QCVN
26:2024/BGTVT
NATIONAL
TECHNICAL REGULATION ON MARINE POLLUTION PREVENTION SYSTEMS OF SHIPS
Foreword
The National Technical
Regulation on marine pollution prevention systems of ships (No. QCVN
26:2024/BGTVT) is compiled by Vietnam Register, presented by Science
-Technology and Environment Department, appraised by the Ministry of Science
and Technology, promulgated by Minister of Transport under Circular No.
14/2024/TT-BGTVT dated May 29 of 2024.
The QCVN 26:2024/BGTVT
replaces QCVN 26:2018/BGTVT (National Technical Regulation on marine pollution
prevention systems of ships).
NATIONAL
TECHNICAL REGULATION ON MARINE POLLUTION PREVENTION SYSTEMS OF SHIPS
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I
GENERAL PROVISIONS
1.1. Scope and
regulated entities
1.2. Reference and definitions
II
TECHNICAL PROVISIONS
PART
1 GENERAL PROVISIONS
Chapter 1 General
provisions
1.1 General provisions
PART
2 INSPECTION
Chapter 1 General
provisions
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1.2 Inspection
preparation and other issues
1.3. Examination and
verification of certificates
Chapter 2 Initial
inspection
2.1 Initial inspection
in shipbuilding
2.2 Initial inspection
without attendance of VR in shipbuilding
Chapter 3 Regular inspection
3.1 Annual inspection
3.2 Intermediate
inspection
3.3 Periodic inspection
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4.1 General provisions
PART
3 STRUCTURE AND EQUIPMENT PREVENTING POLLUTION CAUSED BY OIL
Chapter 1 General
provisions
1.1 Scope and
definitions
1.2 General
requirements
Chapter 2 Equipment
preventing pollution caused by oil from machinery space
2.1 General provisions
2.2 Oil residue
containment and discharge
2.3 Oil filters and
oil-contaminated ballast water chest
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Chapter 3 Structure and
equipment for preventing pollution caused by oil transported in bulk
3.1 General provisions
3.2 Hull structure
3.3 Equipment and pipe
arrangement
3.4 Crude oil washing
system
Chapter 4 Regulations
for transition period
4.1 General provisions
4.2 General
requirements
4.3 Equipment for
preventing pollution caused by oil transported in bulk
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Chapter 1 General
provisions
1.1 General provisions
1.2 Definitions
Chapter 2 Structure and
equipment
2.1 General provisions
2.2 Requirements
regarding structural and equipment installation
Chapter 3 Equipment for
preventing discharge of noxious liquid substances
3.1 General provisions
3.2 Pre-wash system
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3.4 Discharge system
below waterline
3.5 Discharge system
into reception facilities
3.6 Ventilated washing
system
3.7 Segregated ballast
tank
PART
5 SHIPBOARD OIL POLLUTION EMERGENCY PLAN
Chapter 1 General
provisions
1.1 General provisions
Chapter 2 Technical
requirements
2.1 General provisions
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2.3 Appendices of
Shipboard oil pollution emergency plan
2.4 Additional
requirements for oil tankers of 5.000 tonnage and above
PART
6 SHIPBOARD MARINE POLLUTION EMERGENCY PLAN FOR NOXIOUS LIQUID SUBSTANCES
Chapter 1 General
provisions
1.1 General provisions
Chapter 2 Technical
requirements
2.1 General provisions
2.2 Entries in
Shipboard marine pollution emergency plan for noxious liquid substances
2.3 Appendices of
Shipboard marine pollution emergency plan for noxious liquid substances
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Chapter 1 General
provisions
1.1 General provisions
Chapter 2 Equipment for
preventing pollution by sewage
2.1 General provisions
2.2 Regulations on
equipment
PART
8 EQUIPMENT FOR PREVENTING SHIPBOARD AIR POLLUTION
Chapter 1 General
provisions
1.1 General provisions
1.2 General clauses
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2.1 Nitrogen oxide
(NOx)
2.2 Sulfur oxide (SOx)
and particulate matters
2.3 Vapour collection
system
2.4 Waste incinerators
Chapter 3 Energy
efficiency of ships
3.1 General provisions
3.2 Attained energy
efficiency design index (attained EEDI)
3.3 Attained energy
efficiency existing ship index (attained EEXI)
