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Lloyds Register ASIA

MARPOL 73/78 Annexes I, IV, V and VI

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MARPOL 73/78

ANNEXES I, IV, V and VI

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Lloyds Register EMEA

MARPOL 73/78 Annexes I, IV and VI

1 AN INTRODUCTION TO MARPOL 73/78

MARPOL 73/78 is an international convention comprising a set of regulations aimed at preventingpollution of the sea from ships. At present there are six different 'sets' of regulations known as theAnnexes of MARPOL 73/78, each dealing with a different aspect of marine pollution.

These regulations, like the SOLAS, Load Line and Tonnage conventions, are formulated and agreed

by the International Maritime Organization (IMO).

How is Lloyd's Register involved?

Lloyd's Register is authorised by over 140 national authorities to survey ships and issue certificationfor compliance with the regulations of the various conventions on behalf of the governments.

Which ships are required to comply with the convention?

The MARPOL convention defines a ship as a vessel of any type whatsoever operating in the marineenvironment. The only exceptions to this are warships, naval auxiliary ships or other governmentcontrolled ships on non-commercial service. This means that all vessels, regardless of type or sizemust comply with the requirements of the regulations in the various Annexes.

The convention therefore applies to tankers, container ships, general cargo ships, gas carriers, oilplatforms, barges, pleasure craft (yachts, speed boats etc) and oil rigs. This is regardless of size orwhether the particular Annex requires the vessel to undergo surveys and be issued with a certificate.Types of pollution from ships

Oil, noxious liquid substances (chemicals), packaged cargo, sewage, garbage and air are all types ofpollution that can come from a ship. Other sources currently under consideration are anti-foulingpaints, unwanted aquatic organisms in ballast water and pollution caused by the scrapping of ships.

1.1 The MARPOL Annexes

Annex I: Regulations for the Preven tion ofPollution by Oil from Ships

This Annex, which entered into force on 2 October1983, requires that ships are designed, constructed,equipped and operated to ensure that the allowablelimits for the amount of oil a ship may discharge to seaare complied with. Surveys and certification arerequired

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Annex IV: Regulations for the Prevent ion of

Pollution by Sewage from Ships

This Annex entered into force on 27 September 2003.

The Annex covers the disposal of sewage, where it canbe discharged; methods for its treatment and storage;carrying out surveys and issuing certificates.

The United States also have requirements for theprevention of pollution by sewage. They require thatsewage treatment plants or containment systems arefitted to ships. Lloyd's Register can issue a Statement ofCompliance with the United States requirements whenspecifically requested to do so by an owner/builder

Annex V: Regulations for the Prevent ion ofPollution by Garbage from Ships

This Annex came into force on 30 December 1988 andis applicable to all ships. It is operational in nature sothe owner, master and crew are responsible forensuring it is complied with. The Annex regulates how aship's garbage is dealt with, what can and cannot bedumped at sea, where it can be dumped, and how it isto be dumped

Annex VI: Regulations for the Prevent ion ofPollution of Air from Ships

This Annex was adopted by the IMO on 26 September1997 and entered into force on 19 May 2005. Itregulates NOx emissions from main and auxiliary dieselengines, SOx content of marine fuel oil bunkers, bunkerquality, cargo vapours from tankers, shipboardincinerators and the use of ozone depleting substances.

2 MARPOL Annex I - The Prevention of Pollut ion By Oil

2.1 Background: From OILPOL 54 to the Prestige disaster

The world's first oil tankers appeared in the late 19th century to carry kerosene for lighting, but theinvention of the motor car fuelled demand for oil. During the World War 2, the standard oil tanker wasthe T2 at 16,400 tonnes deadweight. But tankers grew rapidly in size from the 1950s onwards.

The first 100,000-tonne crude oil tanker was delivered in 1959 to cover the route from the Middle Eastto Europe round the Cape of Good Hope (thereby avoiding the Suez Canal which had beentemporarily closed following political conflicts in 1956). Shippers saw economies of scale in largertankers and by the mid-1960s, tankers of 200,000 tonnes deadweight- the Very Large Crude Carrieror VLCC - had been ordered.

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Meanwhile in 1965, the IMO set up a Subcommittee on Oil Pollution, under the auspices of itsMaritime Safety committee, to address oil pollution issues.

Torrey Canyon disaster

Although the OILPOL Convention had been ratified, pollution control was at the time still a minorconcern for the IMO. Indeed, the world was only beginning to wake up to the environmentalconsequences of an increasingly industrialised society.

This changed in 1967, when the Torrey Canyon ran aground while entering the English Channel,spilling its entire cargo of 120,000 tonnes of crude oil into the sea. As the biggest oil pollution incidentever recorded up to that point, it raised questions about measures then in place to prevent oil spills,while exposing deficiencies in the existing system for providing compensation following accidents atsea.

It was essentially this incident that set in motion the chain of events that eventually led to the adoptionof MARPOL - as well as a host of conventions in the field of liability and compensation.

First, IMO called an Extraordinary Session of its Council, which drew up a plan of action on technicaland legal aspects of the Torrey Canyonincident.

It was still recognised, however, that although accidental pollution represented the most spectacularand high profile events, day-to-day operational pollution was the bigger threat.

In 1969, therefore, the 1954 OILPOL Convention was again amended, this time to introduce aprocedure known as 'load on top' that had been developed by the oil industry and which had thedouble advantage of saving oil and reducing pollution. Under the system, the washings resulting from

tank cleaning are pumped into a special tank. During the voyage back to the loading terminal, the oiland water separate. The water at the bottom of the tank is pumped overboard and at the terminal, oilis pumped onto the oil left in the tank.

However, the enormous growth in the maritime transport of oil and the size of tankers, plus theincreasing amount of chemicals being carried and a growing concern for the world's environment as awhole, made many countries feel that OILPOL 1954 was no longer adequate, despite the variousamendments it had been adopted.

In 1969, the IMO Assembly decided to convene an international conference to adopt a completely newconvention, which would incorporate the regulations contained in OILPOL 1954. At the same time, theSub-Committee on Oil Pollution was renamed the Sub-Committee on Marine Pollution, to broaden itsscope; this became the Marine Environment Protection Committee (MEPC), which was eventuallygiven the same standing as the Maritime Safety Committee, with a brief to deal with all matters relatingto marine pollution.

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3 1973 International Convention for the Prevention of Pollution fromShips

The 1973 conference in October-November 1973 incorporated much of OILPOL 1954 and itsamendments into Annex I covering oil, while other annexes covered chemicals, harmful substancescarried in packaged form, sewage and garbage.

Annex I expanded and improved on OILPOL in several ways. It specified requirements for continuous

monitoring of oily water discharges and included the requirement for governments to provide shorereception and treatment facilities at oil terminals and ports. It also established a number of 'specialareas' in which more stringent discharge standards were applicable, including the Mediterranean, RedSea and Gulf, and Baltic Seas. These special areas would be implemented when the littoral statesconcerned had provided adequate reception facilities for dirty ballast and other oily residues.

An important regulation of Annex I was Regulation 13, which required segregated ballast tanks on newtankers over 70,000 deadweight tonnes. The aim was to ensure that ballast water (taken on board tomaintain stability, such as when a tanker is sailing empty to pick up cargo) is never going to be

contaminated by oil carried as cargo or fuel.

As it turned out there was slow progress in the convention's ratification, partly because of technicalproblems in ratifying Annex II and it became a major concern.

At the same time, a series of tanker accidents in 1976-1977 mostly in or near United States watersand including the stranding of the Argo Merchant, led to demands for more stringent action to curbaccidental and operational oil pollution. Although the Argo Merchant, which ran aground offMassachussetts in December 1976, was a small tanker carrying 27,000 tonnes of oil, it caused huge

public concern because the oil slick threatened New England resorts and the Georges Bank fishingground.

The U.S.A took the lead in asking the IMO Council, in May 1977, to consider adopting furtherregulations on tanker safety. The Council agreed to convene a conference in February 1978 - theConference on Tanker Safety and Pollution Prevention.

A working group met in May, June and July, and a combined MSC/MEPC met in October, to preparebasic documents for the conference.

1978 Conference on Tanker Safety and Pol lut ion Prevention

The conference in February 1978, adopted a protocol to the 1973 MARPOL Convention, absorbingthe parent Convention and expanding on the requirements for tankers to help make them less likely topollute the marine environment.

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systems (whereby exhaust gases, which are low in oxygen and thus non-combustible, are used to

replace flammable gases in tanks) on all new tankers over 20,000 dwt and specified existing tankers.The SOLAS Protocol also included requirements for tanker steering gear, stricter requirements forcarrying radar and collision avoidance aids, and stricter regimes for surveys and certification.

To speed up MARPOL's implementation, the conference gave countries a three-year 'grace period, inwhich they were not bound by the provisions of Annex II from the date of entry into force of theProtocol. This enabled countries to accept Annex I while having three years to implement Annex II.

