highest quarter of the range. 1.2 Purpose 1.2.1 These Specifications contain requirements regarding the design, installation, performance and testing of pollution prevention equipment required by regulation 14. 1.2.2 The purpose of these Specifications is .1 to provide a uniform interpretation of the requirements of regulation 14; .2 to assist in determining appropriate design, construction and operational parameters for pollution prevention equipment when such equipment is fitted in ships; .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 Specifications apply .1 to installations fitted to ships, the keels of which are laid or which are at a similar stage of construction on or after 30 April 1994; and .2 to new installations fitted on or after 30 April 1994 to ships, the keels of which were laid or which were at a similar stage of construction before 30 April 1994 in so far as is reasonable and practicable. 1.3.2 Installations fitted to ships the keels of which were laid or which were at a similar stage of construction before 30 April 1994 should comply either with the requirements contained in the Specifications adopted under the IMO resolution A.393(X) or with the requirements contained in these Specifications. 1.4 Summary of requirements 1.4.1 The approval requirements for pollution prevention equipment specified in these Specifications are summarized below .1 the oil filtering equipment should be tested for type approval in accordance with the procedures described in Part 1 of the Annex, subject to environmental tests specified Part 3 of the Annex; and .2 the oil content meter for the bilge alarms 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 relating to pollution prevention equipment for ships are set out in regulation 14, which stipulates that ships of 400 tons gross registered tonnage and above should be installed with approved equipment. 2.2 Regulation 14(6) stipulates that the effluent from oil filtering equipment should not exceed 15 ppm. The bilge alarm shall activate to indicate when this level cannot be maintained. 3 DEFINITIONS 3.1 Pollution prevention equipment 3.1.1 For the purpose of these Guidelines and Specifications pollution prevention equipment installed in a ship in compliance with regulation 14 comprises .1 oil filtering equipment (15 ppm); and .2 15 ppm bilge alarms. 3.2 Oil filtering equipment 3.2.1 Oil filtering equipment may include any combination of a separator, filter or coalescer, and also a single unit designed to produce an effluent with oil content not exceeding 15 ppm. 3.3 Bilge alarm 3.3.1 The bilge alarm arrangements specified in regulation 14(6) are referred to in these Specifications as a "bilge alarm". 3.4 ppm 3.4.1 "ppm" (百萬分之) means parts of oil per million parts of water by volume. 4 TECHNICAL SPECIFICATIONS 4.1 Oil filtering equipment 4.1.1 The equipment 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 equipment should be placed in a non-hazardous area, or should be certified by the Director 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 equipment should be so designed that it functions automatically. However, provisions should be made for emergency manual control. 4.1.4 Changing the feed to the oil filtering equipment from oily-water to oil, or from oil and/or water to air should not result in a 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, and when fitted in unattended machinery spaces 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 equipment which are liable to wear or to damage should be easily accessible for maintenance. 4.2 Oil content meters 4.2.1 These Specifications relate to oil content meters for bilge alarms. 4.2.2 The meters should resist corrosion in conditions of the marine environment. 4.2.3 The meters 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 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 meter should not contain or use any substance of a dangerous nature, unless adequate arrangements, acceptable to the Director, are provided to eliminate any hazards introduced thereby. 4.2.5 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 in accordance with instructions drawn up at the time of manufacture are permitted. 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 paragraph 2.2.1 of Part 2 of the Annex. 4.2.6 The response time of the meter, that is, the time which elapses between an alteration in the sample being supplied to the meter and the meter showing the correct response, should not exceed 20 seconds. 4.2.7 The meter should be fitted with an alarm device which can be set to operate automatically at any pre-stated value either to alert the crew of the ship or to operate control valves. The meter for the bilge alarm should be fitted with an alarm device which should be pre-set by the manufacturer to activate when the effluent exceeds 15 ppm. These alarms should also operate automatically if at any time the meter 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, and to confirm the accuracy and repeatability of the instrument reading. 5 SPECIFICATIONS FOR TYPE APPROVAL TESTING OF POLLUTION PREVENTION EQUIPMENT 5.1 Testing requirements 5.1.1 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 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 Specifications may be approved by the Director 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 equipment should be carried on board ships fitted with such equipment at all times. 5.2.2 A certificate of type approval for an oil content meter should be issued for the bilge alarm. 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 2 countries concerned should consult one another with a view to reaching a mutually acceptable agreement. 6 INSTALLATION REQUIREMENTS 6.1 Oil filtering equipment 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 equipment outlet. Recirculating facilities should be provided to enable the oil filtering equipment to be tested with the overboard discharge closed at initial and periodic surveys. 6.1.2 Means should be taken to ensure that, in practice, the rated capacity of the equipment is not exceeded by .1 connecting only pumps of a capacity equal to, or less than, that of the equipment; or .2 permanently restricting the discharge to the equipment where larger pumps may be connected. 6.1.3 In any case, equipment should not be supplied from a pump which has a capacity more than 1.5 times the rated capacity of the equipment. 6.1.4 The equipment should be fitted with a permanently attached plate giving any operational or installation limits considered necessary by the manufacturer or the Administration. 6.2 Oil content meters for bilge alarms 6.2.1 The layout of the shipboard installation should be arranged so that the overall response time between an alteration in the mixture being pumped and the alteration in the meter reading should be as short as possible and in any case not more than 40 seconds, to allow for remedial action being taken before the oil content of the mixture being discharged exceeds the permissible limit. 6.2.2 The arrangement on board ship for the extraction of samples from the discharge line to the meter should give a truly representative sample of the effluent. Sampling points should be arranged in all discharge pipes which have to be monitored for compliance with these Regulations. 6.2.3 Where these Regulations require records, the oil content meter should be so designed and constructed that any operation carried out on the oil filtering equipment is automatically registered by the meter. ANNEX This Annex provides detailed Test and Performance Specifications for pollution prevention equipment and contains Part 1- Test and Performance Specifications for Type Approval of Oil Filtering Equipment Part 2- Test and Performance Specifications for Type Approval of Oil Content Meters for Bilge Alarms Part 3- Specifications for Environmental Testing for Type Approval of Pollution Prevention Equipment Part 4- Method for the Determination of Oil Content Part 5- Documentation of Approval PART 1 TEST AND PERFORMANCE SPECIFICATIONS FOR TYPE APPROVAL OF OIL FILTERING EQUIPMENT 1.1 General 1.1.1 These Test and Performance Specifications for Type Approval relate to oil filtering equipment. In addition, the electrical and electronic systems of the equipment should be tested in accordance with the Specifications for Environmental Testing contained in Part 3 of this Annex. 1.1.2 The equipment being tested should comply with the relevant requirements of the technical specifications contained in section 4.1 of these Specifications. 1.2 Test specifications 1.2.1 These Specifications relate to oil filtering equipment of low to medium capacity. Oil filtering equipment should be capable of giving an effluent containing not more than 15 ppm of oil irrespective of the oil content (from 0% to 100%) of the feed supplied to it. 1.2.2 The oil/water mixture, with which the system has in practice to deal, 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. It is, therefore, desirable that the test rig be so constructed as to include not only the equipment, but also the pump and the most important of the valves, pipes, etc. (for an example see Figures 1a and 1b). The pipework should be designed for a maximum liquid velocity of 3 m/s. 1.2.3 The tests should be carried out with a supply rate equal to the full throughput for which the equipment is designed. 1.2.4 Tests should be performed using 2 grades of oil. The tests described in 1.2.10 and 1.2.11 should be carried out using either .1 a residual fuel oil (test oil A1) of a relative density of not less than 0.94 at 15℃ and of a viscosity of not less than 17 centistokes at 100℃ (220 centistokes at 37.8℃), and a light distillate fuel oil (test oil B1) having a relative density of not less than 0.83 at 15℃; or .2 for ships which use residual fuel oil of higher density and viscosity than that referred to above, the test should be carried out with a residual fuel oil (test oil C1) of relative density not less than 0.98 at 15℃ and a viscosity of not less than 25 centistokes at 100℃ (440 centistokes at 37.8℃), and a light distillate fuel oil (test oil B1) having a relative density of not less than 0.83 at 15℃. If the equipment 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 equipment is fitted with heating facilities.". 1.2.5 If the filtering equipment includes an integrated feed pump, this equipment should be tested with that pump supplying the required quantity of oil and water to the equipment at its rated capacity. If the equipment is to be fed by the ship's bilge pumps, then the unit will be tested by supplying the required quantity of oil and water mixture to the inlet of a centrifugal pump operating at not less than 1000 rpm. This pump should have a delivery capacity of not less than 1.5 times the rated capacity of the equipment at the delivery pressure required for the test. The variation in oil/water ratio will be obtained by valves on the oil and water suction pipes adjacent to the pump suction, and the flow rate of oil and water or the oil content of the supply to the equipment should be monitored. If a centrifugal pump is used, the excess pump capacity should be dissipated by either a bypass to the suction side, or by a throttle valve or standard orifice plate on the discharge side. In all cases, to ensure uniform conditions, the piping arrangements immediately prior to the equipment should be such that the influent to the equipment should have a Reynolds Number of not less than 10000 as calculated in fresh water, a liquid velocity of not less than 1 m/s and the length of the supply pipe from the point of oil injection to the equipment 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 equipment inlet and an outlet sampling point and observation window should be provided on the discharge pipe. Figures 1a and 1b give diagrammatic representations of 2 possible test rigs, though it should be noted that the water and oil from the equipment need not be led back to the supply tanks. Where the water and oil are re-circulated during the test, additional sampling points should be fitted in the water and oil lines to the mixture pump in order to check the quality of the water and oil being supplied to the pump. Figure 1 Diagrammatic arrangements of test facilities Typical test rigs: Figure 1a Figure 1b In order to approach isokinetic sampling, i.c. where the sample enters the sampling pipe at stream velocity, the sampling arrangements should be as shown in Figure 2 and, if a cock is fitted, free flow should be effected for at least 1 minute before any sample is taken. The sampling points should be in pipes running vertically. Figure 2 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 2 mm. E Detail E, chisel-edged chamfer (30o). 1.2.6 The following tests should be carried out .1 for residual fuel oils of relative density of not less than 0.94 at 15℃, with water having a relative density of not more than 1.015 at 15℃; .2 for residual fuel oils of relative density of 0.98 and above at 15℃, with water having a relative density of not more than 1.015 at 15℃. 1.2.7 In the case of equipment depending essentially on gravity, the feed to the system of the test water and oil water mixture should be maintained at a temperature not greater than 40℃, and heating and cooling coils should be provided where necessary. 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 10℃ to 40℃ 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 equipment, 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 To ensure that the equipment commences the test with the oil section full of oil and with the supply line impregnated with oil, the equipment should, after filling with water and while in the operating condition, be fed with pure oil for not less than 5 minutes. 1.2.10 The equipment should be fed with a mixture composed of between 5000 and 10000 ppm of oil in water until steady conditions have been established. Steady conditions are assumed to be the conditions established after pumping through the equipment a quantity of oil/water mixture not less than twice the volume of the equipment. The test should then proceed for 30 minutes. Samples should be taken at the water outlet at 10 minutes and 20 minutes 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 water discharge as the flow ceases (this point can be checked from the observation window). 1.2.11 A test identical to that described in 1.2.10, including the opening of the air cock, should be carried out with a mixture composed of approximately 25%** oil and 75%** water. 1.2.12 The equipment should be fed with 100%** oil for at least 5 minutes during which time the observation window should be checked for any oil discharge. Sufficient oil should be fed into the equipment to operate the automatic oil discharge valve. After the operation of the oil discharge valve, the test should be continued for 5 minutes using a 100%** oil supply in order to check the sufficiency of the oil discharge system. 1.2.13 The equipment should be fed with water for 15 minutes. Samples of the separated water effluent should be taken at the beginning of the test and after the first 10 minutes. 1.2.14 A test lasting a minimum of 3 hours should be carried out to check that the equipment will operate continuously and automatically. This trial should use a cycle varying progressively from water to oily mixture with approximately 25%** oil 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 equipment is being fed with 25%** oil, a water effluent sample should be taken for analysis. 1.2.15 Sampling should be carried out as shown in Figure 2 so that the sample taken will suitably represent the fluid issuing from the water outlet of the equipment. 1.2.16 One-litre narrow necked glass flasks utilizing caps with Teflon seals or equivalent should be used to collect the samples. Samples should be preserved with the addition of 5 ml of hydrochloric acid (see paragraph 4.3.1 of Part 4 of this Annex), unless 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 Director and arrangements should be made for analysis as soon as possible and in any case within 7 days provided the samples are being kept between 2℃ and 6℃ at laboratories approved by the Director. 1.2.17 The oil content of the samples should be determined in accordance with Part 4 of the Annex. 1.2.18 When accurate and reliable oil content meters are fitted at inlet and outlet of the equipment, 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. 1.2.19 In the presentation of the results, the following data should be reported, using the International Metric System of Units .1 properties of the oil relative density at 15℃ viscosity (centistokes at 100℃/37.8℃) flashpoint ash water content (total); .2 properties of the water relative density at 15℃ with details of any solid matter present; .3 temperature at the inlet to the equipment; .4 the method used in analysis of all samples taken and the results thereof together with meter readings where appropriate; .5 a diagram of the test rig; and .6 a diagram of the sampling arrangements. 