3.4 Required energy
efficiency design index (required EEDI)
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3.6 Ship energy
efficiency management plan (SEEMP)
3.7 Declaration of
conformity regarding shipboard fuel consumption data and carbon intensity
reports
3.8 Collecting,
reporting, and storage of data relating to energy consumption data report
3.9 Carbon intensity
PART
9 PREVENTION OF POLLUTION CAUSED BY GARBAGE
Chapter 1 General
provisions
1.1 General provisions
1.2 General provisions
pertaining to prohibition against sea dumping
Chapter 2 Placard, garbage
management plan and garbage record book
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2.2 Requirements for placard
Chapter 3 Garbage
containment station and garbage collection equipment
3.1 Garbage containment
station
3.2 Garbage bins
PART
10 STRUCTURE AND EQUIPMENT FOR PREVENTING POLLUTION FROM SHIPS OPERATING IN
POLAR SEAS
Chapter 1 General provisions
1.1 General provisions
1.2 Definitions
Chapter 2 Prevention of
pollution caused by oil spill
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2.2 Structural
requirements
Chapter 3 Prevention of
pollution caused by noxious liquid substances
3.1 Shipboard sea
pollution emergency plan and other issues
3.2 Structure and
equipment
III
REGULATIONS ON MANAGEMENT
Chapter 1 Regulation on
certification
1.1 General provisions
1.2 Certificates issued
to the ship
1.3 Effective period of
certificates
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1.5 Ship grade marking
Chapter 2 Document
management
2.1 General provisions
2.2 Issuance of
inspection documents
2.3 Document management
IV
RESPONSIBILITIES OF ORGANIZATIONS AND INDIVIDUALS
1.1 Responsibilities of
ship owners, facilities for designing, building, modifying, and repairing ship,
facilities for manufacturing engines, shipboard equipment for preventing
pollution
1.2 Responsibilities of
Vietnam Register
V
ORGANIZING IMPLEMENTATION
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1.1 General provisions
1.2 Discharge of
noxious liquid substances
1.3 Discharge of
noxious liquid substances in Antarctic sea
1.4 Liquid substances
that are not noxious
NATIONAL
TECHNICAL REGULATION ON MARINE POLLUTION PREVENTION SYSTEMS OF SHIPS
I
GENERAL PROVISIONS
1.1 Scope and regulated
entities
1.1.1 Scope
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1.1.2 Regulated
entities
This Regulation applies
to organizations and individuals engaging in activities relating to shipboard
pollution prevention systems from ships under 1.1.1 that are the Vietnam
Register (hereinafter referred to as “VR”), ship owners, facilities for
designing, building, modifying, and repairing ships, facilities for
manufacturing engines, shipboard equipment for preventing pollution.
1.2 Reference and
definitions
1.2.1 Reference
documents used in this document
1 National Technical
Regulation on classification and construction of sea-going steel ships.
2 National Technical
Regulation on classification and construction of sea-going high speed ships.
3 National Technical
Regulation on classification and technical supervision of mobile rigs at sea.
4 National Technical Regulation
on classification and technical supervision of fixed rigs at sea.
5 National Technical
Regulation on classification and technical supervision of floating storage unit
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7 Circular No. 40/2016/TT-BGTVT dated
December 7 of 2016 of the Minister of Transport and Circular No.
17/2023/TT-BGTVT dated June 30 of 2023 of the Minister of Transport.
8 Circular No. 55/2019/TT-BGTVT dated
December 31 of 2019 of Minister of Transport.
9 International
Convention for the Prevention of Pollution from Ships of 1973 amended by
relevant Protocol of 1978 and Protocol of 1997.
10 Amended International
Convention for the Safety of Life at Sea, 1974.
11 Relevant Resolutions
and Circulars of International Maritime Organization.
12 International code for
ships operating in polar waters (Polar Code).
13 International Bulk
Chemical Code (IBC Code) of the International Maritime Organization (IMO).