Both the 1978 MARPOL and SOLAS Protocols were seen as major steps in raising construction and

equipment standards for tankers through more stringent regulations.

If the world needed a further reminder of the need for strict anti-pollution regimes, it got it just onemonth after the 1978 Conference, when the Amoco Cadizran aground off Brittany. The tanker, filledwith 223,000 tonnes of crude oil, lost its entire cargo to more than 130 beaches, with oil up to 30 cmthick in some places. It was France's worst ever oil spill.

Sufficient countries had ratified MARPOL by October 1982, and on 2 October 1983 the MARPOL1973/78 the convention entered into force.

Since then, there have been a number of amendments to the convention.

3.1 Exxon Valdez disaster

It was another tanker accident that led to one of the most important changes to Annex I since theadoption of the 1978 Protocol.

In March 1989, the Exxon Valdez, loaded with 1,264,155 barrels of crude oil, ran aground in the northeastern portion of Alaska's Prince William Sound, spilling about one-fifth of its cargo. It was the largestcrude spill in U.S. waters to date, and probably the one that also gained the biggest media coverage:the public demanded action - and duly got it.

The U.S. introduced its Oil Pollution Act of 1990 (OPA 90), making it mandatory for all tankers callingat its ports to have double hulls.

The U.S. also came to the IMO, calling for double hulls to be made a mandatory requirement of

MARPOL. The implications of the Exxon Valdezspill were not lost on IMO Members, and the MEPCbegan discussions on how the U.S. proposals could be implemented.

As on previous occasions, there was some resistance on the part of the oil industry to the mandatoryintroduction of double hulls, mainly due to the cost of retrofitting existing tankers.

At the same time, several IMO Member States wanted other designs to be accepted as equivalents

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1992 'double hull' amendments

The amendments introducing double hulls (or an alternative) were contained in Regulation 13F -Prevention of oil pollution in the event of collision or stranding. The amendments were adopted inMarch 1992 and entered into force in July 1993.

Regulation 13F applies to new tankers - defined as delivered on or after 6 July 1996 - while existingtankers must comply with the requirements of 13F not later than 30 years after their date of delivery.Tankers of 5,000 dwt and above must be fitted with double bottoms and wing tanks extending the full

depth of the ship's side. The regulation allows mid-deck height tankers with double-sided hulls as analternative to double hull construction.

Oil tankers between 600 dwt and 5,000 dwt, had to be fitted with double bottom tanks and the capacityof each cargo tank is limited to 700 cubic metres, unless they are fitted with double hulls.

The MEPC also adopted Regulation 13G, concerned with existing tankers, which made provision foran enhanced programme of inspections to be implemented, particularly for tankers more than fiveyears old.

Regulation 13G also allowed for future acceptance of other structural or operational arrangements -such as hydrostatic balance loading (HBL) - as alternatives to the protective measures in theRegulation.

The Erika disaster and revised single-hull phase-out schedule

On 12 December 1999, the 37,238-dwt tanker Erika broke in two in heavy seas off the coast ofBrittany, France. It was carrying approximately 30,000 tonnes of heavy fuel oil. Although the crew was

saved, some 14,000 tonnes of oil was spilled and more than 100 miles of Atlantic coastline waspolluted.

As a result, proposals were submitted to the MEPC to accelerate the phase-out of single-hull tankerscontained in the 1992 MARPOL amendments.

The amendments to Regulation 13G in Annex I of MARPOL 73/78 were adopted by the MEPC's 46thsession in April 2001.

The Prestige disaster

The Prestigetanker incident of 2002 led to calls for further changes to MARPOL 73/78. The MEPC atits 49th session in July 2003 agreed to an extra session of the Committee to be convened inDecember 2003. It considered the adoption of proposals for an accelerated phase-out scheme forsingle hull tankers, along with other measures, including an extended application of the ConditionAssessment Scheme (CAS) for tankers. New Regulation 13H was created for the heavy oils. The

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Chapter 5 Prevention of oil pollution arising from an oil pollution incident

Chapter 6 Reception facilities

Chapter 7 Special requirement for fixed or floating platforms

The extent of compliance is determined by applying the following factors: Type of vessel - tanker or ship other than a tanker

Size of vessel - gross tonnage, deadweight and length

Age of vessel - new ship or existing ship, new tanker or existing tanker, pre or post-doublehull requirement dates

The various regulations have differing application dates.

Which vessels do these regulations apply to?

MARPOL defines a 'ship' as a vessel of any type whatsoever, operating in the marine environment

and so the regulations apply to all ships, including oil platforms, barges, private yachts.

The regulations do not apply to warships, naval auxiliary vessels or other government owned oroperated vessels in non-commercial service.

Some exemptions may be included in certain regulations for vessels such as hydrofoils andhovercraft, which are not able to comply because of the nature of their construction.

All vessels of 400 gross tonnes (gt) and above, and all oil tankers of 150 gt and above must besurveyed and issued with certificates as evidence of their compliance with the regulations. Smallerships must comply with the regulations but are not required to be surveyed or issued with certificates.However, a Statement of Compliance can be issued if requested by the owners or if required by theflag authority.

How are these regulations applied?

The regulations are applied by individual governments when surveying ships and issuing appropriatecertificates. Lloyd's Register is authorised by over 140 governments to act on their behalf, so in effectundertakes the work of the government in applying these regulations.

After an initial survey, and provided the regulations are complied with, a certificate is issued for fiveyears. During this period the vessel must undergo annual, intermediate and periodical surveys. Theseare normally on an annual basis, i.e. the vessel will have four surveys during the five year period.

At the second or third annual survey, an intermediate survey is held, this being more onerous than an

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What are the sources of oil pollut ion from ships?

There are two main sources of oil pollution from ships. One is from waste oil created in the machineryspace: purification of fuel and lubricating oil, oil leakages from machinery and water ballast in fuel oiltanks. The other is from the cargo space of ships carrying oil in bulk: water ballast in cargo tanks andcargo tank washings.

For operational reasons, ships do make some discharges to sea. Before the introduction of MARPOLthere was no control of these discharges.

Regulations 15 and 34 state exactly where and how oily water mixtures can be discharged to sea. Theremaining regulations deal with how such discharges are prevented, or kept within the limitsprescribed in Regulations 15 and 34, which may be by or a combination of operational measures,equipment, or the design and construction of the vessel.

The discharge requirements stipulate that:

1. For cargo area discharges from an oil tanker:

the tanker is not within a Special Area;

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

the tanker is proceeding en route;

the instantaneous rate of discharge of oil content does not exceed 30 litres per nauticalmile;

the total quantity of oil discharged into the sea does not exceed for existing tankers1/15,000 of the total quantity of the particular cargo of which the residue formed part,and for new tankers 1/30,000 of the total quantity of the particular cargo of which theresidue formed a part; and

the tanker has in operation an oil discharge monitoring and control system and a sloptank arrangement as required by Regulation 29 of MARPOL Annex I.

2. For machinery space discharges from any ship of 400 GT and above, other than an oiltanker and from machinery space bilges excluding cargo pump room bilges of an oil tankerunless mixed with oil cargo residue:

the ship is not within a Special Area;

the ship is proceeding en route;

the oil content of the effluent without dilution does not exceed 15 parts per million; and

the ship has in operation equipment as required by Regulation 14 of MARPOL Annex I(oily water separator and bilge monitor).

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Regulation 16 - Segregation of oil and water ballast and carriage of oil in forepeak tanks

This Regulation applies to new ships other than oil tankers of 400 gt and above and new oil tankers of150 gt and above.

No ballast is to be carried in oil fuel tanks, except in abnormal conditions, meaning severe weatherconditions or certain vessels that need to carry large quantities of fuel oil.

When ballast is carried in fuel oil tanks it should be discharged to shore reception facilities or to the

sea in compliance with Regulation 15, using oil filtering equipment. An entry must also be made in theOil Record Book.

No oil shall be carried in the forepeak or any tank forward of the collision bulkhead. This applies to allships of 400 gt and above whose contracts are placed after 1 January 1982 or whose keels are laidafter 1 July 1982.

All vessels not included in the above should comply with these requirements as far as is reasonableand practicable.

Regulation 14 - Oil discharge monitoring and control system and oil filtering equipment

This Regulation describes the equipment necessary to achieve the discharge limits of 15ppm, and themonitoring requirements enabling the ships staff to measure the oil content of oil/water mixture beingdischarged.

There are three basic pieces of equipment involved:

Oil Water Separator - used to describe 100ppm equipment (not permitted after 1 July1998).

Oil Filtering Equipment - used to describe 15ppm equipment.

Monitoring Equipment - more commonly referred to as a bilge monitor or 15ppm alarm.Used to describe equipment that can monitor the discharge, record the ppm of dischargeoutflow and, where the regulations require, automatically stop the discharge when the limitof 15ppm is reached or in the event of monitor failure.