1.2.20 The recommendations of the manufacturer of the filtering equipment concerning the choice and application of cleansing agents used for cleaning purposes in machinery spaces should be recorded in the appendix to the certificate of type approval. If the manufacturer declares that the user is free in the choice and application of cleansing agents because this does not affect the performance of the equipment, then this is to be recorded also. The manufacturer should include this information in the instruction manual for the filtering equipment. PART 2 TEST AND PERFORMANCE SPECIFICATIONS FOR TYPE APPROVAL OF OIL CONTENT METERS FOR BILGE ALARMS 2.1 General 2.1.1 These Test and Performance Specifications relate to oil content meters for bilge alarms. In addition, the electrical and electronic section of these systems should be tested in accordance with the Specifications for Environmental Testing contained in Part 3 of this Annex. 2.1.2 The meter being tested should comply with all the relevant requirements of the technical specifications contained in section 4.2 of these Specifications. 2.2 Test specifications 2.2.1 For a meter designed for a bilge alarm, the accuracy should be within + 5 ppm. The accuracy of bilge alarms 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 arrangements 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 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 meter should be checked and it should also 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 oil content meters is given in Figure 3. The accuracy of the oil content meter will be determined by comparing its readings against a known flow of oil 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 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 nearly continuous quantity of oil. 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 up-stream of the oil content meter inlet to minimize time lags. Figure 3 Diagrammatic arrangements of test facilities 2.2.5 The oil content meter will be calibrated and zeroed as per the manufacturer's instructions. It will then be tested with light distillate fuel oil of a relative density of not less than 0.83 at 15℃ at the following concentrations in ppm: 0, 15, and at the full scale of the meter. Each concentration test will last for 15 minutes. Following each concentration test, the meter will be run on oil-free water for 15 minutes and the reading noted. If it proves necessary to re-zero or re-calibrate the meter during this test, this fact will be noted. 2.2.6 The oil content meter for the bilge alarms should undergo contaminant tests as follows the oil content meter for the bilge alarms should be run on a 10 ppm light distillate fuel oil sample, and each of the 3 contaminants listed below will be added to the water tank in the concentrations given. Any shift in the meter reading should be noted and recorded on the Certificate. Contaminants Fresh water (if seawater is used for the test programme). Very salt water-6% common salt with tap water. Non-soluble suspended solids-about 10 ppm air cleaner test dust to the following specifications Size in micrometres Percentage of total weight 0 - 5 5 - 10 10 - 20 20 - 40 40 - 80 39±2 18±3 16±3 18±3 9±3 2.2.7 The meter should be run on a 15 ppm light distillate fuel oil sample. The water pressure or flow rate of the mixture should be adjusted from one-half normal to normal and twice normal. Any effect of these changes on the meter reading should be noted and recorded on the Certificate. This test may require modification for meters with flow or pressure regulators or meters designed to discharge into an ambient pressure sump. 2.2.8 The meter should be run on a 15 ppm light distillate fuel oil sample. The water and oil injection pumps should be shut off. The meter will be left turned on with no other changes made. After 8 hours, the water and oil injection pump should be turned on and set to provide a mixture of 15 ppm. The meter readings before and after each test and any damage to the meter should be noted and recorded on the Certificate. This test determines also the proper functioning of the low flow shut-off and alarm. 2.2.9 If the meter requires any utilities besides electricity, it should be tested with these utilities at 110% and 90% of the design figures. 2.2.10 The meter should be calibrated and zeroed. A 15 ppm light distillate fuel oil sample should be run through the meter for 8 hours and any calibration drift noted. Following this, the meter should be run on oil-free water and any zero drift noted and recorded on the Certificate. 2.2.11 The response time is to be taken for the meter to give an alarm at 15 ppm oil concentration after the supply to the meter is changed from clean water to oily water, having more than 15 ppm oil. The colour of the water supplied to the meter is not to affect the operation of the instrument. The meter is to be tested for colour using 2.5 ppm black ink. The meter is to show no deviation when tested for colour using 2.5 ppm black ink. 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, using 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. 2.2.13 The recommendations of the manufacturer of the oil content meter concerning the choice and application of cleansing agents used for cleaning purposes in machinery spaces should be recorded in the appendix to the certificate of type approval. If the manufacturer declares that the user is free in the choice and application of cleansing agents because this will/does not affect the performance of the equipment, then this is to be recorded also. The manufacturer should include this information in the instruction manual of the oil content meter. PART 3 SPECIFICATIONS FOR ENVIRONMENTAL TESTING FOR TYPE APPROVAL OF POLLUTION PREVENTION EQUIPMENT 3.1 General 3.1.1 The specifications for environmental testing for type approval relate to the electrical and electronic sections of .1 oil filtering equipment; and .2 bilge alarms. The equipment 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 3.2.1.1 The electrical and electronic sections of the pollution control 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 Director 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 2 of Part 5 of this Annex, should be submitted to the Director by the manufacturer, together with the application for type approval. 3.2.2 Test specification details 3.2.2.1 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 + 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 3 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. .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 hours, to .2.1.1 a low temperature test at 0℃; and .2.1.2 a high temperature test at 55℃. 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 .3.1 equipment should be left switched off for a period of 2 hours at a temperature of 55℃ 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 .4.1 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 .5.1 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 4.1 Scope and application 4.1.1 The method includes the measurement of most light oil fractions, although some loss of volatile components will occur during the extractions. 4.1.2 The method has a nominal working range from 2 to 80 mg/l. The lower level of detection can be improved to 0.1 mg/l by using longer path-length cells. The upper limit of the method can be extended at least to 1000 mg/l by preparing dilutions of the sample extract. 4.2 Summary of method The sample is acidified to a low pH and extracted with 2 volumes of carbon tetrachloride. The oil content is determined by comparison of the infra-red absorbances of the sample extract against known concentrations of the appropriate reference oil. Other suitable non-infra-red active solvents may be used if preferred. 4.3 Sample and storage 4.3.1 A representative sample of 1 litre volume is collected in a narrow-neck glass bottle with a pressure-sealing cap. Unless the sample will be extracted on the day of collection, it is preserved with the additional of 5 ml hydrochloric acid (HCl) (4.5.1). 4.3.2 Because losses of oily matter will occur on sampling equipment, the collection of a composite sample is impractical. Individual portions collected at prescribed time intervals must be analysed separately to obtain the average concentration over an extended period. 4.4 Apparatus 4.4.1 Separatory funnel, 1000 ml volume, with Teflon stopcock. 4.4.2 Infra-red spectrophotometer. 4.4.3 Cells, 5 mm path-length, sodium chloride or infra-red-grade quartz with a minimum of 80% transmittance at 2930 cm-1 The 5 mm path-length is recommended as being convenient for monitoring levels normally encountered. Longer path-lengths may be used. 4.4.4 Filter paper, medium grade, 12.5 cm. 4.5 Reagents 4.5.1 Hydrochloric acid, HCI 1:1. Mix equal amounts of concentrated HCI and distilled water. 4.5.2 Sodium chloride, NaCI reagent grade. 4.5.3 Carbon tetrachloride, CCI 4 reagent grade. 4.5.4 Oil reference-Oil collected from the source at the same time the sample was collected. 4.5.5 Stock reference standard (3 mg/ml)-accurately weigh about 0.30 g of reference oil (4.5.4) into a tared 100 ml volumetric flask and dilute to volume with carbon tetrachloride. Using the reference oil at room ambient temperature, record the relative density and temperature of the reference oil. A weight-to-volume conversion to volume- to-volume must take into account the differing densities of the 2 liquids used in preparing the calibration plot (4.8.2). 4.5.6 Calibration standards-prepare a series of dilutions by pipetting volumes of stock reference standards into 100 ml volumetric flasks and diluting to volume with carbon tetrachloride. A convenient series of volumes is 5, 10, 15, 20 and 25 ml of stock solution. Calculate the exact concentrations of the dilution in millilitres times 10 to the minus 3 per 100 ml of solvent (ml x 10 -3/100 ml) from the information above (4.5.5). 4.6 Extraction 4.6.1 If the sample was not acidified at time of collection, add 5 ml hydrochloric acid (4.5.1) to the sample bottle. After mixing the sample, check the pH by touching pH-sensitive paper to the cap to ensure that the pH is 2 or lower. Add more acid if necessary. 4.6.2 Pour the sample into a separatory funnel and add 5 g of sodium chloride. 4.6.3 Add 50 ml carbon tetrachloride to the sample bottle. Cap tightly and thoroughly shake the bottle to rinse the inside and cap. Transfer the solvent into the separatory funnel and extract by shaking vigorously for 2 minutes. Allow the layers to separate. 4.6.4 Drain the solvent layer through a funnel containing solvent-moistened filter paper into a 100 ml volumetric flask. 4.6.5 Repeat steps 4.6.3 and 4.6.4 with an additional 50 ml portion of fresh solvent; combine all solvent in the volumetric flask. 4.6.6 Rinse the top of the separatory funnel, filter paper and funnel with small portions of carbon tetrachloride and collect the rinsings in the volumetric flask. Adjust the extract volume up to 100 ml and stopper the flask. Mix well. 4.6.7 Drain the water layer into a 1000 ml graduated cylinder and estimate the sample volume to the nearest 5 ml. 4.7 Infra-red spectroscopy 4.7.1 Prepare the infra-red spectrophotometer according to manufacturer's instructions. 4.7.2 Rinse a cell with 2 volumes of solution to be measured, then completely fill the cell with solution. Place a matched cell containing carbon tetrachloride in the reference beam. 4.7.3 Scan samples and standards from 3000 cm -1 to 2700 cm -1. NOTE1: Single beam and non-scanning spectrophotometers can be used for this test. Follow the manufacturer's instructions and measure the absorbance directly at or near 2930 cm -1. 4.7.4 Construct a straight baseline under the hydrocarbon band as illustrated in Figure 4. If the scan is recorded on absorbance paper, read the absorbance of the peak maximum at 2930 cm-1 and subtract the absorbance of the baseline at that point. If the scan is recorded on transmittance paper, the net absorbance is log10 %T (baseline) %T (peak maximum) Figure 4 Spectrum illustrating baseline construction 4.7.5 Prepare a calibration plot of net absorbance vs mg/100 ml oil using the response of the standards. NOTE2: The oil concentration may be plotted as per cent of stock standard. When this procedure is used, the concentration of the stock standard must be used in the calculations (4.8.2). 4.7.6 If the net absorbance of a sample exceeds 0.8 or the linear range of the instrument as determined by the calibration plot, prepare a dilution of the sample by pipetting an appropriate volume of the extract into a volumetric flask and diluting to volume. If the absorbance is less than 0.1, more accurate results can be obtained by using a longer path length cell. 4.8 Calculations 4.8.1 Use the calibration plot to calculate the mg of oil in each 100 ml of sample extract or dilution. 4.8.2 Calculate the oil content in the sample using the formula mg/l oil = R×D×1000 V where R = mg of oil in 100 ml solution (determined from calibration plot) D = extract dilution factor, if used (4.7.6) V = volume of sample, in millilitres (4.6.7) 4.8.3 Report results to 2 significant figures for levels below 100 mg/l. NOTE3: For quality control, a reagent blank should be carried through each step of the procedure. 4.8.4 For purposes of comparison to meter records, the results should also be presented in parts per million (volume/volume) with due allowance for the relative density of the oil. 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 Director in the format specified in paragraph 5.1.2. The Director 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 as Form "A" or "B" 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 the Director 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 Director 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. FORM A [NAME OF ISSUING AUTHORITY] CERTIFICATE OF TYPE APPROVAL FOR OIL FILTERING EQUIPMENT (15 PPM EQUIPMENT) This is to certify that the equipment 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 60(33). This Certificate is valid only for equipment referred to below. Equipment supplied by ......................................................................................................... under type and model designation and incorporating: .............................................................. * Equipment manufactured by ............................................................................................ to specification/assembly drawing No. .................................. date ................................... * Coalescer manufactured by ............................................................................................ to specification/assembly drawing No. .................................. date ................................... * Filters manufactured by .................................................................................................. to specification/assembly drawing No. .................................. date ................................... Control equipment manufactured by ................................................................................ to specification/assembly drawing No. .................................. date ................................... Maximum throughput of system ........................................... m3/h ................................... The equipment has been tested with residual oil having a relative density of not less than 0.94* or 0.98* at 15℃. If integral feed pump is not fitted state method proposed for ensuring maximum throughput of system is not exceeded. (L.N. 259 of 1997) A copy of this Certificate should be carried aboard a vessel fitted with this equipment at all times. Limiting Conditions imposed Test data and results attached in the Appendix ................................................................. (Signature of duly authorized official issuing the Certificate) Dated this .......... day of .......... 19 ............ * Delete as appropriate. APPENDIX TEST DATA AND RESULTS OF TESTS CONDUCTED ON FILTERING EQUIPMENT IN ACCORDANCE WITH PART 1 OF THE ANNEX TO THE GUIDELINES AND SPECIFICATIONS CONTAINED IN IMO RESOLUTION MEPC 60(33) Equipment submitted by ......................................................................................................... Test location ......................................................................................................................... Method of sample analysis ..................................................................................................... Samples analysed by ............................................................................................................. Environmental testing of the electrical and electronic sections of the equipment has been carried out in accordance with Part 3 of the Annex to the Guidelines and Specifications contained in IMO resolution MEPC 60(33). The equipment functioned satisfactorily on completion of each test specified in the environmental test protocol. Manufacturers' recommendations and information concerning the use of cleansing agents ............................................................................................................................................ Test oil(A)/(C)* Relative density Viscosity Flashpoint Ash content Water content at start of test at 15℃ Centistokes at 100℃ Centistokes at 37.8℃ ℃ % % Test oil (B) Relative density Viscosity Flashpoint Ash content Water content at start of test at 15℃ Centistokes at 100℃ Centistokes at 37.8℃ ℃ % % Test water Relative density Solid matter present at 15℃ Test temperatures Ambient Test oil (A)(C)* Test oil (B) Test water ℃ ℃ ℃ ℃ Diagram of test rig attached Diagram of sampling arrangement attached * Delete as appropriate. TEST RESULTS (IN PPM) AND TEST PROCEDURES Signed ................ Date .............. (Official stamp or equivalent identification and the date of approval to be placed on all pages of the test protocol.) * Delete as appropriate. FORM B [NAME OF ISSUING AUTHORITY] CERTIFICATE OF TYPE APPROVAL FOR OIL CONTENT METERS INTENDED FOR BILGE ALARMS (15 PPM ALARM) 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 Specifications contained in Part 2 of the Annex to the Guidelines and Specifications contained in IMO resolution MEPC 60(33). 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 use with a 15 ppm bilge alarm in accordance with regulation 16(5). A copy of this Certificate should be carried aboard a vessel fitted with this equipment at all times. Test data and results attached as Appendix. ................................................................. (Signature of duly authorized official issuing the Certificate) Dated this .......... day of .......... 19 ............ * Delete as appropriate. APPENDIX TEST DATA AND RESULTS OF TESTS CONDUCTED ON AN OIL CONTENT METER IN ACCORDANCE WITH PART 2 OF THE ANNEX TO THE GUIDELINES AND SPECIFICATIONS CONTAINED IN IMO RESOLUTION MEPC 60(33) 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 3 of the Annex to the Guidelines and Specifications contained in IMO resolution MEPC 60(33). The equipment functioned satisfactorily on completion of each test specified on the environmental test protocol. Manufacturers' recommendations and information concerning the use of cleansing agents .......................................................................................................................................... READINGS (ppm) CALIBRATION Indicated Measured Grab Sample REMARKS 0 ................. ................. ................. TEST WATER TEMPERATURE ................... ℃ RE-ZERO YES/NO* RECALIBRATE YES/NO* LIGHT DISTILLATE FUEL OIL 15 ................. ................. ................. ................. ................. ................. ................. ................. ................. FULL SCALE ................. ................. ................. ................. ................. ................. RESPONSE TIMES 15 ppm .......................... seconds CONTAMINANTS TEST 1 Non-oil particulate matter Meter reading shift with ppm non-oil particulate contaminants mixed with water and light distillate oil added in oil concentrations of: ppm ................. ppm ppm ................. ppm ppm ................. ppm COLOUR TEST 2.5 ppm black ink test pass/fail* 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 Meter reading before shut-off .............. ppm Meter reading after start-up (minimum dry period 8 hours) .............. ppm Damage to meter 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 .......................................................................................................................................... .......................................................................................................................................... .......................................................................................................................................... .......................................................................................................................................... .......................................................................................................................................... CALIBRATION AND ZERO TEST Calibration drift ................. ppm Zero drift ................. ppm Signed ................ Date .............. (Official stamp or equivalent identification and the date of approval to be placed on all pages of the test protocol.) * Delete as appropriate. (L.N. 641 of 1994; 32 of 2000 s. 48) 1 Reference is made to Form A of this Annex for the Certificate of Type Approval for oil filtering equipment. ** Percentage of volume. SCHEDULE 4 GUIDELINES AND SPECIFICATIONS FOR OIL DISCHARGE MONITORING AND CONTROL SYSTEMS FOR OIL TANKERS VerDate:30/06/1997 [regulation 15(3)] 1 PURPOSE 1.1 The purpose of these Guidelines and Specifications is .1 to provide a uniform interpretation of the requirements of regulation 15(3)(a) of these Regulations; and .2 to assist in determining appropriate design, construction and operational parameters for oil discharge monitoring and control systems when such systems are fitted in ships. 2 BACKGROUND 2.1 The requirements relating to oil content monitoring of oil tanker ballast and tank washing water are contained in regulation 15(3)(a) of these Regulations which stipulates that oil tankers of 150 gross registered tonnage and above shall be equipped with an approved oil discharge monitoring and control system and that the system shall record continuously .1 the discharge of oil in litres per mile and total quantity of oil discharged; or .2 in lieu of the total quantity of oil discharged, the oil content of the effluent and rate of discharge. In both cases the record shall be "identifiable as to the time and date" and shall be kept for at least three years. 2.2 Regulation 15 also provides that the system shall come into operation when there is any discharge of effluent into the sea and shall be such as will ensure that any discharge of oily mixture is automatically stopped when the instantancous rate of discharge of oil exceeds 30 litres per mile. In existing oil tankers the stopping of the discharge may be performed manually and the rate of discharge may be estimated from the pump characteristics. (L.N. 641 of 1994) 2.3 A test and performance specification for the basic oil content meter indicating oil content in ppm, is specified in Schedule 3 hereto. 3 APPLICATION 3.1 An oil discharge monitoring and control system of an approved design shall be fitted in every oil tanker of 150 gross registered tonnage and above, and shall be fitted in .1 new tanker; .2 existing tankers, on or before 2 October 1986. 3.2 Existing tankers operating with dedicated clean ballast tanks in accordance with regulation 18(9) must fit an oil content meter not later than the first scheduled shipyard visit after the commencement of these Regulations. 4 DEFINITIONS In this Schedule 4.1 "Oil discharge monitoring and control system” means an oil discharge monitoring and control system covering any one of the units referred to in paragraphs 4.2, 4.3 and 4.4. 4.2 "Control unit" 4.2.1 "Control unit" means a control unit which receives automatic signals of .1 oil content; .2 flow rate of discharge; .3 ship's speed in knots; .4 date and time (GMT); and .5 discharge valve position (open or closed). 4.2.2 The unit shall make automatic recording of .1 instantaneous rate of discharge of oil; .2 total quantity of oil discharged; .3 date and time (GMT); .4 discharge valve position (open or closed); .5 alarm condition; .6 failure (i.e. no flow, fault etc.); and .7 override action (i.e. manual override, flushing, calibration etc.). 4.2.3 The unit shall be fitted with a staring interlock and discharge valve control capability. The unit shall meet the specifications contained in the relevant paragraphs of section 6. 4.3 Computing unit 4.3.1 "Computing unit" means a computing unit which receives automatic signals of .1 oil content; .2 date and time (GMT); .3 discharge valve activation; .4 flow rate of discharge; and .5 ship's speed in knots. The flow rate and ship's speed may be manually inserted into the unit. 4.3.2 The unit shall make automatic recordings of .1 instantaneous rate of discharge of oil; .2 total quantity of oil discharged; .3 date and time (GMT); .4 discharge valve position (open or closed); .5 alarm condition; .6 failure (i.e. no flow, fault etc.); .7 override action; .8 manual input (i.e. speed, flow); and .9 oil content if the flow rate has been manually inserted. 4.3.3 Unless explicitly stated in paragraph 5 the unit need not be fitted with a starting interlock or discharge valve control capability. 4.3.4 The unit shall meet the specifications contained in the relevant paragraphs of section 6. 4.4 Calculating unit 4.4.1 "Calculating unit" means a calculating unit which receives automatic signals of .1 oil content; .2 flow rate of discharge; .3 ship's speed. The flow rate and ship's speed may be manually inserted into the unit. 4.4.2 The unit shall make an automatic recording of .1 oil content, unless the oil content meter is provided with a recorder. 4.4.3 The unit shall display .1 instantaneous rate of discharge of oil; .2 total quantity of oil discharged, unless permitted to be calculated manually. 4.4.4 The time and date, instantaneous rate of discharge of oil and the total quantity of oil discharged, unless permitted to be calculated manually. 4.4.5 The unit need not be fitted with a starting interlock nor discharge valve control capability. 4.4.6 The unit shall meet the specifications contained in the relevant paragraphs of section 6. 4.5 "Starting interlock" is an automatic device which prevents the initiation of the opening of the discharge valve before the monitoring and control system is fully operational when use of this system is required by these Regulations. 4.6 The "discharge valve control" is an automatic device which initiates the sequence to stop the overboard discharge. 5 IMPLEMENTATION REQUIREMENTS 5.1 The implementation scheme set out below provides different requirements for oil discharge monitoring and control systems depending on size and building date of the oil tanker. The scheme also allows for different requirements, depending on the installation date of the system. 5.2 Under the implementation scheme contained in paragraph 5.4 oil tankers of 150 gross registered tonnage and above have been arranged into five categories. Each category of oil tanker shall be fitted with an oil discharge monitoring and control system as set out below. 5.3 The implementation scheme set out in paragraph 5.4 gives details, with reference to paragraph 4, of the minimum equipment required to comply with this scheme. Where equipment of a higher category than required is fitted the requirements of paragraph 5.4 shall be deemed to be complied with. 5.4 Implementation scheme 5.4.1 Category I .1 An oil tanker is in this category when it is of 4000 tons deadweight and above and is a "new ship" as defined in regulation 1(2) of these Regulations and the oil discharge monitoring and control system is installed on or after 1 June 1982. .2 This category of ship shall be fitted with a control unit as defined under paragraph 4.2. 5.4.2 Category II .1 An oil tanker is in this category when it is of 4000 tons deadweight and above and is a "new ship" as defined in regulation 1(2) of these Regulations and the oil discharge monitoring and control system is installed before 1 June 1982. .2 This category of ship shall be fitted with a computing unit as defined under paragraph 4.3. .3 The system shall also be fitted with a starting interlock and a discharge valve control preventing the discharge of effluent before the oil content meter is fully operative; in addition the system shall be fitted with automatic devices to activate overboard discharge valve closure. 5.4.3 Category III .1 An oil tanker is in this category when it is of 150 gross registered tonnage and above, but less than 4000 tons deadweight and is a "new ship" as defined in regulation 1(2) of these Regulations. .2 This category of ship shall be fitted with a computing unit as defined under paragraph 4.3. .3 No automatic devices are required to activate overboard discharge valve closure, neither is a starting interlock required. 5.4.4 Category IV(a) .1 An oil tanker is in this category when it is of 20000 tons deadweight and above and is an "existing ship" as defined in regulation 1(2) of these Regulations and the oil discharge monitoring and control system is installed between 2 October 1984 and 2 October 1986. .2 This category of ship shall be fitted with a computing unit as defined under paragraph 4.3. .3 The system shall also be fitted with a starting interlock but need not be fitted with a discharge valve control preventing the discharge of effluent before the oil content meter is fully operative but no automatic devices are required to activate overboard discharge closure. .4 For oil tankers within this category up to and including 100000 tons deadweight, where the overboard discharge has local manual control or where control is provided by means of extension rods, the Director may grant exemption from the requirement to fit a starting interlock system. 5.4.5 Category IV(b) .1 An oil tanker is in this category when it is of 20000 tons deadweight and above and is an "existing ship" as defined in regulation 1(2) of these Regulations and the oil discharge monitoring and control system is installed before 2 October 1984. .2 This category of ship shall be fitted with a computing unit as defined under paragraph 4.3. .3 No automatic devices are required to activate overboard discharge valve closure, neither is a starting interlock required. 5.4.6 Category V(a) .1 An oil tanker is in this category when it is of 150 gross registered tonnage and above but less than 20000 tons deadweight and is an "existing ship" as defined in regulation 1(2) of these Regulations and the oil discharge monitoring and control system is installed between 2 October 1984 and 2 October 1986. .2 This category of ship shall be fitted with a calculating unit as defined under paragraph 4.4. .3 No automatic devices are required to activate overboard discharge valve closure, neither is a starting interlock required. 5.4.7 Category V(b) .1 An oil tanker is in this category when it is of 150 gross registered tonnage and above but less than 20000 tons deadweight and is an "existing ship" as defined in regulation 1(2) of these Regulations and the oil discharge monitoring and control system is installed before 2 October 1984. .2 This category of ship shall be fitted with a calculating unit as defined under paragraph 4.4. However, the total quantity of oil discharged may be computed manually. .3 No automatic devices are required to activate overboard discharge valve closure, neither is a starting interlock required. 5.5 The Appendix to this Schedule is a summary, in tabular form, of the above implementation requirements. 6 TECHNICAL SPECIFICATIONS 6.1 Oil discharge monitoring and control system 6.1.1 The oil discharge monitoring and control system shall be so fitted that it can effectively monitor and control the discharge of any effluent into the sea through those overboard discharge outlets permitted by regulation 26(2) which in the opinion of the Director are necessary to fulfil the operational requirements of the tanker. The system may additionally cover .1 the gravitational discharge of ballast water from cargo tanks; and .2 the midship cargo manifold arrangement when used to meet the requirements of regulation 26. 6.1.2 Dirty ballast water or oil contaminated water shall not be discharged into the sea through outlets which are not controlled by the monitoring and control system. 6.1.3 The system shall function effectively, according to the criteria shown below, under all environmental conditions which vessels are normally assumed to encounter, and shall be designed and constructed to withstand the environmental conditions as specified in paragraph 6.1.6 of these Guidelines and Specifications .1 Except where manual operation of the system is permitted the system shall be so designed that no ballast discharge can take place unless the monitor is in the normal operating mode and the relevant sampling point has been connected to the monitor. .2 Preferably the system should have a minimum number of discharge outlets and sampling points so arranged that discharge can take place via only one sampling point at a time. .3 Where it is intended that more than one line shall be used for simultancous discharge purposes, one oil content meter, together with a flow meter, shall be installed per discharge line. These instruments shall be connected to a common processing unit. .