1.2.2 Definitions
1 In this document, the
terms below have the meaning attributed to them as follows unless otherwise
specified in specific Part of the Regulation:
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(2) “Oily mixture”
refers to a mixture of varying oil contents (other than lubricating additive).
(3) “Liquid
substances” refers to any substance with maximum absolute pressure measured at
37,8 oC of 0,28 MPa.
(4) ”Noxious liquid
substances” refers to any substance placed under category X, Y, or Z under
Schedule 8E/17.1 and Schedule 8E/18.1 Part 8E Section II in the National
Technical Regulation on classification and construction of sea-going steel
ships or other liquid substances temporarily deemed by Point 6.3 Annex II of
MARPOL as substances of category X, Y, or Z.
(5) “Fuel oil” refers
to oil stored aboard ships for use as fuel for primary and secondary engines of
ships.
(6) “Oil tanker”
refers to a ship built for bulk transport of liquid products using the majority
of its cargo space or a ship built for bulk transport of liquid products using
a part of its cargo space of minimum volume of 200 m3 (other than
ships with cargo spaces converted specifically for bulk transport of non-oil
products).
(7) “Ships carrying
bulk noxious liquid substances” refers to a ship built for bulk transport of
noxious liquid substances in the majority of its cargo spaces or a ship built
for bulk transport of noxious liquid substances in a part of its cargo spaces
(other than ships with cargo spaces converted specifically for bulk transport
of goods that are not noxious liquid substances transported in bulk).
(8) “General cargo
ships” refers to a ship designed for bulk transport or transport of oil or
solid goods.
(8) “Segregated
ballast” refers to ballast water introduced into a permanent ballast tank or
tank storing goods other than oil or noxious substances as defined under this
Regulation and is completely separated from the cargo system.
(10) “Length” (Lf) is
96% of the total length on the waterline at 85% of the least molded depth, or
as the length measured from the fore side of the stem to the axis of the rudder
stock on the waterline, if that is greater. In the case of a ship having a rake
of keel, the waterline serving length calculation shall be parallel to the
designed waterline. Length (Lf) uses the unit of meter.
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(12) “Amidships”
refers to the middle section of the length (Lf).
(13) “Breadth” (B)
refers to 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. Breadth (B) uses the unit of
meter.
(14) “Deadweight” (DW)
refers to the difference in tonnes between the displacement of a ship in water
of a relative density of 1.025 at the load waterline corresponding to the
assigned summer freeboard and the light ship weight, in tonne.
(15) “Light ship
weight” refers to displacement of the vessel in metric tons (long tons) with no
cargo, fuel, lubricating oil, ballast water, fresh water nor feed water in
tanks, no consumable stores, and no passengers or crew nor their effects. Weight
of other substances aboard the ship for use by firefighting fixtures (such as
freshwater, CO2, dry chemical powder, foaming agent, etc.) must be included in light
ship weight.
(16) “Permeability” of
a space refers to the ratio of the volume within the space which is assumed to
be occupied by the water to the gross tonnage of that space.
(17) “Crude oil”
refers to a mixture of liquid hydrocarbon naturally formed in the Earth’s
crust, may or may not be processed for transport, including:
(a) Crude oil from
which distilled components have been removed;
(b) Crude oil to which
distilled components have been added.
(18) “Volume” and
“Area” of a ship conform to design illustration in all circumstances.
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(20) “Product oil
tanker” refers to an oil tanker carrying oil other than crude oil.
(21) “Equipment
preventing discharge of noxious liquid substances” consists of pre-wash system,
stripping system, discharge system below waterline, discharge system into reception
facilities, washing system utilizing ventilation, segregated ballast tank.
(22) “Ship operating
on international voyage” refers to a ship disembarking from port of one country
to port of another country.
(23) “Residue” refers
to noxious liquid substances remaining in tanks and pipes after the goods have
been delivered.
(24) “Designated
annual inspection date” corresponds to but does not include expiry date of
International Oil Pollution Prevention Certificate (or Oil Pollution Prevention
Certificate).
(25) “Ship built” refers
to a ship with laid keel or ship undergoing similar stage of shipbuilding
process.