Vessels of between 400 gt and 10,000 gt must be provided with 15ppm equipment to process

machinery space discharges. i.e. an oily water filter.

Vessels of 10,000 gt and over must be provided with a 15ppm oil filter with an alarm that operates at15ppm and an automatic stopping device. Any vessel that carries ballast in fuel oil tanks must also befitted with this equipment.

Vessels that require discharging within a Special Area should also be fitted with an automatic stopping

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There are significant differences between the new Specifications and those they replace.

The Guidelines and Specifications for Pollution Prevention Equipment for Machinery Space Bilges ofShips, IMO Resolution MEPC.107(49), replaces MEPC.60(33), and applies to all 15 ppm bilgeseparators (oil filtering equipment) and 15 ppm bilge alarms (oil content meters) installed on boardships on or after 1 January 2005.

All 15 ppm bilge separators and 15 ppm bilge alarms installed on ships with keel laying on or after 1January 2005, should be tested in accordance with MEPC.107(49) and be provided with a typeapproval certificate issued by or on behalf of an Administration. In addition, if the equipment is to besupplied to a ship flying the flag of a European Union member state, it must also be certified inaccordance with the EU Marine Equipment Directive (MED).

Equipment currently in service, or fitted to ships prior to 1 January 2005, does not need retesting andcan continue in operation under its current type approval certification. Replacement equipmentsupplied to any ship after 1 January 2005 should comply with MEPC.107(49).

Some ships were fitted with separating or filtering equipment prior to Annex I coming into force.However, the equipment did not always comply with the standards required. These ships were allowedto use "add on" units (known as process units) to bring the equipment up to the required standard.This also applied to equipment meeting the other older standards mentioned above. The IMO booksOily Water Separators and Monitoring Equipment and Pollution Equipment under MARPOL 73/78contains the relevant IMO resolutions.

A waiver is available from the requirements of Regulation 16 for vessels engaged solely in voyageswithin Special Areas. In such cases all oily mixtures must be discharged to reception facilities.

Regulation 12 - Tanks for Oil Residues (Sludge)

This regulation requires that sludge tanks are provided on all ships of 400 gt and above, for waste oil,sludge, and so on, which cannot be pumped overboard in accordance with Regulation 15.

The required tank capacity can be calculated using a formula based upon daily fuel consumption,maximum length of voyage and type of fuel oil used (diesel or heavy).

These tanks should be designed and constructed so as to facilitate their cleaning, and the dischargeof residues to reception facilities. They should be fitted with heating coils, if used to store heavy oil andmust be provided with a designated pump for discharge ashore. They should have no connection toany bilge system or overboard, other than to the Standard Discharge Connection.

Ships may also use homogenisers, incinerators or burn the sludge in the ships boilers, a reduction inthe sludge tank size being allowed for vessels so equipped.

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Refer all also to MEPC/circ.235 Guidelines for Handling Oily Wastes in Machinery Spaces of Ships,

which is currently being revised.

15ppm alarm

Pump Pump

Sludge TankBilge Holing

Tank

15pmmfilter

Overboard

3-way valve

Standard DischargeConnection

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Regulation 13 - Standard Discharge Connection

This regulation requires that all vessels must be provided with a standard discharge connection fordischarging waste oils to shore reception facilities. The dimensions of the Standard DischargeConnection are shown on the diagram.

Regulation 36 - Oil Record Book

Every oil tanker of 150 gt and above and every ship of 400 gt and above other than an oil tanker, arerequired to be provided with an Oil Record Book Part I (Machinery Space Operations). This book mustbe completed:

whenever bunkers or lube oil is loaded and discharged; or

if the tanks are ballasted or cleaned, whenever dirty water involved in this operation isdischarged either to sea or to shore; or

whenever sludge is disposed of and whenever bilges are discharged overboard or ashore.

Every oil tanker of 150 gt and above is required, in addition to Part I, to be provided with an Oil RecordBook Part II (Cargo/Ballast Operations). This book is a record of all cargo operations, including theloading and discharging of cargo, cleaning of cargo tanks, loading and discharging of ballast and thedisposal of tank washings, either to sea or ashore, etc.

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The IMO has produced guidelines for the development of SOPEPS and SMPEPS which should beread in conjunction with the general principles for ship reporting systems and ship reportingrequirements, including guidelines for reporting incidents involving dangerous goods, harmfulsubstances and/or marine pollutants.

3.4 Tankers

Before considering the Regulations which apply to tankers, it is useful to understand how a tankeroperates.

3. A fully laden tanker arrives at a discharge port

4. The cargo is pumped ashore

5. Ballast is taken on board

6. The tanker sails back to a loading port

7. It discharges the ballast

8. A cargo is loaded

9. It sails to a discharge port

In terms of item 3 - where does the tanker put the ballast? The cargo tanks were traditionally used asballast tanks thus creating an oil/water mixture. The ballast containing the oil/water mixture cannot bedischarged at the loading port. To overcome this problem the tanker washes a set of tanks and fillsthese with clean ballast, which can be discharged at the loading port. The 'dirty' ballast is discharged

at sea along with the residues from tank cleaning - at least that was how it was done historically (andstill is on single hull tankers).

On tankers with Segregated Ballast Tanks (SBT) or double hulls, sufficient ballast is taken into thesegregated ballast tanks for most ballast voyages. Only on rare occasions, in the event of extremeweather conditions or emergency situations, would ballast be taken into cargo tanks.

Concern about oil pollution led to the development of what is known as the 'load-on-top' system. Thiswas developed by the tanker operators, not the IMO.

Instead of discharging the residues from the tank washings to sea, they are retained on board in aslop tank. The oil/water mixture is allowed to settle, and then the water is pumped off the bottom. Thisleaves the oil plus a small amount of water in the slop tank. The tanker when proceeds to the loadingport as before. Cargo is loaded into all tanks including on top of the slops. The cycle is then repeated.

It should be noted that the load-on-top procedure only works with crude oil cargoes. For product

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must be sufficient segregated ballast capacity so that the vessel can operate safely without usingcargo tanks for ballast, except in exceptional circumstances such as heavy weather.

Every new Crude Oil Tanker of 20,000 dwt and above is required to be provided with a Crude OilWashing (COW) System.

Every Existing Crude Oil Tanker of 40,000 dwt and above must be provided with a Segregated BallastTank (SBT) system, meeting the requirements referred to earlier, or, in lieu of an SBT system, a CrudeOil Washing system.

Every Existing Product Tanker of 40,000 dwt and above must be provided with either an SBT or aDedicated Clean Ballast Tank (DCBT) system.

These are the basic requirements as required by Regulation 13. There are three aspects of Regulation13 that require more explanation; they are Protective Location, Crude Oil Washing and DedicatedClean Ballast.

Segregated Ballast

A Segregated Ballast System (SBT) is a system that is physically separated from the tanker's cargo oiland fuel oil systems, and is used only for the carriage of ballast. Completely separate means that theSBT pipework must be physically separated from the oil system. Provision may be made for theemergency discharge of ballast using a cargo pump, by means of a connection through a portablespool piece and a non-return valve to prevent oil from passing back to the ballast tanks. The spoolpiece must be removed when not in use and a permanent notice displayed adjacent to it, restricting itsuse.

3.7 Regulation 18.8 - Requirements for Dedicated Clean Ballast Tanks

Regulation 18.8 requires that existing products tankers of 40,000 dwt and above, not fitted with SBT,are provided with a Dedicated Clean Ballast Tank (DCBT) System.

A DCBT system could be described as a temporary semi-segregated ballast system, the disadvantageof the system being that cargo carrying capacity is lost.

The system is achieved by using one (or more) of the vessel's normal cargo pumps, part of the in-tank

piping system and a suitable number of tanks to enable the draft and trim requirements of Regulation18.2 as for SBT to be met. The pumps, lines and tanks used are isolated from the rest of the cargosystem by existing valves plus, in some cases, additional valves and /or blanks. Sections of line mayneed to be removed or added.

The arrangements and operational procedures for Dedicated Clean Ballast Tanks should contain atleast all the provisions of the Specifications for Oil Tankers with Dedicated Clean Ballast Tanks IMO

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The vessel to be provided with an approved Dedicated Clean Ballast Tank Operations

Manual, which contains full details of how the system operates, valves to be opened/shut,pumps used, line flushing procedures, discharge and loading procedures for ballasting.

These vessels were phased out by the end of 2005.

3.8 Regulation 33 - Crude Oil Washing

Crude Oil Washing (COW) is a system where the cargo tanks are washed during discharge with thecrude oil cargo. Washing the tanks with the cargo has the effect of removing from the tanks internalstructure deposits which would otherwise remain on board. This means that less oil is left on board,therefore less oil in dirty ballast and less oil that could be discharged into the sea.