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 seconds by employing a delay relay. Alternatively, the instantaneous rate of discharge may be the average during the preceding 20 seconds or less as computed from instantaneous ppm values produced by the oil content meter with intervals of a maximum 5 seconds. 6.1.4 The system shall comprise the following .1 an oil content meter to measure the oil content of the effluent in parts per million. This meter shall be approved in accordance with the provisions contained in Schedule 4 hereto and to take into account the range of cargoes carried; .2 a flow rate system to indicate the quantity of effluent being discharged in a unit of time (see also paragraphs 6.3.7 and 6.3.8); .3 a vessel speed indicating device; to give the vessel's speed in knots (see also paragraphs 6.4.2 and 6.4.3); .4 a sampling system, to convey a representative sample of the effluent to the oil content meter; .5 a control section which includes .1 a processor, which accepts signals of oil content, flow rate and the vessel's speed and converts them into litres per mile and the total quantity of oil discharged (see also paragraph 6.5.3); .2 a transmitting device to provide alarms and, where required command signals to the discharge control arrangement; .3 a recording device to provide, where required, a continuous record of the effluent discharged; .4 a manual override system to be used in the event of failure of the monitoring and control system; and .5 where required a transmitting device to provide signals to a starting interlock preventing the discharge of effluent before the oil content meter is fully operative. 6.1.5 The electrical components of the system installed in a hazardous area of a vessel shall meet the appropriate safety requirements provided for these areas. 6.1.6 The control section of an oil discharge monitoring and control system shall be capable of operating satisfactorily under the following environmental conditions .1 Ambient air temperature: 0℃ to 55℃ in enclosed spaces: 25℃ to 55℃ on open decks .2 Vibration: 2.0 to 13.2 Hz, with displacement amplitude of ±1.0 mm 13.2 to 80.0 Hz with an acceleration amplitude of ±0.7 g .3 Voltage variations for alternating current: permanent variation of ±10% .4 Inclination: inclination at angles of up to 22.5o in any plane from the normal operational position 6.2 Sampling system 6.2.1 Sampling points shall be so located that relevant samples can be obtained from those out- lets 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 shall meet the following requirements .1 the piping and probe shall be of corrosion-resistant and oil-resistant material, of adequate strength, properly jointed and supported; .2 the system shall have a stop valve fitted adjacent to each probe, except that where the probe is mounted in a cargo line, that is to the midship cargo manifold arrangement, two stop valves shall be fitted, in series in the sample line; .3 sampling probes shall be arranged for easy withdrawal and shall be mounted as far as practicable at an accessible location in a vertical section of the discharge line. If a sampling point has to be made in a horizontal section then suitable arrangements shall be made to obtain representative samples. Sampling probes shall normally penetrate inside the discharge pipe to a distance of one quarter the diameter of that pipe; .4 means shall be provided for cleaning the probes and piping system by the provision of permanent clean water flushing arrangements or some other equivalent method, especially in the case of probes mounted in a cargo line. The design of the probes and piping shall be such as to minimize their clogging by oil, oily residue and other matter; .5 the velocity of the fluid in the piping shall be such that, taking into consideration the length of the piping, the overall response time shall 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 seconds; .6 the location of sampling probes in relation to any point of flow diversion to a slop tank shall be selected with regard to the need for sampling the oily water during the recirculation mode; .7 the arrangements for driving the sampling pump or any other pumps such as those provided for washing windows shall have regard to the safety requirements of the space in which the pump is located; .8 the flushing arrangements shall be such that where necessary they can be utilized for stabilizing the oil content meter and correcting for zero settings; and .9 sample water when returned to the slop tank shall not be allowed to free fall into the tank. 6.3 Flow rate indicating system 6.3.1 A flow meter for measuring the rate of discharge shall be installed in a vertical section of a discharge line or in any other section of discharge line as appropriate, so as to be always filled with the liquid. 6.3.2 A flow meter shall employ an operating principle which is suitable for shipboard use and, where relevant, can be used in large diameter pipes. 6.3.3 A flow meter shall 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 employed to meet this requirement. 6.3.4 The flow meter, as installed, shall have an accuracy of ±15 per cent, or better, of the instantaneous rate throughout the operating range. 6.3.5 Any component part of the flow meter in contact with the effluent discharge including associated piping, if fitted, shall be of corrosion-resistant and oil-resistant material of adequate strength. 6.3.6 The design of the flow metering arrangements shall have regard to the safety requirements of the space in which it is located. 6.3.7 In ships fitted with a computing unit the flow rate may be determined from the pump characteristics and the data manually inserted into the unit. 6.3.8 In ships fitted with a calculating unit the flow rate may be manually inserted into the unit. The flow rate shall be estimated from the best available source e.g. pump characteristics, speed of pump(s), ullages or knowledge of pumping rates for particular tanks on the ship. 6.3.9 In oil tankers where the gravitational discharge of ballast water from the cargo tanks in accordance with regulation 26(6)(d) is permitted means, such as calibration curves, shall be provided to estimate the flow rate of discharge. 6.4 Vessel's speed indicating system 6.4.1 The automatic speed signal required for the control unit shall be obtained from the vessel's speed indicating device by means of a repeater signal. This information shall be readily available in a form that can be accepted by a processor. 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. 6.4.2 In ships where a computing unit is required the vessel's speed may be manually inserted into the unit. This data shall be obtained from the ship's log or from an indicating device which transmits signals which need not be in a form which can be accepted by a computer system. 6.4.3 The vessel's speed on ships required to install a calculating unit may be obtained from the ship's log or from the navigation charts and shall be estimated from the most reliable source. 6.5 Processor and transmitting device 6.5.1 The processor shall receive, at time intervals not exceeding 5 seconds, signals from the oil content meter, the flow rate measuring system and the vessel's speed indicator and automatically compute the following .1 instantaneous rate of discharge of oil in litres/mile; and .2 total quantity of oil discharged per voyage in m 3 or litres. 6.5.2 When the rates of discharge calculated by the processor exceed the limits imposed by regulation 13(2)(d) and (e) the transmitting device shall provide alarms and, in new ships, it shall also provide command signals to the discharge valve control which will cause the discharge of effluent into the sea to stop. 6.5.3 In existing ships fitted with a calculating unit where the unit is installed on 2 October 1984 the total quantity of oil discharged may be computed manually. 6.6 Recording Devices 6.6.1 Control Unit .1 The recording device for a control unit shall include a digital printer or an analogue recorder or a combination of both or a recorded visible display. The record shall be identifiable as to time and date and shall be kept for at least 3 years. .2 The data to be automatically recorded shall include at least the following items .1 instantaneous rate of discharge of oil (litres per mile); .2 the total quantity of oil discharged (litres); .3 time and date (GMT); .4 the discharge valve position (open or closed); .5 alarm condition; .6 failure (i.e. no flow, fault, etc.); and .7 override action (i.e. manual override, flushing, calibrating, etc.). 6.6.2 Computing Unit .1 The recording device for a computing unit shall include a digital printer or an analogue recorder or a combination of both or a recorded visible display. The record shall be identifiable as to time and date and shall be kept for at least 3 years. Manual input information shall be identifiable on the record. .2 The data to be automatically recorded shall include at least the following items .1 instantaneous rate of discharge of oil (litres per mile); .2 the total quantity of oil discharged (litres); .3 time and date (GMT); .4 manual input information; .5 the valve position (open or closed); .6 alarm condition; .7 failure (i.e. no flow, fault, etc.); .8 override action (i.e. manual override, flushing, calibration, etc.); and .9 oil content if flow rate is manually inserted. 6.6.3 Calculating Unit .1 An automatic recording device is not required for a calculating unit, but, where fitted, the recording device shall include a digital printer or an analogue recorder or a combination of both or a recorded acceptable visible display. The record shall be identifiable as to time and date, which may be entered manually, and shall be kept for at least 3 years. .2 The data to be automatically recorded on the above-mentioned recording device shall include at least the following item .1 oil content in ppm, unless the oil content meter is provided with a recorder. 6.6.4 Recording for digital printers Occasions of recordings. Data required by paragraphs 6.6.1.2, 6.6.2.2 and 6.6.3.2 of these Specifications shall be printed out with the following minimum frequency .1 when the discharge is started; .2 when the discharge is stopped; .3 at intervals of not more than every 10 minutes; .4 when an alarm condition is developed; .5 when normal conditions are restored; .6 at the change of valve order or valve position; .7 when introducing input data; .8 at not more than every 10 litre/mile change in computed rate of discharge, unless an equivalent trend indicating arrangement is provided; .9 when selecting zero setting or calibration mode; and .10 on manual command. 6.6.5 Recording for analogue recorders Data required by paragraphs 6.6.1.2, 6.6.2.2 and 6.6.3.2 of these Specifications shall be continuously recorded in such a way as would satisfy the following requirements .1 the chart speed shall be indicated. If the speed is controllable, the recorder shall be provided with a marker to identify the speed of the chart paper; and .2 means shall be provided to enable the chart paper to be interpreted as to time, date and readings after it has been removed from the recorder. 6.7 Data display 6.7.1 The current data shall be visibly displayed. 6.7.2 The recording device and data display shall be located in a position easily accessible to the person in charge of the operation of discharging the effluent overboard. 6.8 Manually operated alternatives 6.8.1 The alternative means and information for use in case of any one failure in the system shall be as follows .1 oil content meter: visual observation of the surface of the water; .2 sampling pump: visual observation of the surface of the water; .3 flow meter: pump characteristics, etc.; .4 vessel's speed indicating device: main engine rpm etc.; .5 processor: manual calculation and manual recording; and .6 discharge valve control: manual operation of pumps and valves. 6.9 Alarm conditions resulting in the stopping of discharge. 6.9.1 Audio-visual alarms shall be initiated for any of the following conditions .1 whenever the instantaneous rate of discharge of oil exceeds 60 litres per mile; .2 when the total quantity of oil discharged reaches the allowable limit prescribed by the provisions of the relevant Regulations; .3 failure of the system's operation, such as .1 power failure; .2 loss of sample; .3 failure of the measuring or recording system, and .4 when the input signal of the sensors exceeds the effective capacity of the system. 6.10 Location of alarm indicator 6.10.1 The alarm indicator of the system shall be installed in the cargo control room where provided and/or other places where it will attract immediate attention and action. 7 EQUIPMENT, OPERATION AND MAINTENANCE MANUALS 7.1 The owner shall ensure that approved equipment, operational and/or maintenance manuals for the various items comprising the oil discharge monitoring and control systems are on board the vessel. These manuals shall cover the oil content meter, control, computing or calculating unit, flow meter and ship's speed indicator, where required. APPENDIX OIL DISCHARGE MONITORING AND CONTROL SYSTEM FOR OIL TANKERS-SUMMARY OF IMPLEMENTATION REQUIREMENTS Feature CATEGORY TYPE I II III IV(a) IV(b) V(a) V(b) Applicability New≧4K New≧4K New<4K Existing≧20K Existing<20K Compliance Late Early Late or early Late Early Late Early Input information Ppm Flow rate Speed Time and date A A A A A A A A M M M M E E A M M M M E E A A A A A M M Starting interlock A A A* Discharge valve control A A Output information 1/mile Total quantity Time and date Ppm A A A A A A M* A M* A A A A A A M* M* A A A A A M* M* A A A A A A System format Control unit Computing unit Calculating unit Key to Table: NEW -New oil tanker according to regulation 1(2) of these Regulations EXISTING -Existing tanker according to regulation 1(2) of these Regulations K -1000 tons deadweight EARLY-NEW -Before 1 June 1982 EARLY-EXISTING -Before 2 October 1984 LATE-NEW -On or after 1 June 1982 LATE-EXISTING -Between 2 October 1984 and 2 October 1986 A -Automatic function M -Manually inserted data from installed source E -Manually inserted data estimated from best available source A* -Automatic function, but waivers may be granted for oil tankers≦100K where the overboard discharge valve control system is manual M* -Manual recording NOTE: CBT tankers shall fit oil content meters not later than the first scheduled dry dock after the commencement of these Regulations CONTROL UNIT -The complete control system as required by regulation 15(3)(a) of these Regulations COMPUTING UNIT -Computer with manual input of speed and flow rate. Automatic input of ppm and a built-in clock. The output information is automatically recorded CALCULATING UNIT -A calculating device capable of converting ppm, speed and flow rate information to 1/mile (and total quantity) available for use during the discharge operation. An automatic recording is not required □ -Information presented on permanent record SCHEDULE 5 SPECIFICATION FOR OIL/WATER INTERFACE DETECTORS VerDate:30/06/1997 [regulation 15(3)(e)] Any reference in this Schedule to a Resolution means a reference to a Resolution of that number published by the Organization. 1. SCOPE 1.1 The instrument shall be capable of providing a rapid and accurate determination of the oil/water interface in slop tanks or other tanks where the separation of oil and water is effected and from which it is intended to discharge effluent direct to the sea. 2. GENERAL REQUIREMENTS 2.1 Interface detectors may be permanently installed or portable. 2.2 Interface detectors carried on board shall be capable of detecting the vertical position of the interface at any level in the tank. 2.3 Interface detectors need not indicate the interface position continuously. 2.4 If permanently installed equipment based on stationary sensors only is provided the information obtained about the interface shall be at least equivalent to that obtainable from portable equipment when used in a normal operating pattern. 2.5 The position of permanently installed equipment or the position of the access openings for portable equipment shall be selected with due regard to the internal structure of the tank and reasonable ship movement. 2.6 The control and display unit of a permanently installed system shall be located in the cargo control room or similar space. 