Similar stage of
shipbuilding process is a stage where:
(a) Built structures
somewhat resemble a ship; or
(b) Ship construction
process has completed a minimum of 50 tonne or 1% of estimated load of
structural materials, whichever is lower.
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(27) “Oil residue
tank” refers to a tank containing oil residue and discharging via standard
discharge connection or any other approved method.
(28) “Oil-contaminated
ballast water” refers to water potentially contaminated with oil due to leak or
performance of maintenance tasks in machinery space. Any liquid entering dry
suction system, including dry suction wells, dry suction pipes, top of tank or
ballast tanks is considered oil-contaminated ballast water.
(29) “Oil-contaminated
ballast water tank” refers to a tank containing oil-contaminated ballast water
for the purpose of discharge, exchange, or disposal.
(30) “Marine pollution
prevention equipment” refers to structures and equipment detailed under Parts
3, 4, 7, 8, and 9, including response plans under Parts 5 and 6 Section II
hereof.
(31) “Mobile offshore
platform” refers to a mobile platform defined under National Technical
Regulation on classification and technical supervision of mobile offshore
platform.
(32) “Fixed offshore
platform” refers to a fixed platform defined under National Technical
Regulation on classification and technical supervision of fixed offshore
platform.
(33) “Floating storage
unit” refers to a storage unit defined under National Technical Regulation on
classification and technical supervision of floating storage units.
(34) “Restriction
grade” refers to additional ship grade marker in respect of ships with limited
operating range under 2.1.4-1(1) and (2) of Part 1A Section II of National
Technical Regulation on classification and construction of sea-going steel
ships.
(35) “Nearest land” or
“from nearest land” refers to from the baseline from which the territorial sea
of the territory in question is established in accordance with international
law, except for the purposes of the present Convention 'from the nearest land'
off the north-eastern coast of Australia shall mean from a line drawn from a
point on the coast of Australia in:
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to a point in latitude
10°35' S, longitude 141°55' E,
thence to a point
latitude 10°00' S, longitude 142°00' E,
thence to a point
latitude 9°10' S, longitude 143°52' E,
thence to a point
latitude 9°00' S, longitude 144°30' E,
thence to a point
latitude 10°41' S, longitude 145°00' E,
thence to a point
latitude 13°00' S, longitude 145°00' E,
thence to a point
latitude 15°00' S, longitude 146°00' E,
thence to a point latitude
17°30' S, longitude 147°00' E,
thence to a point
latitude 21°00' S, longitude 152°55' E,
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thence to a point on
the coast of Australia in latitude 24°42' S, longitude 153°15' E.
(36) International
code for ships operating in polar waters (Polar Code) is a code consisting of
introduction, Part I-A, Part II-A, Part I-B, and Part II-B approved by
Resolutions MSC.385(94) and MEPC.264(68) and revisions thereto under the
conditions that:
(a) The revisions
relating to environment in the introduction section and Chapter 1 Part II-A of
the Code are approved and coming into force in a manner appropriate to clauses
under Article 16 of the applicable MARPOL, relating to revision procedures
applicable to headings of an Annex;
(b) Revisions to Part
II-B of the Code are approved by Marine Environment Protection Committee (MEPC)
in a manner appropriate to procedures of the Committee.
(37) Appraisal (or
approval) means VR’s inspection and re-examination of drawing, design dossiers,
instructions, procedures, or other details for the purpose of inspecting
compliance with relevant requirements under technical regulations, standards,
or other reference documents when requested.
1.2.3 Abbreviations
1 This Regulation
contains the following abbreviations:
(1) IMO: International
Maritime Organization.
(2) MEPC: Marine
Environment Protection Committee of IMO.
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(4) OCIMF: Oil
Companies International Marine Forum.
(5) SOLAS, 1974:
International Convention for the Safety of Life at Sea, 1974, amended.
(6) MARPOL (or
Convention): International Convention for the Prevention of Pollution from
Ships, 1973, amended by relevant Protocols in 1978 and 1997.
(7) Annex I: Annex I -
MARPOL regulations on prevention of pollution by oil.