The system works because crude oil has a solvent effect on the tar/waxy deposits which settle outduring the loaded voyage. There is an additional benefit in that cargo out-turns are higher when COWis used, although there is a disadvantage in that cargo discharge times can be increased.

The installation and associated equipment complies with the requirements of the IMO RevisedSpecification for the Design, Operation and Control of Crude Oil Washing Systems. (A.446 (XI)), whichincludes:

10. That the System, pipework, valves etc. are:

steel of other suitable material, properly joined and supported;

permanent and independent of any other system;

fitted with an over pressure device;

fitted with pressure gauges;

tested to 1 times the working pressure; and

piping to be anchored to the ship's structure, provided with means to allow forexpansion, and the anchoring to be such that hydraulic shock can be absorbed.

11. No part of the system is to enter the Engine Room and any tank cleaning heater is to befitted with double shut-off valves or clearly identifiable blanks to enable its effective

isolation.12. The tank washing machines:

are to be approved by the Administration;

each machine to be isolated by a stop valve; and

the number and location of the machines to be such that no more than 10% of the

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Level gauges, hand dipping points, suction/discharge pressure gauge on pumps/eductorsare to be provided in order to monitor the system.

Means to be provided in order to drain the entire cargo system and washing system, to acargo tank and ashore. For discharge ashore, a small diameter line is to be provided thatleads to the outboard side of the manifold valves.

The crew operating the system are to be properly trained.

An inert gas system must be fitted to vessels operating a Crude Oil Washing System. Thisrequirement is over and above any requirement under SOLAS to fit an inert gas system.

Sufficient tanks are to be Crude Oil Washed prior to each ballast voyage, in order thatballast water is not put into tanks that have not been crude oil washed (this means thatheavy weather tanks must be washed at every discharge).

An Approved Crude Oil Washing Operations and Equipment Manual which containsinstructions on how the system is to be operated in order to achieve the requirements fortank cleanliness and safety.

3.9 Regulation 2.5 - Exist ing tankers engaged in specif ic trades

Refer to regulation for requirements. No Lloyd's Register class tankers are operating to this regulationand none are likely to.

3.10 Regulation 18.10 - Exist ing o il tankers having special ballast arrangements

Refer to regulation for requirements. No Lloyd's Register class tankers operating to this regulation andnone are likely to.

3.11 Regulation 18.12 to 18.15 - Protective Location of Segregated Ballast Spaces

This regulation has been superseded by the requirements of regulation 19 for newer tankers fallingunder the requirements of that regulation.

Every new Crude Oil Tanker of 20,000 dwt and above, and every new product tanker of 30,000 dwtand above must be fitted with SBT. This SBT must be Protectively Located.

This means that the SBTs req ired b Reg lation 18 and hich are located ithin the cargo tank

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3.12 Regulation 19 - Prevention of oil pollution in the event of collision orstranding

This regulation applies to all oil tankers of 600 dwt and above for which the building contract is placedon or after 6 July 1993 or, in the absence of a building contract, whose keels are laid on or after 6January 1994, or which are delivered on or after 6 July 1996, or which have undergone a majorconversion after these dates.

All oil tankers of 5,000 dwt and above are required to be constructed with ballast or other spacesalong the entire cargo tank length which extend the full depth and breath of the vessel, i.e. a doublehull.

The wing tanks are to be a minimum width 'w'.

For vessels of 5,000 dwt and above:

For vessels under 5,000 dwt, cargo tanks should be arranged such that the maximum capacity of anytanks does not exceed 700m unless it has wing tanks complying with the following:

The double bottom tanks or spaces are to have a minimum vertical depth of 'h'.

For vessels of 5,000 dwt and above, in lieu of Regulation 13E, h = B/15(m) or 2.0m whichever is thelesser, the minimum value of 'h' being 1.0m

For vessels under 5000 dwt, h = B/15(m) and the minimum value of 'h' is 0.76m

Where B = Maximum breadth in metres.

Suction wells in cargo tanks may protrude into the double bottom below the boundary line defined bythe distance 'h', provided that such wells are as small as practicable and the distance between the wellbottom and bottom shell plating is not less than 0.5h.

On crude oil tankers of 20,000 dwt and above, and product tankers of 30,000 dwt and above, theaggregate capacity of the wing tanks, double bottom tanks, forepeak and after peak tanks shall not beless than the capacity of segregated ballast required to meet the draft and trim requirements ofRegulation 18.2. These tanks should be located as uniformly as practicable along the cargo tank

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3.13 Regulation 20 - Prevention of oil pollution in the event of Collision orStranding Measures for exist ing tankers

A revised regulation 20 entered into force on 5 April 2005. This regulation applies to oil tankers of5,000 dwt and above, delivered prior to the dates on which regulation 19 enters into force. It does notapply to ships already complying with regulation 19, or those having double bottoms complying withregulation 18 and double sides satisfying the requirements for type 2 chemical tankers.

Tankers are divided into three categories depending on their size, the cargoes which they carry (crudeoil, persistent oils or product oil) and the extent to which they comply with certain of the requirementsof MARPOL Annex I (SBT, PL and COW). Tables are used to determine, for each category of oiltanker, the date on which regulation 13F becomes applicable.

A Category 1 oil tanker could only trade beyond 25 years from it's date of delivery if it is provided withwing or double bottom spaces offering at least 30% side or bottom protection, or if it operates withhydrostatically balanced loading. It may then trade up to the date on which regulation 19 becomesapplicable. These vessels were phased out by the end of 2005.

In addition Category 2 and 3 oil tankers exceeding 15 years from the date of their delivery, after 5 April2005, are subject to compliance with a Condition Assessment Scheme (CAS) adopted by the IMO.The requirements for CAS are detailed in IMO resolution MEPC.94 (46) as amended.

This regulation is difficult to follow so Lloyd's Register have developed some flow diagrams to guideOwners/Managers and surveyors through it.

Your attention is drawn to the fact that there are three versions of Regulation 20, the previous two

versions are shown in the thick MARPOL book, but the current version is in a small amendment book.

3.14 Regulation 21 - Prevention of oil pollution from oil tankers carrying heavygrade oil as cargo

Since both the ERIKA and PRESTIGE were carrying heavy product oils, there was demand o have aRegulation to deal with the problem. Regulation 21 entered into force on 5 April 2005. This regulation

applies to oil tankers of 5,000 dwt and above, delivered prior to the dates on which regulation 19enters into force. It does apply to tankers between 600 and 5000 dwt in 2008. The European Unionimplemented the requirements for vessels over 5000 dwt from October 2003.

This regulation is difficult to follow so Lloyd's Register have developed some flow diagrams to guideOwners/Managers and surveyors through it.

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3.14.1 New IMO regulation 20 flow charts (Note in the flow diagrams below the old MARPOL

Annex I numbering system is used, whereby regulation 20 appears as regulation 13Gand regulation 21 appears as regulation 13H)

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MARPOL Annex I regulation 13G flow chart

Regulations 13G&H(new 20& 21), andEU regulations arenot applicable. Butsee Fujairah &OPA 90 flow charts.

Regulation 13G(new 20) is notapplicable. But seeRegulation 13H +EU + Fujairah +

OPA 90 flow charts

Does ship complywith requirements fora new oil tanker asdefined in regulation1(26)(new 1.28.4)?(See note 1)

Does ship carrycrude oil, fuel oil,heavy diesel oil orlubricating oil?

Is ships deadweight< 30,000 but

5,000 tonnes?

Regulation 13G&H(new 20& 21), EU

and Fujairahregulations are notapplicable. But seeOPA 90 flow chart.

NO

NO

MARPOL definitions

Application dates for 13F(new 19)are:

building contract placedon or after 6 July 1993,or

in the absence of abuilding contract, thekeel laying or similarstage of construction ison or after 6 January

1994, or

delivery on or after 6 July1996

Is ships deadweight< 20,000 but

5,000 tonnes?

Category 3Category 1Category 2Category 3

Now refer to 13G flow chart appropriate to the Category of oil tanker + 13H flow chart.See also the European Union, and Fujairah flow charts plus United States OPA 90 information.

YES

YES

YES

YES

YES

NO

MARPOL definitions

The requirement forminimum distancesbetween the cargo tankboundaries and the shipside and bottom platingneed not be met in allrespects. In that event, theside protection distances

shall not be less than thosespecified in the IBC Code

for type 2 cargo tanklocation and the bottom

protection distances shallcomply with regulation13E(4)(b) (new 18.15.2)of

MARPOL Annex I.

In the new Regulation19.3 (old 13F(3)) the oilcargo tanks can be

protected by Type 3Chemical or NoxiousLi uid Substance tanks.

NONO

NOTE 1Regulation 1(26) (new 1.28.4)requires SBT and PL [see reg 13(new 18)], a COW system (crudeoil tankers only [see reg 13B(new 33.1&2+35.1&2)]) and asmall diameter stripping line tothe manifold [see reg 18(4) (new30.4)}.