2.7 Permanently installed equipment inside the tank shall be able to withstand the impact from the jets of tank cleaning equipment. 2.8 Permanently installed and portable equipment shall be arranged and used with due regard to relevant operational safety precautions. 3.1 This specification relates to detectors, both portable and permanently installed, capable of detecting interfaces of liquids having a wide range of density differences. A detector, however, may be tested for one or several specified applications, e.g. interface between oils as defined in regulation 1(2) of these Regulations and salt water, brackish water or fresh water. The certificate in the form in the Attachment hereto shall clearly state the accepted applications and any relevant limitations. 3.2 The detector and its associated depth measuring equipment shall be practical, reliable and constructed of materials suitable for use in the marine environment. 3.3 It shall comply with the relevant statutory requirements for use in hazardous areas on oil tankers and shall not interfere with radio communication. 3.4 The accuracy of the detector indication shall be such that it will indicate within ±25 mm the actual position of a sharply defined interface between oil and water. 3.5 The detector shall respond promptly and in a distinctive manner to changes between oil and water. 3.6 The instrument shall be capable of being checked on board for correct working. 4. TEST SPECIFICATION 4.1 The interface detector shall be set up and used according to the manufacturer's operating instructions. 4.2 The test facility shall consist of a container whereby the obtained oil/water interface can be made clearly visible. The depths of the oil and water layers shall each be at least sufficient to immerse completely the detector probe. 4.3 The accuracy of the detector shall be determined by comparing its indication against the position of the known interface between the oil and water. 4.4 The following oils, or their equivalents, shall each be used in combination with fresh water (density 1.000), brackish water (density 1.012) and salt water (density 1.025) at ambient temperature Leaded Automotive Gasoline Light Diesel Oil Arabian Light Crude Oil Residual Fuel (Regular Grade) (No. 2 fuel) (Medium density and viscosity) (Bunker C or No.6 fuel) 4.5 Each test whereby the properties of either the oil or water has been changed shall begin by establishing the position of the interface after sufficient time has been allowed for the oil to settle. Following each test, the detector shall be cleaned. 4.6 If oil contamination has an effect on the accuracy or the responding time of the detector, it shall be stated in the test report. 4.7 The effect of temperature on the detector response shall be tested with Arabian Light Crude Oil, or equivalent, in combination with salt water (density 1.025) both at ambient temperature and at 50℃. Any effect of temperature on the responding time shall be stated in the test report. 4.8 The satisfactory functioning of the permanently installed detector shall not be affected by the movements and vibrations experienced on board ship. In particular, electrical or electronic detectors shall be tested to show that they are at least capable of continued operation under vibration conditions as follows .1 from 2 Hz-13.2 Hz with an amplitude of±1 mm; and .2 from 13.2 Hz-80 Hz with an acceleration amplitude of ±0.7 g. Additionally the equipment shall be capable of reliable operation at angles up to 22.5° in any plane from the normal operational position. 4.9 The following information shall be included with the test report .1 the manufacturer's specification and operating instructions; .2 a diagrammatic description of the test rig; .3 types of oils used; .4 densities of water used; .5 details of all tests performed. ATTACHMENT [NAME OF ISSUING AUTHORITY] CERTIFICATE OF TYPE TEST FOR OILY/WATER INTERFACE DETECTORS FOR USE IN SLOP TANKS AND OTHER TANKS This is to certify that the equipment listed has been examined and tested in accordance with the requirements of the Specifications for Oil/Water Interface Detectors contained in IMO resolution MEPC. 5(XIII). The system tested comprised the following components and this Certificate is valid only for such a system. Type or Model ..................................................................................................................... Portable or permanently installed ........................................................................................... System manufactured by ........................................................................................ including Detector manufactured by .................................................................................................... to Drawings Nos. ................................................................................................................. Control equipment manufactured by ...................................................................................... to Drawings Nos. ................................................................................................................. A copy of this Certificate shall be carried aboard a vessel fitted with this equipment at all times. An operation and maintenance manual shall be supplied with each sytem. Limiting Conditions imposed Test data and results attached as Appendix ..................................................................... (Signature of duly authorized official issuing the Certificate) Dated this ............. day of ............ 19 ........... APPENDIX Test data and results of tests conducted on oil/water interface detector in accordance with specifications contained in IMO resolution MEPC.5(XIII). Oil/water interface detector submitted by .............................................................................. Test location ....................................................................................................................... Vibration tests in paragraph 4.8 satisfactory* ......................................................................... Equipment is capable of reliable operation at angles of up to 22.5 o in any plane from normal operational position* ............................................................................................................. Equipment is suitable for use in hazardous areas of oil tankers ................................................ * When applicable. ACCURACY TEST AND RESPONSE TIMES WATER OIL Fresh Water (Density 1000) Brackish Water (Density 1012) Salt Water (Density 1025) Readings(mm) Response Times (secs) Readings(mm) Response Times (secs) Readings(mm) Response Times (secs) Measured Indicated Measured Indicated Measured Indicated Leaded Regular Grade Automotive Gasoline Light Dicsel Oil (No. 2 Fuel Oil) Arabian Light Crude Oil Residual Fuel Oil (Bunker C or No. 6 Fuel) NOTE: If alternative oils, covering the same range of properties as the oils listed, are used these should be substituted where applicable. TEMPERATURE TEST Ambient test water temperature .................................................................................... ℃ Detector reading shift at 50℃ ....................................................................................... mm Detector reading shift at 50℃ ....................................................................................... secs CONTAMINATION TEST Oil contamination effect on accuracy ............................................................................. mm Oil contamination effect on response time ...................................................................... secs ..................................................................... (Signature of duly authorized official issuing the Certificate) Dated this ............. day of ............ 19 ........... SCHEDULE 6 SPECIFICATION FOR OIL TANKERS WITH DEDICATED CLEAN BALLAST TANKS VerDate:30/06/1997 [regulations 20(2) & (4)] 1. PURPOSE 1.1 The purpose of these Specifications is to provide specific criteria, operational requirements and control and enforcement procedures for those oil tankers operating with Dedicated Clean Ballast Tanks as specified in Section 2 of these Specifications. 2. APPLICATION 2.1 Under these Regulations these specifications apply to .1 existing crude oil tankers of 70000 tons deadweight and above until 2 October 1985 in accordance with regulation 18(9)(a) of these Regulations; .2 existing crude oil tankers of 40000 tons deadweight and above but below 70000 tons deadweight, until 2 October 1987 in accordance with regulation 18(9)(b) of these Regulations; and .3 existing product carriers of 40000 tons deadweight and above. 2.2 Compliance by these ships with these Specifications shall be shown on the IOPP or HKOPP Certificate. 3. INITIAL SURVEY 3.1 The initial survey referred to in regulation 4 of these Regulations shall include the verification of .1 the selection of ballast tanks and pumping and piping arrangements; and .2 the Dedicated Clean Ballast Tank Operation Manual, specifying detailed operational procedures and including a checklist of such procedures. 3.2 The IOPP or HKOPP Certificate shall indicate which tanks are approved solely for the carriage of dedicated clean ballast. It shall also state that the master has been provided with a valid Dedicated Clean Ballast Tank Operation Manual showing operational procedures. 4. ON BOARD ARRANGEMENTS 4.1 Dedicated clean ballast tanks 4.1.1 The dedicated clean ballast tanks shall have sufficient capacity to enable the tanker to meet the requirements of regulation 18(2) of these Regulations. 4.1.2 The selection of the dedicated clean ballast tanks shall be such that the hull stresses in the ballast and loaded conditions are to the satisfaction of a Certifying Authority. 4.1.3 The dedicated clean ballast shall, in order to prevent accidental pollution, be carried in wing tanks; provided that a Certifying Authority may permit the use of centre tanks where it can be shown that significant advantage can be obtained in respect of hull stresses, tank volume or pumping and piping arrangements. 4.1.4 Tanks shall be selected so as to require a minimum of involvement of the cargo piping and pumping system. 4.2 Pumping and piping arrangements 4.2.1 The piping system for conveying the dedicated clean ballast shall be such that it can be flushed to a slop tank with water, and shall be so arranged that oily water does not enter any dedicated clean ballast tank when the piping system is flushed. 4.2.2 The piping system of each dedicated clean ballast tank shall, not later than 1 July 1983, have at least two valves that isolate that tank from the piping systems serving the cargo tank. 4.2.3 The dedicated clean ballast tanks shall be connected to the least practicable number of cargo pumps. 4.2.4 The discharge of dedicated clean ballast to the sea shall be monitored by an oil content meter of an approved design and sufficient sample points shall be provided in the discharge piping of pumps serving dedicated clean ballast tanks to permit supervision of the oil content in the ballast water being discharged. 5. OPERATIONAL PROCEDURES 5.1 The pumps and piping system conveying dedicated clean ballast shall be flushed with water before clean ballast is loaded, discharged or transferred. 5.2 The water for flushing shall be pumped from a sea chest or dedicated clean ballast tank through the pump and piping system of the dedicated clean ballast tank and then to a slop tank. 5.3 If sections of the piping system for dedicated clean ballast are so arranged that they can only be flushed with water from the dedicated clean ballast tanks then the minimum quantity of flushing water to be provided in such tanks at all times shall be the greater of either 10 times the volume of the piping to be flushed or sufficient to provide that level in the tank which would allow the piping to run full of water during the flushing before vortexing starts to admit air into the piping. Any alternative methods to the retention of clean ballast required by this paragraph shall be to the satisfaction of the Director. 5.4 After the loading, discharging or transferring of the dedicated clean ballast the valves specified in paragraph 4.2.2 shall be shut and the piping system drained. 5.5 The overboard discharge through which the dedicated clean ballast is discharged shall be monitored by an oil content meter. 5.6 The simultaneous discharge of the dedicated clean ballast whilst loading cargo or the simultaneous ballasting of the dedicated clean ballast while discharging cargo shall not be undertaken except where there is an effective two-valve separation between the dedicated clean ballast tank system and the cargo system or when cargo tanks are served by individual pumps. 5.7 Ballast water shall not be allowed to free fall into ballast tanks into which hydrocarbon gases have leaked. The Dedicated Clean Ballast Tank Operation Manual shall provide either for such tanks to be gas freed before ballasting or for alternative tanks to be used to obviate the danger posed by splashing and free fall of water in tanks containing hydrocarbon gases within the explosive range. 6. DEDICATED CLEAN BALLAST TANK OPERATION MANUAL 6.1 The Dedicated Clean Ballast Tank Operation Manual specified in regulation 20(4) of these Regulations shall contain the following .1 the complete text of the "Specifications for Oil Tankers with Dedicated Clean Ballast Tanks" as set out in this Schedule; .2 the drawings of the dedicated clean ballast tanks systems; .3 the description of the systems connected to the dedicated clean ballast tanks including the identity of the dedicated clean ballast tanks and of the slop tank which may be any designated cargo tank; .4 the dedicated clean ballast tanks operation procedures containing specific operational procedures for valve operations, line cleaning and for loading and discharging dedicated clean ballast when conducted as follows .1 prior to arrival and at the loading port; .2 after departure from the loading port; .3 prior to arrival at the final discharge port; .4 in final discharge port; and .5 after departure from the final discharge port. In Appendix 1 to these Specifications Dedicated Clean Ballast Tank Operation Procedures are set out which apply generally to all tankers operating under the CBT concept; .5 the checklists for ballasting and de-ballasting dedicated clean ballast tanks; .6 the carriage of additional ballast; .7 compliance procedures for regulation 13 of these Regulations; and .8 additional precautions against oil pollution. 7. DOCUMENTS 7.1 The IOPP or HKOPP Certificate and the valid Dedicated Clean Ballast Tank Operation Manual shall at all times be available on board the tanker. APPENDIX DEDICATED CLEAN BALLAST TANK OPERATION PROCEDURES 1. PRIOR TO ARRIVAL AT THE LOADING PORT 1.1 The pumping and piping designated for clean ballast operation shall be properly cleaned to permit the discharge of clean ballast in the loading port. 1.2 The valves to the slop tanks and the cargo tanks which are connected to the clean ballast system shall be closed. 1.3 An inspection of the surface of the dedicated clean ballast shall be made before discharge to ensure that there is no contamination with oil. 1.4 Discharge clean ballast until sufficient quantity remains for safe berthing and for flushing lines if necessary. 1.5 If no further ballast discharge is anticipated in the loading port shut all valves to the clean ballast tanks and drain the clean ballast piping. 2. IN THE LOADING PORT 2.1 After the tanker has been safely berthed ballast may be discharged: .1 before the cargo is loaded; and .2 during the loading of cargo either simultaneously or by interrupting the loading provided that there is an effective two-valve separation between the cargo and the clean ballast system, or the cargo tanks are served by individual pumps. 2.2 Until sufficient clean ballast has been discharged the piping and pumping arrangement servicing the dedicated clean ballast tanks must be kept clean. 2.3 Upon completion of ballast discharge all valves to the dedicated clean ballast tanks shall be shut, the clean ballast piping shall then be drained and may be utilised for the loading of cargo. 2.4 The tanker shall be loaded taking into account the requirements of a discharge sequence compatible with the operational procedures for dedicated clean ballast tanks with particular reference to trim and stress levels if the cargo is to be unloaded at two or more discharge ports. 2.5 Slop tanks shall be loaded with cargo that will be discharged well before any ballasting operation has to be carried out. If pipe flushing is required during the loaded passage sufficient ullage must be left in the slop tanks to accommodate the necessary flushing water. 2.6 At the completion of loading all valves to the cargo tanks shall be closed. 