(8) Annex II: Annex II
- MARPOL regulations on Control of Pollution by Noxious Liquid Substances in
Bulk.
(9) Annex III: Annex
III - MARPOL regulations on Prevention of Pollution by Harmful Substances
Carried by Sea in Packaged Form.
(10) Annex IV: Annex
IV - MARPOL regulations on Prevention of Pollution by Sewage from Ships.
(11) Annex V: Annex V
- MARPOL regulations on Prevention of Pollution by Garbage from Ships.
(12) Annex VI: Annex
VI - MARPOL regulations Prevention of Air Pollution from Ships.
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(14) CBT: Clean
ballast tank.
(15) COW: Crude oil
washing system.
(16) IGS: Inert gas
system.
(17) PL: Protective
locations of segregated ballast tanks.
(18) ppm: parts per
million of oil to water by volume.
(19) Abbreviations
under Resolutions of the IMO Council:
- A.393(X): Resolution
No. 393(X) dated 14 November 1977 - Recommendation on international performance
and test specification for oily-water separation equipment and oil content
meters.
- A.586(14): Resolution
No. 586(14) dated 20 November 1985 - Revised guidelines and specifications for
oil discharge monitoring and control systems for oil tankers.
- A.496(XII):
Resolution No. 496(XII) - Guidelines and specifications for oil discharge
monitoring and control systems for oil tankers.
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- MEPC.5(XIII):
Resolution No. 5(XIII) dated 13 June 1980 - Specification for oil/water
interface detectors.
- MEPC.13(19):
Resolution No. 13(19) dated 09 December 1983 - Guidelines for plan approval and
installation survey of oil discharge monitoring and control systems for oil
tankers and environmental testing of control sections thereof.
- MEPC.20(22):
Resolution No. 20(22) dated 05 December 1985 - Adoption of the code for the
construction and of ships carrying dangerous chemicals in bulk.
- MEPC.60(33):
Resolution No. 60(33) dated 30 October 1992 - Guidelines and specifications for
pollution prevention equipment for machinery space bilges of ships.
- MEPC.76(40):
Resolution No. 76(40) dated 25 September 1997 - Standard specification for
shipboard incinerators.
- MEPC.94(46):
Resolution No. 94(46) dated 27 April 2001 - Condition Assessment Scheme.
- MEPC.107(49):
Resolution No. 107(49) dated 18 July 2003 - Revised guidelines and
specifications for pollution prevention equipment for machinery space bilges of
ships.
- MEPC.108(49):
Resolution No. 586(49) dated 18 November 2003 - Revised guidelines and
specifications for oil discharge monitoring and control systems for oil
tankers.
- MEPC.182(59):
Resolution No. 182(59) dated 17 July 2009 - 2009 Guidelines for the sampling of
fuel oil for determination of compliance with the revised MARPOL Annex VI.
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- MEPC.185(59):
Resolution No. 185(59) dated 17 July 2009 - Guidelines for the development of a
VOC management plan.
- MEPC.198(62):
Resolution No. 198(62) dated 15 July 2011 - 2011 Guidelines addressing
additional aspects to the NOX Technical Code 2008 with regard to
particular requirements related to marine diesel engines fitted with selective
catalytic reduction (SCR) systems.
- MEPC.215(63):
Resolution No. 215(63) dated 02 March 2012 - Guidelines for calculation of
reference lines for use with the energy efficiency design index (EEDI).
- MEPC.220(63):
Resolution No. 220(63) dated 02 March 2012 - 2012 Guidelines for the
development of garbage management plans.
- MEPC. 227(64):
Resolution No. 227(64) dated 05 October 2012 - 2012 Guidelines on
implementation of effluent standards and performance tests for sewage treatment
plants.
- MEPC.230(65):
Resolution No. 230(65) dated 17 May 2013 - 2013 Guidelines as required by
Regulation 13.2.2 of MARPOL Annex VI in respect of non-identical replacement
engines not required to meet the Tier III limit.
- MEPC.232(65):
Resolution No. 232(65) dated 17 May 2013 - 2013 Interim guidelines for determining
minimum propulsion power to maintain the manoeuvrability of ships in adverse
conditions.