Was ship deliveredbefore 13F (new 19)dates and is shipsdeadweight 5000?

Is the ship an oil

tanker of 600 tonnesdeadweight?

YES

NO

YES

NO

NO

YES

Does ship comply with

13F(4) (new 19.4) mid-deck tanker or with 13F(5)(new 19.5) otherapproved method of designand construction?

Regulation 13G&H(new 20& 21), EUand Fujairahregulations are notapplicable. But seeOPA 90 flow chart.

MARPOL definitions

For the purpose of this reg:

Heavy diesel oil means diesel oilother than those distillates ofwhich more than 50 per cent byvolume distils at a temperaturenot exceeding 340C when testedby the method acceptable to the

Organization.Fuel oil means heavy distillatesor residues from crude oil orblends of such materials intended

for use as a fuel for the productionof heat or power of a qualityequivalent to the specificationacceptable to the Organization.

Does ship comply with13F(3)(a) and (b) (new19.3.1&2) full doublesides and doublebottom?

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Category 1

A Category 1 oil tanker shall comply with the requirements of Regulation 13F (new 19) of MARPOL 73/78 Annex I not laterthan 5 April 2005 or the anniversary of the date of delivery of the ship on the date or in the year specified as follows:

5 April 2005 for ships delivered on 5 April 1982 or earlier;The anniversary of the date of delivery of the ship in 2005, for ships delivered after 5 April 1982.

NOTE

The Condition Assessment Scheme (CAS) will not apply to these ships, as no Category 1 ship will be permitted totrade beyond 2005.

When the tanker reaches the dates stipulated above, there are limited options to allow any continued trading,but there are a few examples: -

(a) the tanker change to MARPOL 73/78 Annex I Category 2 or 3, as shown on the previous page; or

(b) the tanker is to no longer carry MARPOL 73/78 Annex I oil cargoes, but only to carry Annex II NoxiousLiquid Substances or Chemical Code cargoes. Please note that MARPOL 73/78 Annex II is also revised from 1

January 2007, the permitted cargo lists will be revised and the Approved Procedures & Arrangements Manualto be updated.

(c) the tanker is to be used as a Floating Storage Unit (FSU) or Floating Production Storage and Offshore facility(FPSO)

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Category 2 and 3

A Category 2 or 3 oil tanker shall comply with the requirements of Regulation 13F (new 19) of MARPOL 73/78 Annex I notlater than 5 April 2005 or the anniversary of the date of delivery of the ship on the date or in the year specified as follows:

5 April 2005 for ships delivered on 5 April 1977 or earlierThe anniversary of the date of delivery of the ship in 2005 for ships delivered after 5 April 1977 but before 1 January 1978The anniversary of the date of delivery of the ship in 2006 for ships delivered in 1978 and 1979The anniversary of the date of delivery of the ship in 2007 for ships delivered in 1980 and 1981The anniversary of the date of delivery of the ship in 2008 for ships delivered in 1982The anniversary of the date of delivery of the ship in 2009 for ships delivered in 1983The anniversary of the date of delivery of the ship in 2010 for ships delivered in 1984 or later

A Category 2 or 3 oil tanker of 15 years and over after the date of its delivery shall comply with the Condition Assessment Schemeadopted by the Marine Environment Protection Committee by resolution MEPC.94 (46), as amended, to enable it to trade until thedates stipulated above. The first CAS survey shall be carried out concurrent with the first intermediate or renewal survey after 5April 2005, or after the date when the ship reaches 15 years of age, whichever occurs later, and at 5 year periods thereafter.

NOTE

The Administration of a State which allows, suspends, withdraws or declines the application of CAS to a ship entitled to fly its flag shallcommunicate to the IMO details of the ship for circulation to other Administrations for their information andappropriate action, if any.

OPTION 1

In the case of a Category 2 or 3 oil tanker fitted with only doublebottoms or double sides not used for the carriage of oil andextending to the entire cargo tank length, or double hull spaceswhich are not used for the carriage of oil and extend to the entirecargo tank length, but does not fulfil the conditions for beingexempted from the provisions of regulation 13G(1)(c)(new 20.1.3),the Administration may allow continued operation of such a shipbeyond the dates specified above, provided that:

(a) the ship was in service on July 1, 2001;

(b) the Administration is satisfied by verification of the officialrecords of the ship that it complied with the conditions specifiedabove;

(c) the conditions of the ship specified above remain unchanged; and

(d) such continued operation does not go beyond the date on whichthe ship reaches 25 years after the date of its delivery.

OPTION 2

The Administration may allow continuedoperation of a Category 2 or 3 oil tankerbeyond the dates specified above, ifsatisfactory results of the ConditionAssessment Scheme warrant that, in theopinion of the Administration, the ship is fitto continue such operation, provided thatthe operation shall not go beyond theanniversary of the date of delivery of theship in 2015 or the date on which the ship

reaches 25 years after the date of itsdelivery, whichever is the earlier date.

The first CAS survey shall be carried outconcurrent with the scheduled intermediateor renewal survey due prior to theanniversary of the date of delivery of theship in 2010.

NOTE

(a) The Administration of a Party to the p resent Convention which allows the application of Option 1 above, or allows, suspends, withdraws or

declines the application of Option 2 above, to a ship entitled to fly its flag shall forthwith communicate to the Organization for circulation to theParties to the present Convention particulars thereof, for their information and appropriate action, if any.

(b) A Party to the present Convention shall be entitled to deny entry into the ports or offshore terminals under its jurisdiction of oil tankersoperating in accordance with the provisions of: Option 1 above beyond the anniversary of the date of delivery of the ship in 2015; or Option 2above.

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MARPOL Annex I Regulation 13H Flow Chart

NO

MARPOL definitions

For the purpose of thisregulation heavy gradeoil means any of the

following:

(a) crude oils having adensity at 15C higherthan 900 kg/m3

(b) oils, except crude oils,having either a density at15C higher than 900kg/m3 or a kinematicviscosity at 50 C higherthan 180 mm2/s

(c) bitumen, tar and theiremulsions.

Regulation 13H (new 21) is applicable for an oil tanker carrying heavy grade oil.Now refer to the flow-chart on the following page for the requirements of Regulation 13H

(new 21).

MARPOL definitions

The requirement forminimum distancesbetween the cargo tankboundaries and the shipside and bottom plating

need not be met in allrespects. In that event, theside protection distancesshall not be less than thosespecified in the IBC Code

for type 2 cargo tanklocation and the bottom

protection distances shallcomply with regulation13E(4) (b) (new 18.15.2)ofMARPOL Annex I.

In the new Regulation19.3 (old 13F(3)) the oilcargo tanks can be

protected by Type 3Chemical or NoxiousLi uid Substance tanks.

Is the ship an oil tanker of 600 tonnes deadweightcarrying heavy grade oil ascargo, regardless of its dateof delivery?

YES

NO

YES

Does ship comply with 13F(4)(new 19.4) mid-deck tankeror with 13F(5) (new 19.5) other approved method ofdesign and construction?

Regulation 13H(new 21) is not

applicable.


applicable.


applicable.

YES

NO

Does ship comply with13F(3)(a) and (b) (new19.3.1 & 2) full double

sides and double bottom?

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MARPOL Annex I Regulation 13H Flow Chart

Oil tankers with deadweight of 5000 tonnes Oil tankers with deadweight of 600 but < 5000 tonnes

The tanker must comply with the requirements of Regulation

13F (new 19) of MARPOL 73/78 Annex I not later than 5

April 2005.

The tanker must be fitted with both double bottom tanks or spacescomplying with the provisions of regulation 13F(7)(a) (new 19.6.1) of

MARPOL Annex I, and wing tanks or spaces arranged in accordance with

regulation 13F(3)(a) (new 19.3.1) and complying with the requirement for

distance was referred to in regulation 13F(7)(b)(new 19.6.2), not later than

the anniversary of the date of delivery of the ship in the year 2008.

Wing tanks required for the protection of the entire cargo tank length by

Regulation 19.6.2, for the purpose of compliance with Regulation 21.4.2,

can be used as cargo tanks for the carriage of oil other than h eavy grade oils

when the ship is provided with cargo tanks so arranged that the capacity ofeach cargo tank does not exceed 700m.

OPTION 1

In the case of an oil tanker carrying heavy grade oil as

cargo fitted with only double bottoms or double sidesnot used for the carriage of oil and extending to the

entire cargo tank length, or d ouble hull spaces which are

not used for the carriage of oil and extend to the entirecargo tank length, but does not fulfil the conditions for

being exempted from the provisions of regulation13H(1)(b) / 13G(1)(c) (new 21.1.2/20.1.3), theAdministration may allow continued operation of such a

ship, provided that:

(a) the ship was in service on 4 December 2003;

(b) the Administration is satisfied by verification of the

official records of the ship that it complied with the

conditions specified above;

(c) the conditions of the ship specified above remain

unchanged; and

(d) such continued operation does not go beyond thedate on which the ship reaches 25 years after the date of

its delivery.