3. AFTER DEPARTURE FROM THE LOADING PORT 3.1 If any clean ballast is to be discharged overboard the pumps and piping serving the dedicated clean ballast tanks shall be flushed into the slop tanks. 3.2 The valves to the slop tank shall be closed before pumping clean ballast overboard. 3.3 The valves to the dedicated clean ballast tanks shall be closed after discharging ballast. 3.4 During the loaded passage the dedicated clean ballast tanks shall be periodically checked for any hydrocarbon gas content and if any gas is detected the tank shall be ventilated until safe for entry and inspected for leakage in bulkheads and piping. 4. PRIOR TO ARRIVAL AT THE FINAL DISCHARGE PORT 4.1 The dedicated clean ballast tanks may be ballasted through clean pumps and piping with sufficient ballast to clear port draught requirements. 4.2 The required amount of water for flushing the piping may be taken into the dedicated clean ballast tanks overdeck or through clean cargo piping. 5. IN FINAL DISCHARGE PORT 5.1 The cargo discharge and ballasting sequence must be compatible with the operational requirements of dedicated clean ballast tanks. 5.2 Clean ballast may be taken on board: .1 before the cargo is discharged; .2 during the discharge of cargo either simultaneously or by interrupting the discharge provided that there is an effective two-valve separation between the cargo and the clean ballast system or the cargo tanks are served by individual pumps; and .3 after cargo has been discharged completely. 5.3 When clean ballast is to be taken on board the pumps and piping serving the dedicated clean ballast tanks are to be flushed. 5.4 Upon completion of ballasting all the valves to the dedicated clean ballast tanks shall be closed. 6. AFTER DEPARTURE FROM THE FINAL DISCHARGE PORT 6.1 Dedicated clean ballast tanks may be topped up using clean pumps and piping. 6.2 The slop tank contents are to be processed in accordance with load-on-top procedures. 6.3 The surface of the CBT ballast is to be periodically inspected for the presence of oil, and the causes of any contaminations carefully investigated. 6.4 After cargo tank cleaning operations the pumps and pipelines to be used for clean ballast shall be flushed. 7. PUMP AND PIPE FLUSHING 7.1 The pipe flushing water must never be passed into dedicated clean ballast tanks. 7.2 Water for flushing pipelines may be drawn from the sea and from the dedicated clean ballast tanks and this will be determined by the configuration of the tanker's piping system. 7.3 When flushing from dedicated clean ballast tanks it is essential that the line has first been thoroughly drained of oil. Flushing should normally start from the tank farthest from the pump. After the line has been primed and suction established, the pumping shall be stopped and the valves closed for a period to allow the oil to separate from the pipe walls. Pumping is then resumed at a moderate speed with throttling of the output at the pump's delivery side. 7.4 Water shall first be drawn from individual dedicated clean ballast tanks to clear branch pipes. SCHEDULE 7 SPECIFICATIONS FOR THE DESIGN, OPERATION AND CONTROL OF CRUDE OIL WASHING SYSTEMS VerDate:05/11/1999 [regulation 21(2) & (4)] Any reference in this Schedule to a Resolution means a reference to a Resolution of that number published by the Organisation. INDEX OF SECTIONS 1. Purpose 2. Application 3. General provisions 3.1 Definition 3.2 Initial survey 4. Design criteria 4.1 Piping 4.2 Tank washing machines 4.3 Pumps 4.4 Stripping system 4.5 Ballast lines 5. Qualification of personnel 6. Operation 6.1 Tankage to be crude oil washed 6.2 Drainage and discharge ashore of cargo lines 6.3 Filling of departure ballast tanks 6.4 Crude oil washing at sea 6.5 Discharge of oily water effluents on ballast voyage 6.6 Use and control of inert gas 6.7 Precautions against electrostatic generation 6.8 Vapour emission 7. Operations and Equipment Manual APPENDIX I- Modifications for applying the Specifications to new crude oil tankers of 20000 tons deadweight and above APPENDIX II- Training for persons intended to assume overall charge of crude oil washing 1. PURPOSE The purpose of these Specifications is to provide specific design criteria, operational requirements and control and enforcement procedures for the crude oil washing of cargo tanks of crude oil carriers as described in section 2. 2. APPLICATION 2.1 These Specifications apply to (a) Existing crude oil tankers of 40000 tons deadweight and above in accordance with regulation 18(8) of these Regulations; and (b) New crude oil tankers of 20000 tons deadweight and above in accordance with regulation 18(6) of these Regulations with the modifications specified in Appendix I. Compliance of these ships with these Specifications shall be shown on the IOPP or HKOPP Certificate. 2.2 If a crude oil that is not suitable for crude oil washing is intended to be carried as cargo in a ship that is provided with only a crude oil washing system, that ship must comply with segregated ballast tank requirements in accordance with regulation 18(7) or dedicated clean ballast tank requirements in accordance with regulation 18(9) of these Regulations. 3. GENERAL PROVISIONS 3.1 Definitions For the purpose of these Specifications: 3.1.1 "Arrival ballast" means clean ballast as defined in regulation 1(2) of these Regulations. 3.1.2 "Departure ballast" means ballast other than arrival ballast. 3.1.3 "Water rinse" means the water washing process carried out in connection with tank cleaning after crude oil washing and is not intended to be construed as limiting the amount of water needed in the process. 3.2 Initial survey The initial survey referred to in regulation 4 of these Regulations shall include a complete inspection of the crude oil washing equipment and arrangements and shall include, except for the cases specified in paragraph 4.2.11, an examination of the tanks after they have been crude oil washed and the additional tests as specified in paragraph 4.2.10 to ensure that the washing system efficiency is in accordance with these Specifications. 4. DESIGN CRITERIA 4.1 Piping 4.1.1 The crude oil washing pipes and all valves incorporated in the supply piping system shall be of steel or other equivalent material and shall be of adequate strength having regard to the pressure to which they may be subjected, and shall be properly jointed and supported. 4.1.2 The crude oil washing system shall consist of permanent pipework and shall be independent of the fire mains and of any system other than that for tank washing, except that sections of the ship's cargo system may be incorporated into the crude oil washing system provided that they meet the requirements applicable to crude oil pipework. Notwithstanding the above requirements, in combination carriers the arrangement may allow (a) the removal of the equipment, if necessary, when carrying cargoes other than crude oil, provided that, when reinstated, the system is as originally fitted and tested for oil tightness; (b) the use of flexible hose pipes to connect the crude oil washing system to tank washing machines if it is necessary to locate these machines in a cargo tank hatch cover. Such flexible hose pipes shall be provided with flanged connections and be manufactured and tested in accordance with standards acceptable to the Director, and be consistent with the duties which they are required to perform. The length of these hoses shall be no greater than necessary to connect the tank washing machines to an adjacent point just outside the hatch coaming. These hoses shall be removed to suitably prepared and protected stowage when not in use and be pressure tested by an authority acceptable to the Director at intervals of not more than two and a half years. (37 of 1990 s. 12) 4.1.3 Provision shall be made to prevent overpressure in the tank washing supply piping. Any relief device fitted to prevent overpressure shall discharge into the suction side of the supply pump. Alternative methods to the satisfaction of the Director may be accepted provided an equivalent degree of safety and environmental protection is provided. 4.1.4 Where hydrant valves are fitted for water washing purposes on tank washing lines, all such valves shall be of adequate strength and provision shall be made for such connections to be blanked off by blank flanges when the washing lines may contain crude oil. Alternatively, hydrant valves shall be isolated from the crude oil washing system by spade blanks. 4.1.5 All connections for pressure gauges or other instrumentation shall be provided with isolating valves adjacent to the lines unless the fitting is of the sealed type. 4.1.6 No part of the crude oil washing system shall enter the machinery spaces. Where the tank washing system is fitted with a steam heater for use when water washing, the heater must be effectively isolated during crude oil washing by double shut-off valves or by clearly identifiable blanks. 4.1.7 Where combined crude oil-water washing supply piping is provided the piping shall be so designed that it can be drained so far as is practicable of crude oil, before water washing is commenced, into spaces designated in the Operations and Equipment Manual. These spaces may be the slop tank or other cargo spaces. 4.1.8 The piping system shall be of such diameter that the greatest number of tank cleaning machines required, as specified in the Operations and Equipment Manual, can be operated simultaneously at the designed pressure and throughput. The arrangement of the piping shall be such that the required number of tank cleaning machines to each cargo compartment specified in the Operations and Equipment Manual can be operated simultaneously. 4.1.9 The piping system shall be tested to one and one half times the working pressure after it has been installed on the ship. 4.1.10 The crude oil washing supply piping shall be anchored (firmly attached) to the ship's structure at appropriate locations, and means shall be provided to permit freedom of movement elsewhere to accommodate thermal expansion and flexing of the ship. The anchoring shall be such that any hydraulic shock can be absorbed without undue movement of the supply piping. These anchors should normally be situated at the ends furthest from the entry of the crude oil supply to the supply piping. If tank washing machines are used to anchor the ends of branch pipes then special arrangements shall be made to anchor these sections when the machines are removed for any reason. 4.2 Tank washing machines 4.2.1 The tank washing machines for crude oil washing shall be permanently mounted and shall be of an approved design. 4.2.2 The performance characteristic of a tank washing machine is governed by nozzle diameter, working pressure and the movement pattern and timing. Each tank cleaning machine fitted shall have a characteristic such that the sections of the cargo tank covered by that machine will be effectively cleaned within the time specified in the Operations and Equipment Manual. 4.2.3 Tank washing machines shall be mounted in each cargo tank and the method of support shall be to the satisfaction of the Certifying Authority. Where the tank washing machines are positioned well below the deck level to cater for protuberances in the tank, consideration may need to be given to additional support for the machine and its supply piping. 4.2.4 Each machine shall be capable of being isolated by means of stop valves in the supply line. If a deck mounted tank washing machine is removed for any reason, provision shall be made to blank off the oil supply line to the machine for the period the machine is removed. Similarly, provision shall be made to close the tank opening with a plate or equivalent means. 4.2.5 Where the drive units for the tank cleaning machines are not integral with the tank cleaning machine, sufficient drive units shall be provided to ensure that no drive unit need be moved more than twice from its original position during cargo discharge to accomplish the washing programme as specified in the Operations and Equipment Manual. 4.2.6 The number and location of the tank washing machines shall be to the satisfaction of the Certifying Authority. 4.2.7 The location of the machines is dependent upon the characteristics detailed in paragraph 4.2.2 and upon the configuration of the internal structure of the tank. 4.2.8 The number and location of the machines in each cargo tank shall be such that all horizontal and vertical areas are washed by direct impingement or effectively by deflection or splashing of the impinging jet. In assessing an acceptable degree of jet deflection and splashing, particular attention shall be paid to the washing of upward facing horizontal areas and the following parameters shall be used (a) For horizontal areas of a tank bottom and the upper surfaces of a tank's stringers and other large primary structural members, the total areas shielded from direct impingement by deck or bottom transverses, main girders, stringers or similar large primary structural members shall not exceed 10 per cent of the total horizontal area of tank bottom, the upper surface of stringers, and other large primary structural members. (b) For vertical areas of the sides of a tank, the total area of the tank's sides shielded from direct impingement by deck or bottom transverses, main girders, stringers or similar large primary structural members shall not exceed 15 per cent of the total area of the tank's sides. (c) For existing crude oil tankers, the Certifying Authority may permit the percentages required in (a) and (b) above to be exceeded for tanks having complicated internal structural members provided that the percentages calculated over all the cargo tanks do not exceed 10 per cent for horizontal areas and 15 per cent for vertical areas. In some installations it may be necessary to consider the fitting of more than one type of tank washing machine in order to effect adequate coverage. 4.2.9 At the design stage the following minimum procedures shall be used to determine the area of the tank surface covered by direct impingement (a) Using suitable structural plans, lines are set out from the tips of each machine to those parts of the tank within the range of the jets. (b) Where the configuration of the tanks is considered by the Certifying Authority to be complicated, a pinpoint of light simulating the tip of the tank washing machine in a scale model of the tank shall be used. 4.2.10 (a) To confirm the cleanliness of the tank and to verify the design in respect of the number and location of the tank washing machines, a visual inspection shall be made by entry to the tanks after a crude oil wash but prior to any water rinse which may be specified in the Operations and Equipment Manual. The bottom of the tank to be inspected may, however, be flushed with water and stripped in order to remove any heel of crude oil remaining on the tank bottom before gas freeing for entry. This inspection shall ensure that the tank is essentially free of oil clingage and deposits. If the flushing procedure is adopted, a similar but unflushed tank must be used for the test specified in (b) below. (b) To verify the effectiveness of the stripping and drainage arrangements, a measurement shall be made of the amount of oil floating on top of the departure ballast. The ratio of the volume of oil on top of the total departure ballast water to the volume of tanks that contain this water shall not exceed 0.00085. This test shall be carried out after crude oil washing and stripping in a tank similar in all relevant respects to the tank examined in accordance with sub-paragraph (a) above, which has not been subjected to a water rinse or to the intervening water flushing permitted by sub-paragraph (a). (c) To verify the design, installation and operation of the system, the arrival ballast, after a typical ballast voyage before which the arrival ballast tanks have been crude oil washed and during which the tanks have been water rinsed in accordance with the programme set out in the Operations and Equipment Manual, shall be totally discharged to the loading port harbour through an approved oil monitoring system and the oil content of the effluent in this test shall not exceed 15 ppm. 4.2.11 Where the Certifying Authority is satisfied that ships are similar in all relevant respects, the requirements of paragraph 4.2.10 need only be applied to one such ship. Furthermore, where a ship has a series of tanks that are similar in all relevant respects then, for that series of tanks, the requirements of paragraph 4.2.10(a) need be applied to only one tank of that series. 