- MEPC.233(65):
Resolution No. 233(65) dated 17 May 2013 - 2013 Guidelines for calculation of
reference lines for use with the energy efficiency design index (EEDI) for
cruise passenger ships having non-conventional propulsion.
- MEPC.240(65):
Resolution No. 240(65) dated 17 May 2013 - 2013 Revisions to the Revised guidelines
and specifications for oil discharge monitoring and control systems for oil
tankers.
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- MEPC.245(66):
Resolution No. 245(66) dated 04 April 2014 - 2014 Guidelines on the method of
calculation of the attained energy efficiency design index (EEDI) for new
ships.
- MEPC.365(79):
Resolution No. 365(79) dated 16 December 2022 - 2022 Guidelines on survey and
certification of the energy efficiency design index (EEDI).
- MEPC.259(68):
Resolution No. 259(68) dated 15 May 2015 - 2015 Guidelines for exhaust gas washing
systems.
- MEPC.291(71):
Resolution No. 291(71) dated July 2017 - 2017 Guidelines addressing additional
aspects of the NOX Technical Code 2008 with regard to particular
requirements related to marine diesel engines fitted with selective catalytic
reduction (SCR) systems.
- MEPC.304(72):
Resolution No. 304(72) - Initial IMO strategy on reduction of GHG emissions
from ships.
- MEPC.307(73):
Resolution No. 307(73) dated 26 October 2018 - 2018 Guidelines for the
discharge of exhaust gas recirculation (EGR) bleed-off water.
- MEPC.364(79):
Resolution No. 364(79) dated 16 December 2012 - 2022 Guidelines on the method
of calculation of the attained energy efficiency design index (EEDI) for new
ships.
- MEPC.311(73):
Resolution No. 311(73) dated 26 October 2018 - 2018 Guidelines for the
application of MARPOL Annex I requirements to floating production, storage and
offloading facilities (FPSOs) and floating storage units (FSUs).
- MEPC.312(74):
Resolution No. 312(74) dated 17 May 2019 - Guidelines for the use of electronic
record books under MARPOL.
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- MEPC.335(76):
Resolution No. 335(76) dated 17 June 2021 - 2021 Guidelines on the shaft/engine
power limitation system to comply with the EEXI requirements and use of a power
reserve.
- MEPC.338(76):
Resolution No. 338(76) dated 17 June 2021 - 2021 Guidelines on the operational
carbon intensity reduction factors relative to reference lines.
- MEPC.346(78):
Resolution No. 346(78) dated 10 June 2022 - 2022 Guidelines for the development
of a ship energy efficiency management plan (SEEMP).
- MEPC.347(78):
Resolution No. 347(78) dated 10 June 2022 - Guidelines for the verification and
company audits by the administration of Part III of the ship energy efficiency
management plan (SEEMP).
- MEPC.348(78):
Resolution No. 348(78) dated 10 June 2022 - 2022 Guidelines for administration
verification of ship fuel oil consumption data and operational carbon
intensity.
- MEPC.350(78):
Resolution No. 350(78) dated 10 June 2022 - 2022 Guidelines on the method of
calculation of the attained energy efficiency existing ship index (EEXI).
- MEPC.351(78):
Resolution No. 351(78) dated 10 June 2022 - 2022 Guidelines on survey and
certification of the attained energy efficiency existing ship index (EEXI).
- MEPC.352(78):
Resolution No. 352(78) dated 10 June 2022 - 2022 Guidelines on operational
carbon intensity indicators and the calculation methods.
- MEPC.353(78):
Resolution No. 353(78) dated 10 June 2022 - 2022 Guidelines on the reference
lines for use with operational carbon intensity indicators.
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- MEPC.355(78):
Resolution No. 355(78) dated 10 June 2022 - 2022 Interim guidelines on
correction factors and voyage adjustments for CII calculations.
- MEPC.1/Circ.901:
Circular No. 1/901 dated 24 June 2022 - Guidance on methods, procedures and
verification of in-service performance measurements.
(21) Abbreviations in
Circulars and Resolutions of Maritime Safety Committee of IMO:
- MSC/Circ.585:
Circular No. 585 dated 16 April 1992 - Standards for vapour emission control
systems.