OPTION 2

The Administration may allow continued operationwhen carrying crude oil having a density at 15Chigher than 900 kg/m3 but lower than 945 kg/m3beyond 5 April 2005, if satisfactory results of theCondition Assessment Scheme referred to inregulation 13G(6) (new 20.6) of MARPOL Annex I

warrant that, in the opinion of the Administration, theship is fit to continue such operation, having regard tothe size, age, operational area and structural conditionsof the ship and provided that the operation shall not gobeyond the date on which the ship reaches 25 yearsafter the date of its delivery.

The first CAS survey shall be carried out concurrentwith the first intermediate or renewal survey:

- after 5 April 2005, or

- after the date when the ship reaches 15years of age

whichever occurs later, and at 5 year periodsthereafter.

OPTION 3

The Administration may

allow continued operation

of an oil tanker beyond the

anniversary of the date of

delivery of the ship in 2008,

if, in the opinion of the

Administration, the ship isfit to continue such

operation, having regard to

the size, age, operationalarea and structural

conditions of the ship,

provided that the operation

shall not go beyond the date

on which the ship reaches25 years after the date of its

delivery.

NOTE 1

The Administration of a Party to the present Convention may exempt an oil tanker of 600 tons deadweight and above carrying heavy grade oil as cargo

from the provisions of this regulation if the oil tanker:

(a) either is engaged in voyages exclusively within an area under its jurisdiction, or operates as a floating storage unit of heavy grade oil located within

an area under its jurisdiction; or

(b) either is engaged in voyages exclusively within an area under the jurisdiction of another Party, or operates as a floating storage unit of heavy grade

oil located within an area under the jurisdiction of another Party, provided that the Party within whose jurisdiction the oil tanker will be operatingagrees to the operation of the oil tanker within an area under its jurisdiction.

NOTE 2

(a) The Administration of a Party to the present Convention which allows, suspends, withdraws or declines the application of Options 1, 2, 3 or NOTE 1

above to a ship entitled to fly its flag shall forthwith communicate to the Organization for circulation to the Parties to the present Convention particulars

thereof, for their information and appropriate action, if any.

(b) Subject to the provisions of international law a Party to the present Convention shall be entitled to deny entry of oil tankers operating in accordance

with the provisions of Options 1, 2 or 3 above into the ports or offshore terminals under its jurisdiction or deny ship-to-ship transfer of heavy grade oil

in areas under its jurisdiction except when this is necessary for the purpose of securing the safety of a ship or saving life at sea. In such cases, thatParty shall communicate to the Organization for circulation to the Parties to the present Convention particulars thereof for their information.

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European Union requirement Flow Chart

This flow diagram applies to Category 1, 2 or 3 oil tankers flying an EU flag, and tankersirrespective of their flag entering or leaving a port or an offshore terminal or anchoring in an area

under the jurisdiction of an EU Member State

With effect from October 21, 2003, no oil tanker with a deadweight ? 5000, carrying heavy grades of oil, irrespective of its flag, shall beallowed to enter or leave ports or offshore terminals or to anchor in areas under the jurisdiction of an EU Member State, unless suchtanker is a double-hulled oil tanker.

Oil tankers with a deadweight of ? 600 but < 5000 shall comply with this requirement no later than the anniversary of the date of

delivery of the ship in the year 2008.

Oil tankers operated exclusively in ports and inland navigation may be exempted from this obligation provided that they are dulycertified under inland waterway legislation.

NOTE: Heavy grades of oil shall mean:1. Crude oils with a density at 15C of over 900kg/m3(corresponding to an API grade of less than 25.7);2. Fuel oils with a density at 15C of over 900kg/m3or a kinematic viscosity at 50C of over 180mm2/s (corresponding to a kinematic

viscosity of over 180 cSt);3. Bitumen and tar and emulsions thereof.

A Category 1 oil tanker shall comply withthe requirements of Regulation 13F (new19) of MARPOL 73/78 Annex I not laterthan the anniversary of the date ofdelivery of the ship in the year specifiedas follows:

2004 for ships delivered in 1981 or earlier2005 for ships delivered in 1982 or later

A Category 2 or 3 oil tanker shall comply with the requirements of Regulation 13F(new 19) of MARPOL 73/78 Annex I not later than the anniversary of the date ofdelivery of the ship in the year specified as follows:

2004 for ships delivered in 1976 or earlier2005 for ships delivered in 19772006 for ships delivered in 1978 and 19792007 for ships delivered in 1980 and 19812008 for ships delivered in 1982

2009 for ships delivered in 19832010 for ships delivered in 1984 or later

The Condition Assessment Scheme doesnot apply to these ships as they will havebeen phased out.

Irrespective of its flag, a single-hull oil tanker above 15 years of age shall not beallowed to enter or leave ports or offshore terminals or anchor in areas under the

jurisdiction of an EU Member State beyond the anniversary of the date of delivery ofthe ship, in 2005 for Category 2 and 3 tankers, unless it complies with the ConditionAssessment Scheme (CAS) adopted by MEPC.94(46) as amended by MEPC.99(48)and MEPC.112(50). The first CAS survey shall be carried out concurrent with the firstintermediate or renewal survey after 5 April 2005, or after the date when the shipreaches 15 years of age, whichever occurs later, and at 5 year periods thereafter.

Category 1

Oil tankers of Category 2 or 3 which are equipped only with double bottoms ordouble sides not used for the transport of oil and extending for the whole length ofthe cargo tanks, or with double-hulled spaces not used for the transport of oil andextending for the whole length of the cargo tanks, but which do not meet theconditions for exemption under the provisions of MARPOL Annex I Regulation13G(1)(c) (new 20.1.3), may continue to be operated after the date specified above,but not beyond the anniversary of the date of delivery of the ship in 2015 or the dateon which the ship reaches 25 years after the date of its delivery, whichever is thesooner.

Category 2 Category 3

NOTEUntil October 21, 2005, an EU MemberState may, in cases where ice conditionsrequire the use of an ice-strengthenedvessel, allow ice-strengthened single-hull

oil tankers, equipped with double bottomsnot used for the transport of oil andextending over the entire length of thecargo tank, carrying heavy grades of oil, toenter or leave a port or offshore terminal oranchor in an area under the jurisdiction ofthat Member State, provided that the heavygrades of oil are transported only in thevessels central tanks.

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Ll d R i t ASIA

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Ll d R i t ASIA

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Lloyd s Register ASIA



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3.15 Segregated Ballast Tanks (SBT) UpgradeIf the non-cargo spaces are to be used for ballast then the ballast arrangements must at least meetthe requirements of IMO draft and trim requirements of Regulation 18.2, and Regulation 18.12.

Having decided on the optimum arrangement of tanks to meet the above requirements, the


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A suitable means of draining these non-cargo carrying tanks must be provided, together with suitablesounding and venting arrangements. Other than the fitting of blanks and providing suitable venting

arrangements, no other work should be required. However, the cargo handling system may requiresome modification to the in-tank pumping and piping arrangements, in order to retain operationalefficiency and flexibility.

3.16 Regulations 29/31/32 - Retention of Oil on Board

The main requirements of Regulations 29/31/32, applicable to oil tankers of 150 gross tonnes and

above, are:

29.2 Slop Tanks

31 Oil Discharge Monitoring and Control System. (ODM System)

32 Oil/Water Interface Detector

31.4 Approved ODM Manual

Waivers are available from the requirements of these regulations for vessels engaged solely in shortcoastal voyages. In such cases all dirty ballast and slops must be discharged to reception facilities.

3.17 Slop Tanks

An effective tank cleaning system is to be provided, and arrangements made to enable dirty tankwashings to be transferred to a slop tank or tanks.

The slop tank(s) should have a minimum capacity of 3% of the total cargo carrying capacity. Areduction in this percentage is allowed if certain conditions are met.

2% if a re-circulation system can be effectively used for tank washing.

2% if SBT, DCBT or COW is provided, 1% if a re-circulation system for tank washing isalso provided.

1% in combination carriers with smooth walled tanks, 0.8% if a re-circulation system forwashing is provided.

New oil tankers of 70,000 dwt and above are to be provided with at least two slop tanks.

3.18 Oil Discharge Monitoring and Control Systems


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Equipment installed in other oil tankers - the keels of which are laid, or are in a similar stageof construction, before 1 January 2005 - should comply either with the requirements contained in

the Guidelines and Specifications adopted under resolutions A.393(X), A.496(XII), MEPC.13(19) andA.586(14), as applicable, or with the requirements contained in the new Guidelines andSpecifications.

For vessels to which A.586 (14) applies, there are two categories of tanker, A or B. Category A tankersare those of 4,000 dwt and above, which must be fitted with a fully automatic system. Category Btankers are those under 4,000 dwt which may be fitted with a manual system.