4.2.12 The design of the deck mounted tank washing machines shall be such that means are provided external to the cargo tanks which, when crude oil washing is in progress, would indicate the rotation and arc of the movement of the machine. Where the deck mounted machine is of the non-programmable, dual nozzle type, alternative methods to the satisfaction of the Certifying Authority may be accepted, provided an equivalent degree of verification is attained. 4.2.13 Where submerged machines are required, they shall be non-programmable and, in order to comply with the requirements of paragraph 4.2.8, it shall be possible to verify their rotation by one of the following methods (a) by indicators external to the tank; (b) by checking the characteristic sound pattern of the machine, in which case the operation of the machine shall be verified towards the end of each wash cycle. Where two or more submerged machines are installed on the same supply line, valves shall be provided and arranged so that operation of each machine can be verified independently of the other machines on the same supply line; (c) by gas freeing the tank and checking the operation of the machine with water during ballast voyages. In this case the check shall take place after a maximum of six usages of the machine but the interval between checks shall not exceed 12 months. Each verification shall be recorded in the Oil Record Book, Part II-Cargo/Ballast Operations. The method of verification shall be stated in the Operations and Equipment Manual. 4.3 Pumps 4.3.1 The pumps supplying crude oil to the tank cleaning machines shall be either the cargo pumps or pumps specifically provided for the purpose. 4.3.2 The capacity of the pumps shall be sufficient to provide the necessary throughput at the required pressure for the maximum number of tank cleaning machines required to be operated simultaneously as specified in the Operations and Equipment Manual. In addition the pumps shall, if an eductor system is fitted for tank stripping, be capable of supplying the eductor driving fluid to meet the requirements of paragraph 4.4.2. 4.3.3 The capacity of the pumps shall be such that the requirements of paragraph 4.3.2 can be met with any one pump inoperative. The pumping and piping arrangements shall be such that the crude oil washing system can be effectively operated with any one pump out of use. 4.3.4 The carriage of more than one grade of cargo shall not prevent crude oil washing of tanks. 4.3.5 To permit crude oil washing to be effectively carried out where the back pressure presented by the shore terminal is below the pressure required for crude oil washing, provision shall be made such that an adequate pressure to the washing machines can be maintained in accordance with paragraph 4.3.2. This requirement shall be met with any one cargo pump out of action. The minimum supply pressure required for crude oil washing shall be specified in the Operations and Equipment Manual. Should this minimum supply pressure not be obtainable, crude oil washing operations shall not be carried out. 4.4 Stripping system 4.4.1 The design of the system for stripping crude oil from the bottom of every cargo tank shall be to the satisfaction of the Certifying Authority. 4.4.2 The design and capacity of the tank stripping system shall be such that the bottom of the tank being cleaned is kept free of accumulations of oil and sediment towards completion of the tank washing process. 4.4.3 The stripping system shall be capable of removing oil at a rate of 1.25 times the total throughput of all the tank cleaning machines to be operated simultaneously when washing the bottom of the cargo tanks as described in the ship's Operations and Equipment Manual. 4.4.4 Means such as level gauges, hand dipping and stripping system performance gauges as referred to in paragraph 4.4.8 shall be provided for checking that the bottom of every cargo tank is dry after crude oil washing. Suitable arrangements for hand dipping must be provided at the aftermost portion of a cargo tank and in three other suitable locations unless other means approved by the Certifying Authority are fitted for efficiently ascertaining that the bottom of every cargo tank is dry. For the purpose of this paragraph, the cargo tank bottom shall be considered "dry" if there is no more than a small quantity of oil near the stripping suction with no accumulation of oil elsewhere in the tank. 4.4.5 Means shall be provided to drain all cargo pumps and lines at the completion of cargo discharge, where necessary, by connection to a stripping device. The line and pump draining shall be capable of being discharged both to a cargo tank and ashore. For discharge ashore a special small diameter line shall be provided for that purpose and connected outboard of the ship's manifold valve. For new oil tankers or existing oil tankers not already fitted with such a line the cross-sectional area of this line shall not exceed 10 per cent of that of a main cargo discharge line. Where such a line is already fitted on an existing tanker, a cross-sectional area of not more than 25 per cent of that of a main cargo discharge line may be accepted. 4.4.6 The means for stripping oil from the cargo tanks shall be by positive displacement pump, self-priming centrifugal pump or eductor or other methods to the satisfaction of the Certifying Authority. Where a stripping line is connected to a number of tanks, means shall be provided for isolating each tank not being stripped at that particular time. 4.4.7 The carriage of more than one grade of cargo shall not prevent crude oil washing of tanks. 4.4.8 Equipment shall be provided for monitoring the efficiency of the stripping system. All such equipment shall have remote read out facilities in the cargo control room or in some other safe and convenient place easily accessible to the officer in charge of cargo and crude oil washing operations. Where a stripping pump is provided, the monitoring equipment shall include either a flow indicator, or a stroke counter or revolution counter as appropriate, and pressure gauges at the inlet and discharge connections of the pump or equivalent. Where eductors are provided the monitoring equipment shall include pressure gauges at the driving fluid intake and at the discharge and a pressure/vacuum gauge at the suction intake. 4.4.9 The internal structure of the tank shall be such that drainage of oil to the tank suctions of the stripping system is adequate to meet the requirements of paragraphs 4.4.2 and 4.4.4. Care shall be taken that both longitudinal and transverse drainage are satisfactory and shall be verified during the inspection required by paragraphs 3.2 and 4.2.10. 4.4.10 The trim conditions for crude oil washing given in the Operations and Equipment Manual shall be adhered to. In general, trim by the stern is only important during the final stages of tank discharge and shall be the maximum possible compatible with operational constraints but in no case less than that recorded during the crude oil washing prior to the inspection required by paragraphs 3.2 and 4.2.10. 4.5 Ballast lines 4.5.1 Where a separate ballast water system for ballasting cargo tanks is not provided, the arrangement shall be such that the cargo pump, manifolds and pipes used for ballasting can be safely and effectively drained of oil before ballasting. 5. QUALIFICATION OF PERSONNEL 5.1 The training requirements of ships' personnel engaged in the crude oil washing of tankers shall be to the satisfaction of the Director. 5.2 Where a person such as the master, the chief officer or the cargo control officer assumes overall charge of a crude oil wash he shall (a) have had at least one year's experience on oil tankers where his duties have included the discharge of cargo and associated crude washing. Where his duties have not included crude oil washing operations, he shall have completed a training programme in crude oil washing in accordance with Appendix II to these Specifications and satisfactory to the Director; (b) have participated at least twice in crude oil wash programmes, one of which shall have been in the particular ship for which he is required to undertake the responsibility of cargo discharge or on a ship that is similar in all relevant respects; and (c) be fully knowledgeable of the contents of the Operations and Equipment Manual. 5.3 Where other nominated persons are intended to have particular responsibilities as defined in the Operations and Equipment Manual they shall have at least 6 months experience on oil tankers where, in the course of their duties, they shall have been involved in the cargo discharge operation. In addition, they shall have been instructed in the matters specified in Appendix II to these Specifications, in the crude oil washing operation in the particular ship for which they are required to undertake this responsibility and be fully knowledgeable of the contents of the Operations and Equipment Manual. 6. OPERATION 6.1 Tankage to be crude oil washed Before departure on a ballast voyage, after the complete discharge of cargo, sufficient tanks shall have been crude oil washed in accordance with the procedures specified in the Operations and Equipment Manual to ensure that (a) as a minimum, sufficient tanks have been washed to permit compliance with the draught and trim requirements of regulation 18(2)(a), (b) and (c) of these Regulations during all phases of the ballast voyage; and (b) account is taken of the ship's trading pattern and the expected weather conditions so that additional ballast water is not put into tanks which have not been crude oil washed. In addition to the tanks referred to in (a) above, approximately one quarter of all remaining tanks shall be crude oil washed for sludge control on a rotational basis, but these additional tanks may include the tanks referred to in (b) above. However, for sludge control purposes, no tank need be crude oil washed more than once in every four months. Crude oil washing shall not be conducted between the final discharge and loading ports; that is to say, no crude oil washing shall be undertaken during the ballast voyage. Ballast water shall not be put into tanks that have not been crude oil washed. Water that is put into a tank which has been crude oil washed but not water rinsed shall be regarded as dirty ballast. 6.2 Drainage and discharge ashore of cargo lines At the end of cargo discharge all cargo mains and stripping lines shall be drained and stripped and the drainings and strippings discharged ashore via the special diameter line required by paragraph 4.4.5. In addition all cargo tanks shall be stripped before the ship leaves its final port of discharge. 6.3 Filling of departure ballast tanks Care shall be taken at the completion of crude oil washing of any departure ballast tanks to strip the tank as completely as possible. Where departure ballast is filled through cargo lines and pumps, these must be drained and stripped of oil using the means required by paragraph 4.4.5 before ballast is loaded. 6.4 Crude oil washing at sea All crude oil washing must be completed before the ship leaves its final port of discharge. Where any tank is crude oil washed while the ship is at sea between multiple discharge ports, the tank shall be left empty and available for inspection at the next discharge port before commencing the next ballast voyage. This inspection may consist of multiple sounding/dipping of the bottom of the tank when the tank is empty. Departure ballast tanks shall be ballasted prior to departure from port so that examination of the surface of the ballast water can be made in accordance with the provisions of paragraph 4.2.10(b). 6.5 Discharge of oily water effluents on ballast voyage The discharge of departure ballast and any other water effluent discharged during the ballast voyage shall comply with the requirements of regulation 13 of these Regulations. 6.6 Use and control of inert gas On ships to which these Specifications apply, no tank shall be crude oil washed unless the inert gas system required by the Merchant Shipping (Safety) (Fire Protection) (Ships Built Before 25 May 1980) Regulations (Cap 369 sub. leg.), Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap 369 sub. leg.), or Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap 369 sub. leg.), as appropriate, is in proper operation. Before each tank is crude oil washed, the oxygen level shall be determined at a point 1 metre from the deck and at the middle region of the ullage space and neither of these determinations shall exceed 8 per cent by volume. Where tanks have complete or partial wash bulkheads, the determinations shall be taken from similar levels in each section of the tank. The oxygen level of the inert gas being delivered during the washing process shall be continuously monitored. If during crude oil washing- (37 of 1990 s. 12; 64 of 1999 s. 3) (a) the oxygen level of the inert gas being delivered exceeds 8 per cent by volume; or (b) the pressure of the atmosphere at the tanks is no longer positive; then the washing shall be stopped until satisfactory conditions are restored. 6.7 Precautions against electrostatic generation To avoid excessive electrostatic generation in the washing process due to the presence of water in the crude oil washing fluid, the contents of any tank to be used as a source of crude oil washing fluid must first be discharged by at least 1 metre before being so used. Any tank used as a slop tank on the previous ballast voyage shall be completely discharged and refilled with dry crude oil if that tank is to be used as a source of washing fluid. 6.8 Vapour emission On ships to which these specifications apply there shall be means to avoid vapour emission during the filling of departure ballast wherever local conditions require it. The method of preventing the emission of hydrocarbon vapour into the atmosphere shall be (a) by the use of permanent ballast tanks wherever these are sufficient to provide the minimum departure draught; or (b) by containment of vapour in empty cargo tanks by simultaneous ballasting and cargo discharge. Alternative methods to the satisfaction of the Director may be accepted provided an equivalent degree of environmental protection is provided. 7. OPERATIONS AND EQUIPMENT MANUAL The Operations and Equipment Manual shall be to the satisfaction of the Certifying Authority and shall contain the following information and operational instructions (a) The complete text of the Specifications for the Design, Operation and Control of Crude Oil Washing Systems as set out in this Schedule. (b) A line drawing of the crude oil washing system showing the respective position of pumps, lines and washing machines which relate to the crude oil washing system. (c) A description of the system and a list of procedures for checking that equipment is working properly during crude oil washing operations. This shall include a list of the system and equipment parameters to be monitored, such as line pressure, oxygen level, machine revolutions, duration of cycles, etc. The established values for these parameters shall be included. The results of the tests carried out in accordance with paragraph 4.2.10 and the values of all parameters monitored during such tests shall also be included. (d) Details of the requirements of section 6 ("Operation") of this Schedule, together with advice and instructions, where appropriate, on meeting these requirements, such as (i) Recommended methods and programmes of crude oil washing in order to accord with all foreseeable circumstances of cargo discharge restraints and to obtain maximum trim during the completion of washing and draining of each tank. (ii) The procedure on ships to avoid vapour emission in accordance with paragraph 6.8. (iii) The method of draining tanks which shall include information on optimum trim conditions as required by paragraph 4.4.10. (iv) The method of draining cargo pumps, cargo lines, crude oil washing lines and stripping lines, and spaces into which they may be drained, together with the final discharge ashore via the small discharge line on completion of discharge. (v) Typical washing programmes under various conditions of loading, specifying (1) the tanks to be washed in accordance with paragraph 6.1; (2) the method for washing each tank, that is single or multi-stage; (3) the number of tank washing machines to be used simultaneously; (4) the duration of the crude oil wash and water rinse where the latter is appropriate; (5) the volume of water used for water rinse, which shall be at least equal to that used in the water rinse prior to the inspection required by paragraphs 3.2 and 4.2.10; and (6) the preferred order in which the tanks are to be washed. (vi) The procedure for draining and stripping, where appropriate, cargo lines and pumps before being used for the loading of departure ballast. (vii) The procedure for water washing lines before discharge of departure ballast and the loading and final discharge of arrival ballast. (viii) The procedure for