- MSC.1/Circ.1229:
Circular No. 1/1229 dated 11 January 2007 - Guidelines for the approval of
stability instruments.
- MSC.1/Circ.1461:
Circular No. 1/1461 dated 08 July 2013 - Guidelines for verification of damage
stability requirements for tankers.
- MSC.267(85):
Resolution No. 267(85) dated 04 December 2008 - Adoption of the International
Code on Intact Stability, 2008.
II
TECHNICAL PROVISIONS
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Chapter
1 General provisions
1.1 General provisions
1.1.1 General
provisions
1 Relevant requirements
under National Technical Regulation on classification and construction of
sea-going steel ships apply to materials, equipment, installation process, and
professional qualification of personnel working on marine pollution prevention
equipment unless otherwise specified under this document.
2 Where other pollution
prevention equipment not required by this document are installed on ships, the
pollution prevention equipment must adhere to requirements deemed appropriate
by VR.
3 Where pollution
prevention structures and equipment of ships fail to meet any requirement
hereunder due to special reasons, such structures and equipment may meet other
requirements deemed necessary by VR on the basis of the requirements under this
document.
4 Where this Regulation
does not elaborate technical standards or calculation, inspection methods, ship
owners or representatives thereof may request VR to adopt relevant regulations
under guidelines, regulations of classification organizations affiliated to
International Association of Classification Societies (IACS) and guidelines,
codes of IMO.
1.1.2 Equivalent
clauses
1 In special
circumstances, VR shall accept installation of parts, materials, and equipment
other than those specified in this document if their effectiveness is at least
equivalent to that specified under requirements of this document. Where operating methods
are replaced for the purpose of changing oil discharge control which
corresponds to design and structural characteristics set forth under this
document, the aforementioned acceptance will not apply.
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(1) Ship equipment
must meet requirements under Part 8D Section II of National Technical
Regulation on classification and construction of sea-going steel ships;
(2) Ship equipment
must meet requirements under Part 4 other than 2.2.2, 4.3, and 4.4 of Part 4 in
respect of ships carrying liquefied gas used only for transport of noxious
liquid substances named under Schedule 8D/19.1 Part 8D Section II of National
Technical Regulation on classification and construction of sea-going steel
ships;
(3) Segregated ballast
system is present;
(4) Pump and pipeline
system is present to guarantee capacity of stripping system under Schedule 4.3
Part 4;
(5) Manuals for procedures
and system for discharging noxious liquid substances are present; blending of
cargo residues and water during delivery does not occur; no cargo residue
remains in tanks after finishing ventilation procedures.
3 Where a ship makes a
single trip outside of certified operating zone, VR may consider reducing
specific requirements that must be met by that ship as long as equivalent
measures have been taken to keep discharge control in line with applicable
regulations.
PART
2 INSPECTION
Chapter
1 GENERAL PROVISIONS
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1.1.1 Application
requirement
Provisions under this
Chapter apply to inspection and test of pollution prevention systems for ships.
1.1.2 Types of
inspection
1 Marine pollution
prevention structures and equipment of ships regulated by this document shall
be subject to the following types of inspection:
(1) Initial
inspection;
(2) Regular inspection;
(3) Irregular
inspection.
2 Initial inspection
consists of:
(1) Initial inspection
in shipbuilding and construction;
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3 Regular inspection
consists of:
(1) In respect of
structures, equipment, and plans under Parts 3 through 6 and Part 8 of this
document:
(a) Annual inspection;
(b) Intermediate
inspection;
(c) Periodic
inspection.
(2) For equipment
under Part 7 of this document:
Periodic inspection.
(3) For warning signs,
equipment, and plans under Part 9 of this document:
Annual inspection.
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1 Initial inspection
(1) Initial inspection
in shipbuilding and construction
Pollution prevention
systems of ships to be built and to be inspected by VR in construction process,
conforming to design appraised by VR must undergo initial inspection in
construction process. Registration personnel must be present in all work stages
below. However, inspection workload of registration personnel may increase or
decrease depending on equipment, professional qualification, special skills,
and quality control system employed by manufacturing or shipbuilding
facilities.