Vessels to which A.393(X) and A.496 (XII) apply are categorised as I, II III, IV (a), IV (b), V (a) or V (b).

The category is dependent upon the deadweight of the vessel, building date and when the equipmentis fitted. Each category details the complexity of the system. A category I vessel, for example, isrequired to have a fully automatic system that includes stopping, input of speed and flow rate.

However, it should be noted that MEPC.108(49) requires the same equipment to be installed onto alltankers of 150 gt and above, namely a control unit fitted with a starting interlock and automaticoverboard discharge control.

All Oil Discharge Monitoring Systems installed on oil tankers, the keels of which are laid on or after 1

January 2005, should be tested in accordance with MEPC.108(49) and be provided with a typeapproval certificate issued by or on behalf of an Administration. In addition, if the equipment is to besupplied to a ship flying the flag of a European Union member state, it must also be certified inaccordance with the MED.

Equipment currently in service, or fitted to oil tankers, the keels of which are laid prior to 1 January2005, does not need retesting and can continue in operation under its current type approvalcertification. Replacement equipment on such ships need only comply with the standard applicable atthe time of installation of the original equipment.

The system measures the oil content in the outflow in parts per million, and using inputs of shipsspeed and output flow rate, calculates the litres per mile value, continuously updating the total quantityof oil discharged.

Should the litre per mile value reach or exceed 30l/nm or the total amount of oil discharged exceed the1/15000 or 1/30000 limit stipulated in regulation 9, the system will alarm and the discharge must bestopped.

The usual method of stopping the discharge is for the overboard valves to automatically close and forthe valve to the slop tank to automatically open. The discharge is thus diverted from overboard to theslop tank.

The lower the category, the less complex the system is required to be, and the fewer automaticfeatures are needed.


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3.19 Interface Detector

Prior to discharge of slops or ballast from a cargo tank, the oil/water interface must be determined toensure that the discharge is stopped prior to reaching the oil layer.

In its simplest form an interface detector consists of a steel tape with a brass, zinc tipped, weight onthe end, with a bonding wire between tape and weight to ensure electrical continuity. A milliammeter isfixed to the body of the tape and the tape reel is equipped with an earthing wire, which is attached to

the ships steelwork.

When the zinc tip of the weight makes contact with the salt water beneath the oil, an electrolyticcouple is produced between the zinc and steel of the cargo tank. The current passes through theearthing wire and causes the needle of the ammeter to deflect. By carefully adjusting the height of theweight in the tank, the position of the oil/water interface can be established. An accuracy of + 5mmcan be obtained.

Modern interface detectors are more complex and are often able to carry out other functions such as

temperature measurement, however the principle for interface detection is basically the same.

By measuring the level of the top of the oil layer, the total contents of the tank can be obtained fromthe vessel's 'ullage' tables. The amount of oil and water can then be obtained.

3.20 Regulation 30 - Pumping, Piping and Discharge Arrangements of Oil Tankers

Every oil tanker must be provided with a manifold for discharging dirty ballast ashore (the cargomanifold satisfies this requirement in most cases).

In every oil tanker, pipelines above the deepest ballast waterline for the discharge of ballast to seamust be provided. For existing oil tankers, the requirements for ballast discharges state that theseships may discharge below water line, provided that a Part Flow System is fitted (this is in addition tothe requirement to monitor discharges with the ODM system). A part flow system pumps a sample ofthe outflow to the deck through a sight glass in order that a visual observation of the ballast may bemade.

Every new oil tanker must be provided with a means of stopping the discharge above the open deck.The means of stopping the discharge should be located so the manifold/discharge point can bevisually observed. This is not required if portable radio or telephone communication is availablebetween the two points.


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3.21 Regulation 39 - Special Requirements fo r Drill ing Rigs and other Platforms

This Regulation applies to all vessels engaged in the exploration or exploitation of seabed mineralresources, i.e. oil/gas exploration and production.

Any vessel in this category must comply with the requirements of Annex I applicable to non-tankers of400 grt and above, with the exception that Regulations 12 and 14 should be complied with as far aspracticable. A record of all operations should be kept in a form approved by the Administration,

discharges of oil or oily mixtures into the sea being prohibited unless the oil content of the effluent isless than 15ppm.

There are four categories of discharges associated with offshore platforms which are:

Machinery space drainage

Offshore processing drainage

Production water discharge

Displacement water discharge

Only the discharge of machinery space drainage should be subject to MARPOL 73/78. The remainingdischarges from processing etc. are not covered by these regulations but may be covered by nationalregulations.

It should be noted that Floating Storage Units and Floating Production Units are considered as otherplatforms.

It is always necessary to determine from both the Flag Administration and the government of the seaarea in which the vessel will be moored, the exact application of MARPOL since local regulations mayapply.

3.22 Requirements of Minimising Oil Pollution from Oil Tankers due to Side andBottom Damage

This group of Regulations, dealing with the requirements for minimising oil pollution from oil tankersdue to side and bottom damage, includes Regulations 24, 25, 26, 27 and 28.

Compliance with these regulations is verified in conjunction with structural and stability aspects at theplan approval stage. A brief description of the regulations is as follows:


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3.25 Regulation 26 - Limitations of Size and Arrangement of Cargo Tanks

This Regulation gives details of the size and arrangements of cargo tanks to ensure that thehypothetical outflow of oil calculated by Regulation 23 does not exceed certain limits.

3.26 Regulation 28 - Subdiv ision and Stability

This Regulation gives the requirements for the stability of the vessel in the event of side or bottomdamage, such that it is capable of surviving under certain damage conditions. For tankers over 20,000dwt required to comply with Regulation 19 there are additional requirements regarding raking damage.

3.27 Regulation 27 - Intact Stabili ty

This Regulation applies to all oil tankers of 5,000 dwt and above for which the building contract isplaced on or after 1 February 1999 or, in the absence of a building contract, whose keels are laid on orafter 1 August 1999, or which are delivered on or after 1 February 2002, or which have undergone amajor conversion after these dates.

Every oil tanker, whether at sea or in port, must comply with specific intact stability criteria for anyoperating draught in the worst possible conditions of cargo and ballast loading, and which is consistentwith good operational practice, including intermediate stages of liquefied transfer operations. Under all

conditions, the ballast tanks are assumed slack. These requirements must be met through designmeasures.

The worst possible conditions of cargo and ballast loading is interpreted as the vessel being loadedwith all cargo tanks filled to a level that corresponds to the maximum combined total of verticalmoment of volume, plus free surface inertia moment at 0 heel for each individual tank. Cargo densityshould correspond to the available cargo deadweight at which transverse KM reaches a minimumvalue, which assumes full departure consumables and 1% of the total water ballast capacity.

The maximum free surface moment should be assumed in all ballast tanks. For the purpose ofcalculating GM, liquid free surface corrections should be based on the appropriate upright free surfaceinertia moment. The righting lever curve may be corrected on the basis of liquid transfer moments.

Paragraph 3 permits combination carriers, which are unable to comply with the intact stability criteria'by design', to resort to simple supplementary operational procedures. This information, which is givento the Master in the Stability Manual should include:


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3.28 Ships other than oil tankers carrying oil in bulk

Regulation 2.2 is worthy of note because it is quite frequently applied, particularly to offshore supplyvessels. It is acknowledged that such vessels, due to their size and design characteristics, are notable to comply fully with the requirements of Annex I for oil tankers. Certain of the provisions of AnnexI are still applied, such as the requirements for slop tanks, an ODM System, tanker piping systems,and the maximum length of cargo tanks. If the aggregate capacity of the oil cargo is less than 1000m 3then a waiver is available from the slop tank and ODM System requirements.

3.29 Shipboard Marine Pollution Emergency Plan (SMPEP)

The International Maritime Organisation (IMO) has adopted a new Regulation 16 of MARPOL 73/78Annex II, and amended Regulation 37 of MARPOL 73/78 Annex I. The new and amended regulations,applicable to new and existing vessels, came into force on 1 January, 2001 and were to be compliedwith by 1 January, 2003.

Regulation 16 of Annex II requires that any ship of 150 gt or over, which is certified to carry noxiousliquid substances, must carry onboard an approved 'Shipboard Marine Pollution Emergency Plan forNoxious Liquid Substances'.

To assist, Guidelines for the Development of Shipboard Marine Pollution Emergency Plans for Oiland/or Noxious Liquid Substancesare published as MEPC.85(44). Note also that MEPC.54(32) hasbeen updated and is published as MEPC.86(44) entitled Amendments to the Guidelines for theDevelopment of Shipboard Oil Pollution Emergency Plans.