verifying by sound patterns that bottom mounted machines are operating shall be carried out towards the end of the wash cycle for each tank. When carrying out such verification all other machines shall be shut down if necessary. (ix) Precise details of the procedure to ensure compliance with regulation 13 of these Regulations in the discharge of departure ballast, the water flushing of lines and the decanting of the slop tanks at sea. (e) The dangers of leakage from the crude oil washing system and the precautions necessary to prevent leakage and the action to be taken in the event of a leakage. Guidance shall be given on how the crude oil washing system is to be operationally tested for leakage before each discharge. (f) The method of preventing the entry of oil to the engine room through steam heaters as required by paragraph 4.1.6. (g) The personnel required at all times to conduct the dual operation of discharging cargo and crude oil washing. The numbers of such personnel shall include (i) the person meeting the requirements of paragraph 5.2 who will have overall control of the crude oil washing process; (ii) those persons meeting the requirements of paragraph 5.3 who will be expected to undertake the actual operation; and (iii) at least one person on deck at all times during washing to keep watch for leaks and malfunctioning of equipment, to test the oxygen content of tanks before washing, to check tank atmosphere pressure, to sound tank bottoms if required, to lift ullage floats if necessary and to change drive units when this is necessary. The duties of such persons are not necessarily mutually exclusive. (h) An effective means of communication between the watchkeeper on deck and the cargo control position so that in the event of a leak in or malfunctioning of the crude oil washing system the washing may be stopped as soon as possible. (i) The typical procedures for ballasting. (j) A pre-crude oil wash operational check list for the use of the crew at each discharge, which shall include the checking and calibration of all instruments. (k) The recommended intervals for on board inspection and maintenance of crude oil washing equipment in addition to statutory surveys. Reference should be made to technical manuals supplied by the manufacturers of the equipment. (l) A list of crude oil unsuitable for the crude oil washing process and their origin. APPENDIX I MODIFICATIONS FOR APPLYING THE SPECIFICATIONS TO NEW CRUDE OIL TANKERS OF 20 000 TONS DEADWEIGHT AND ABOVE Paragraph number Modifications 4.2.5 This paragraph is not applicable. 4.2.10 Sub-paragraph (c) is not applicable. 6.1 Replace by the following "6.1 Tankage to be crude oil washed 6.1.1 Before departure on a ballast voyage (a) approximately one quarter of the cargo tanks shall be crude oil washed for sludge control purposes on a rotational basis and in accordance with the procedures specified in the Operations and Equipment Manual. However, for these purposes, no tank need be crude oil washed more than once in every four months; and (b) if it is considered that additional ballast in a cargo tank or tanks may be required during the ballast voyage under the conditions and provisions specified in regulation 18(3) of these Regulations, the tank or tanks which may be used for this ballast shall be crude oil washed in accordance with the procedures specified in the Operations and Equipment Manual. 6.1.2 Ballast water shall not be put into cargo tanks that have not been crude oil washed. Water that is put into a tank which has been crude oil washed but not water rinsed shall be regarded as dirty ballast. 6.1.3 Crude oil washing shall not be conducted between the final discharge and loading ports; that is to say, no crude oil washing shall be undertaken during the ballast voyage." 6.3 Replace by the following "6.3 Ballasting of cargo tanks Care shall be taken at the completion of crude oil washing of any cargo tank that might contain ballast to strip the tank as completely as possible. Where this ballast is filled through cargo lines and pumps, these must be drained and stripped of oil using the means required by paragraph 4.4.5." 6.4 The last two sentences are not applicable. 6.5 Replace by the following "6.5 Discharge of oily water effluents on ballast voyage The discharge of additional ballast from cargo tanks and any other water effluent discharged during the ballast voyage shall comply with the requirements of regulation 13 of these Regulations." 6.8 This paragraph is not applicable. 7(d) Replace by the following "7(d) Details of the requirements of section 6 ("Operation") of this Schedule, together with advice and instructions, where appropriate, on meeting these requirements, such as (i) Recommended methods and programmes of crude oil washing in order to accord with all foreseeable circumstances of cargo discharge restraints and to obtain maximum trim during the completion of washing and draining of each tank. (ii) The method of draining tanks which shall include information on optimum trim conditions as required by paragraph 4.4.10. (iii) The method of draining cargo pumps, cargo lines, crude oil washing lines and stripping lines, and spaces into which they may be drained, together with the final discharge ashore via the small discharge line on completion of discharge. (iv) Typical washing programmes under various conditions of loading specifying (1) the tanks to be washed in accordance with paragraph 6.1; (2) the method for washing each tank, that is single or multi-stage; (3) the number of tank washing machines to be used simultaneously; (4) the duration of the crude oil wash and water rinse where the latter is appropriate. (v) The procedure for verifying by sound patterns that bottom mounted machines are operating shall be carried out towards the end of the wash cycle for each tank. When carrying out such verification all other machines shall be shut down if necessary." APPENDIX II TRAINING FOR PERSONS INTENDED TO ASSUME OVERALL CHARGE OF CRUDE OIL WASHING INTRODUCTION Any required training shall be supervised instruction, conducted in a shore-based facility or aboard a suitably equipped ship having training facilities and instructors for this purpose, dealing with the principles involved and the application of these principles to ship operation. In drawing up a syllabus of training for approval by the Director, the revised Specifications for the Design, Operation and Control of Crude Oil Washing Systems of tankers shall be taken into account. Such training shall include but not necessarily be limited to (a) An introduction to the principles of crude oil washing which shall include: the characteristics of crude oil as a washing fluid and its contrast with water washing; top washing; bottom washing; trim requirements; methods of bleeding off from the cargo discharge; maintenance of required washing fluid pressure; washing at sea between discharge ports; recirculatory washing; relative priorities and requirements for the departure ballast tanks, arrival ballast tanks and cargo only tanks. (b) Equipment and design (i) location of washing machines; (ii) washing machines, deck mounted and submerged: types; characteristics; features of construction; operating parameters; (iii) drive units; (iv) washing fluid supply and distribution systems; (v) stripping systems; (vi) means of sounding tanks; (vii) inert gas requirements. (c) Generalized crude oil washing procedures (i) traditional pipeline ship/free flow ship/partial free flow ship; (ii) single/multi parcel cargoes; (iii) optimization of washing procedure in order to minimize extra berth time; (iv) ballasting for departure with various ship and pipeline configurations; (v) procedure for washing at sea between discharge ports. (d) Associated procedure (i) means for minimizing residues on board: stripping of cargo tanks; draining and stripping of cargo lines; final discharge of cargo ashore; (ii) water rinsing of arrival ballast tanks; (iii) filling and ultimate discharge of arrival ballast; (iv) discharge of departure ballast; (v) build-up and decanting of residues in slop tank; (vi) requirements of Regulation 13 of these Regulations; (vii) avoidance of venting in port during ballasting operations. (e) Safety (i) inert gas procedure; (ii) maintenance and monitoring of inert gas quality and pressure; (iii) stopping of washing/discharge under abnormal inert gas conditions; (iv) electrostatic generation and the precautions required to avoid it; (v) pipework integrity; (vi) avoidance of surge pressures; (vii) spillage. (f) Check lists (i) before entering port; (ii) before commencing crude oil washing; (iii) after crude oil washing; (iv) after sailing. (g) Regulatory enforcement procedures (i) Operations and Equipment Manual; (ii) Oil Record Book; (iii) sounding of tanks; (iv) measurement of oil on surface of departure ballast. (h) Maintenance of plant and equipment (i) maintenance of equipment in accordance with manufacturers' instructions; (ii) additional maintenance items. SCHEDULE 8 SPECIFICATIONS FOR THE DESIGN, INSTALLATION AND OPERATION OF A PART-FLOW SYSTEM FOR CONTROL OF OVERBOARD DISCHARGES VerDate:30/06/1997 [regulation 26(6)(e)(ii)] LIST OF CONTENTS 1. PURPOSE 2. APPLICATION 3. GENERAL PROVISIONS 4. SYSTEM ARRANGEMENT .1 SAMPLING POINTS .2 SAMPLE PIPING .3 SAMPLE FEED PUMP .4 FLUSHING ARRANGEMENT .5 DISPLAY ARRANGEMENT .6 SAMPLE DISCHARGE ARRANGEMENT 5. OPERATION 1. PURPOSE The purpose of these Specifications is to provide specific design criteria and installation and operational requirements for the part-flow system referred to in regulation 26(6)(e) of these Regulations. 2. APPLICATION 2.1 Existing oil tankers may, in accordance with regulation 26(6)(e) of these Regulations, discharge dirty ballast water and oil contaminated water from cargo tank areas below the waterline, provided that part of the flow is led through permanent piping to a readily accessible location on the upper deck or above where it may be visually observed during the discharge operation and provided that the arrangements comply with the requirements of this Schedule. 2.2 The part-flow concept is based on the principle that the observation of a representative part of the overboard effluent is equivalent to observing the entire effluent stream. These specifications provide the details of the design installation, and operation of a part-flow system. 3. GENERAL PROVISIONS 3.1 The part-flow system shall be so fitted that it can effectively provide a representative sample of the overboard effluent for visual display under all normal operating conditions. 3.2 The part-flow system is in many respects similar to the sampling system for an oil discharge monitoring and control system but shall have pumping and piping arrangements separate from such a system. However combined equivalent arrangements may be accepted by the Certifying Authority. 3.3 The display of the part-flow shall be arranged in a sheltered and readily accessible location on the upper deck or above, approved by the Certifying Authority (e.g. the entrance to the pump room). There shall be effective communication between the location of the part-flow display and the discharge control position. 3.4 Samples shall be taken from relevant sections of the overboard discharge piping and be passed to the display arrangement through a permanent piping system. 3.5 The part-flow system shall include the following components: .1 sampling probes; .2 sample water piping system; .3 sample feed pump(s); .4 display arrangement; .5 sample discharge arrangement; and, subject to the diameter of the sample piping; .6 flushing arrangement. 3.6 The part-flow system shall comply with the appropriate safety requirements. 4. SYSTEM ARRANGEMENT 4.1 Sampling points 4.1.1 Sampling point location .1 Sampling points shall be so located that relevant samples can be obtained of the effluent being discharged through outlets below the waterline which are used for operational discharges. .2 Sampling points shall, as far as practicable, be located in pipe sections where a turbulent flow is normally encountered. .3 Sampling points shall, as far as practicable, be arranged in accessible locations in vertical sections of the discharge piping. 4.1.2 Sampling probes .1 Sampling probes shall be arranged to protrude into the pipe a distance of about one fourth of the pipe diameter. .2 Sampling probes shall be arranged for easy withdrawal for cleaning. .3 A stop valve shall be fitted adjacent to each probe, except that where the probe is mounted in a cargo line, two stop valves shall be fitted in series, in the sample line. .4 Sampling probes shall be of corrosion-resistant and oil-resistant material, of adequate strength, properly jointed and supported. .5 Sampling probes shall have a shape that is not prone to becoming clogged by particle contaminants and shall not generate high hydrodynamic pressures at the sampling probe tip. Figure 1 is an example of one suitable shape of a sampling probe. .6 Sampling probes shall have the same nominal bore as the sample piping. 4.2 Sample piping .1 The sample piping shall be arranged as straight as possible between the sampling points and the display arrangement. Sharp bends and pockets where settled oil or sediment may accumulate shall be avoided. .2 The sample piping shall be so arranged that sample water is conveyed to the display arrangement within 20 seconds. The flow velocity in the piping shall not be less than 2 metres per second. .3 The diameter of the piping shall not be less than 40 millimetres if no fixed flushing arrangement is provided and shall not be less than 25 millimetres if a pressurised flushing arrangement as detailed in paragraph 4.4 is installed. .4 The sample piping shall be of corrosion-resistant and oil-resistant material, of adequate strength, properly jointed and supported. .5 Where several sampling points are installed the piping shall be connected to a valve chest at the suction side of the sample feed pump. 4.3 Sample feed pump .1 The sample feed pump capacity shall be suitable to allow the flow rate of the sample water to comply with paragraph 4.2.2. 4.4 Flushing arrangement .1 If the diameter of sample piping is less than 40 millimetres, a fixed connection from a pressurized sea or fresh water piping system shall be installed to enable flushing of the sample piping system. 4.5 Display arrangement .1 The display arrangement shall consist of a display chamber provided with a sight glass. The chamber should be of a size that will allow a free fall stream of the sample water to be clearly visible over a length of at least 200 millimetres or such equivalent arrangement as may be approved by the Certifying Authority. .2 The display arrangement shall incorporate valves and piping in order to allow part of the sample water to bypass the display chamber to obtain a laminar flow for display in the chamber. .3 The display arrangement shall be designed to be easily opened and cleaned. .4 The internal surfaces of the display chamber shall be white except for the background wall which shall be so coloured as to facilitate the observation of any change in the quality of the sample water. .5 The lower part of the display chamber shall be shaped as a funnel for collection of the sample water. .6 A test cock for taking a grab sample shall be provided in order that a sample of the water can be examined independently of that in the display chamber. .7 The display arrangement shall be adequately lighted to facilitate visual observation of the sample water. 4.6 Sample discharge arrangement .1 The sample water leaving the display chamber shall be routed to the sea or to a slop tank through fixed piping of adequate diameter. 5. OPERATION 5.1 When a discharge of dirty ballast water or other oil contaminated water from the cargo tank area is taking place through an outlet below the waterline, the part-flow system shall provide sample water from the relevant discharge outlet at all times. 5.2 The sample water shall be observed particularly during those phases of the discharge operation when the greatest possibility of oil contamination occurs. The discharge shall be stopped whenever any traces of oil are visible in the flow and when the oil content meter reading indicates that the oil content exceeds permissible limits. 5.3 On those systems that are fitted with flushing arrangements, the sample piping shall be flushed after contamination has been observed and the sample piping shall be flushed after each period of usage. 5.4 The ship's cargo and ballast handling manuals and, where applicable, those manuals required for crude oil washing systems or dedicated clean ballast tanks operation shall clearly describe the use of the part-flow system in conjunction with the ballast discharge and the slop tank decanting procedures. FIGURE 1 SAMPLING PROBE FOR A PART-FLOW DISPLAY SYSTEM