3.30 How the new requirements affect ships

Ships which carry noxious liquid substances (NLS) or Chemical Code (IBC or BCH) cargoes:

Tankers 150 gt and over and non-tankers of 400 gt and over already in possession of anapproved SOPEP: In order to comply with Regulation 37 of Annex I and Regulation 16 of Annex II,vessels will require either an additional 'Shipboard Marine Pollution Emergency Plan for NoxiousLiquid Substances' (SMPEP-NLS), or to update the existing SOPEP to a 'Shipboard Marine Pollution

Emergency Plan'. (MEPC.85(44) states that a SMPEP-NLS should be combined with a SOPEP sincemost of their contents are the same and one combined plan onboard is more practical than twoseparate plans, in case of emergency).

Non-tankers of 150 gt and over, but below 400 gt: These too will require a SMPEP-NLS complyingwith Regulation 16 of Annex II. The SMPEP-NLS should follow the requirements of MEPC.85(44). It


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4 MARPOL Annex III - The Prevention of Pollution by Harmful

Substances Carried by Sea in Packaged Form

Regulations for the Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Formare contained in Annex III of MARPOL 73/78.

The regulations were developed in order to identify marine pollutants so that they could be packed andstowed on board ship in a way that minimised accidental pollution as well as to aid recovery by usingclear marks to distinguish them from other (less harmful) cargoes.

The rules on discharging harmful goods are straightforward: "Jettisoning of harmful substances carriedin packaged form shall be prohibited, except where necessary for the purpose of securing the safety ofthe ship or saving life at sea". (MARPOL Annex III, Regulation 7 (1)).

The Annex states that "appropriate measures based on the physical, chemical and biologicalproperties of harmful substances shall be taken to regulate the washing of leakages overboard,provided that compliance with such measures would not impair the safety of the ship and persons onboard." (MARPOL Annex III, Regulation 7 (1)).

The Annex applies to all ships carrying harmful substances in packaged form, or in freight containers,portable tanks or road and rail tank wagons.

The regulations require the issuing of detailed standards on packaging, marking, labelling,documentation, stowage, quantity limitations, exceptions and notifications, for preventing or minimisingpollution by harmful substances.

However, implementation of the Annex was initially hampered by the lack of a clear definition of

harmful substances carried in packaged form. This was remedied by amendments to the InternationalMaritime Dangerous Goods Code (IMDG Code) to include marine pollutants.

The IMDG Code was first adopted by the IMO in 1965 and lists hundreds of specific dangerous goodstogether with detailed advice on storage, packaging and transportation. The amendments to the Code,which entered into force in 1991, added the identifier "marine pollutant" to all substances classed assuch. All packages containing marine pollutants must be marked with a standard marine pollutantmark.

Annex III of MARPOL was also amended at the same time, to make it clear that "harmful substancesare those substances which are identified as marine pollutants in the International MaritimeDangerous Goods Code (IMDG Code)."

Annex III is optional, so that states who sign up to MARPOL 73/78 Annexes I and II are not required toadopt the Annex at the same time. Annex III received sufficient ratifications by 1991 and entered into


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It is generally considered that on the high seas, the oceans are capable of assimilating and dealingwith raw sewage through natural bacterial action and therefore the regulations in Annex IV of

MARPOL 73/78 prohibit ships from discharging sewage within four miles of the nearest land, unlessthey have in operation an approved treatment plant. Between four and 12 miles from land, sewagemust be comminuted and disinfected before discharge.

Governments are required to ensure the provision of adequate reception facilities at ports andterminals for the reception of sewage.

In practice, many countries have already imposed their own regulations on ships visiting theircoastlines in order to prevent sewage discharge from damaging health and amenities. Evidence

suggests that all cruise ships and large passenger ships already have sewage treatment plants onboard, so that ships are not seen as a major source of sewage pollution.

Following concerns during the 1990s that Annex IV was not achieving sufficient ratifications to achieveentry into force, the IMO's Marine Environment Protection Committee (MEPC) reviewed the Annexand in March 2000, at its 44th session, approved a revised and updated Annex IV.

The revised Annex entered into force on 27 September 2003.

The obligation for Parties to provide reception facilities had been seen as one issue hamperingratification, which could be resolved by requiring all or most ships to have sewage treatment plants.

As a result, the revised Annex IV requires ships to be equipped with an approved sewage system ofone of three types:

A sewage treatment plant

A sewage comminuting and disinfecting system for the temporary storage of sewage whenthe ship is less than 3 nautical miles from the nearest land

A holding tank for the retention of all sewage, having regard to the operation of the ship,the number of persons on board and other relevant factors

The revised Annex IV applies to the following ships engaged in international voyages:

new ships of 400 gross tonnage and above

new ships of less than 400 gross tonnage which are certified to carry more than 15 persons

existing ships of 400 gross tonnage and above, five years after the date of entry into forceof the Annex

existing ships of less than 400 gross tonnage which are certified to carry more than 15persons, five years after the date of entry into force of the Annex

For the purposes of Annex IV, a new ship means a ship for which the building contract is placed, or inth b f b ildi t t th k l f hi h i l id hi h i t i il t f


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Discharges to collecting and storage tanks, with or without aeration facilities, in which thesewage is retained for disposal ashore or at sea.

Sewage treatment systems incorporating a combination of collecting and treatment tanks,with processes designed to break down the sewage into effluent suitable for discharge intothe sea without harmful effects.

Vacuum collecting systems where sewage, air and water are drawn through piping to theholding/treatment tanks.

Sewage flushed from the toilet bowls enters the sewage mains and storage tanks where it is brokendown by naturally occurring bacteria. This is an aerobic process which strips oxygen from the water

producing more water, carbon dioxide and new bacteria. If insufficient oxygen is present, alternativebacteria become dominant and the process becomes anaerobic with the production of gases,including hydrogen sulphide, methane, ammonia, etc. These gases have highly toxic and flammableproperties, in particular hydrogen sulphide is toxic to humans in concentrations as low as 10 parts permillion and its flammable vapours are heavier than air so that potentially lethal pockets of gas mayaccumulate in enclosed spaces.

The generation of toxic and explosive gases in the event of anaerobic conditions is present to varyingdegrees in each system. It is evident from the foregoing that an anaerobic condition in sewagesystems leading to the production of toxic and flammable gases is an unacceptable hazard within theconfined boundaries of ship.

In general sewage systems should be of a design which will avoid these problems. The primary safetyfeatures should be incorporated in the design and operation of a sewage system and the barriersbetween the sewage gases such as water traps of the toilet bowls, ventilation of the pipework andtanks should only be considered a secondary means of protection. The primary objective should be inthe prevention of the production of hazardous gases within the systems.

With regard to the capacity of any system provided, different Administrations have suggested differentquantities of effluent from 'black water' toilet drains which vary widely. A reasonable average seems tobe in the order of:

115 litres/person/day for a conventional flushing system.

10 litres/person/day for a vacuum system.

Requirements for other systems may vary between or be less than those stated above.

The quantities given above presume that no 'grey water' from showers, galleys, etc., is

introduced to the system.

Length of voyage - in the absence of precise data a figure of 30 days should be used.

It is stressed that these quantities are an approximation and should in no circumstances be taken as aRule requirement, the estimated 'black water' discharge quantities should be determined by theBuilder and equipment manufacturer dependent on the Owners requirements (it is the Owners


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that systems to comminute and disinfect the sewage are of a type approved by theAdministration;

that the Administration is satisfied that the holding tank capacity for all sewage, isappropriate for the ship's operation, the number of people on board, plus other relevantfactors. (The holding tank should have a means to visually indicate the amount of itscontents); and

that the ship is equipped with a pipeline leading to the exterior convenient for the dischargeof sewage to a reception facility and that such a pipeline is fitted with a standard shoreconnection in compliance with regulation 11 of Annex IV. This survey should ensure thatthe equipment, fittings, arrangements and material fully comply with the applicable

requirements of Annex IV.

Periodical surveys should also be carried out at intervals specified by the Administration, but notexceeding five years, ensuring that the equipment, fittings, arrangements and material fully complywith the applicable requirements of Annex IV.

Annual and intermediate surveys are not a requirement.

5.2 Standard discharge connections

To enable reception facility pipes to be connected with the ship's discharge pipeline, both lines shouldbe fitted with a standard discharge connection in accordance with the following table:

Outside diameter: 210mm

Inner diameter: According to pipe outside diameter

Bolt circle diameter: 170mm

Slots in flange: Four holes, 18mm in diameter equidistantly placed on a bolt circle of theabove diameter, slotted to the flange periphery. The slot width to be18mm.

Flange thickness: 16mm

Bolts and nuts: quantityand diameter:

Four, each of 16mm in diameter and of suitable length.


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5.3 MSC/Circular.648 - Guidelines for the Operation, Inspection and Maintenance

of Ship Sewage Systems

In 1992, two children travelling the Celtic Pride ferry between Swansea and Cork were tragically killed,when they were overcome in their by toxic fumes from the ship's sewage system,

marpol 2007

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