(a) Where materials
are used as parts and where these parts are installed to pollution prevention
equipment;
(b) Where
manufacturing process of primary parts is finished and where appropriate
throughout manufacturing process;
(c) Where important
pollution prevention equipment is installed to ships;
(d) Where function
test is conducted.
(2) Initial inspection
without attendance of register authority in shipbuilding
Pollution prevention
equipment to be installed to ships in a manner other than what described in (1)
above must undergo initial inspection without examination of VR during
construction process where requested.
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Annual inspections must
be conducted in accordance with 1.1.3-1(1) Part 1B Section II of National
Technical Regulation on classification and construction of sea-going steel
ships.
3 Intermediate inspection
Intermediate
inspections must be conducted in accordance with 1.1.3-1(2) Part 1B Section II
of National Technical Regulation on classification and construction of
sea-going steel ships.
4 Periodic inspection
Periodic inspections
must be conducted in accordance with 1.1.3-1(3) Part 1B Section II of National
Technical Regulation on classification and construction of sea-going steel
ships.
5 Irregular inspection
Ships must undergo
irregular inspection if any situation from (1) to (4) below occurs For the
purpose of conducting inspection as substitute for regular periodic inspection
with attendance of registration personnel, VR may approve inspection methods
where data that they receive is equivalent to data of regular inspection
attended by registration personnel. Regular inspection may serve as substitute
for irregular inspection if irregular inspection is a part of periodic
inspection.
(1) Where important
parts of structures and equipment subject to initial inspection are damaged or
repaired or replaced as a result of the damage;
(2) Where there are
changes to shipboard oil pollution emergency plans, shipboard sea pollution
emergency plans for noxious liquid substances, ship-to-ship oil transfer plans
at sea, and/or shipboard VOC management plans that require initial inspection;
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(a) Sampling locations
for representative fuel oil samples (samples in use)
In respect of ships
operating on international voyages (including mobile platforms and other
platforms), built before 1 April 2022, inspection for compliance with equipment
requirements or designation of sampling locations for 2.2.2-1 Part 8 no later
than the first periodic inspection is conducted on or after 1 April 2023.
(b) In respect of
SEEMP, inspection shall be conducted from (i) through (iii):
(i) In respect of
ships where Chapter 3 Part 8 applies which are existing ships according to
3.1.4-1(12) Part 8, inspections must be conducted no later than the first
periodic inspection or the first intermediate inspection, whichever comes
first, on or after 1 January 2013 to verify whether compliance of SEEMP with
3.6 Part 8 is maintained on ships.
(ii) In respect of
ships where 3.6-2 Part 8 applies that are delivered before 1 March 2018,
inspections must be conducted on or before 31 December 2018 to verify whether
SEEMP includes methods and process described under 3.6-2 Part 8.
(iii) In respect of
ships where 3.6-4 Part 8 applies that are delivered before 1 November 2022,
inspections must be conducted on or before 1 January 2023 to verify whether
SEEMP includes methods and process described under 3.6-4(1) Part 8.
(c) In respect of EEXI
(i) In respect of
ships where Chapter 3 Part 8 applies, inspections must be conducted no later
than the first annual inspection, the first intermediate inspection, the first
periodic inspection, or initial inspection under 5.4.1 and 5.4.3 Appendix VI,
whichever comes first, on or after 1 January 2023 to verify whether attained
EEXI under 3.1.4-1(4) Part 8 satisfies 3.3 and 3.5 Part 8.
(ii) Notwithstanding
regulations under (i) above, in respect of ships where 3.3 Part 8 applies that
have undergone major modification as stated under 3.1.4(16) Part 18, on a
case-by-case basis, general inspections or partial inspections must be conducted
to confirm the re-calculated attained EEXI if necessary and verify whether the
re-calculated attained EEXI satisfies 3.5 Part 8.
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1.1.4 Premature regular
inspection
Requirements for
premature periodic inspection must meet provisions under 1.1.4 Part 1B Section
II of National Technical Regulation on classification and construction of
sea-going steel ships.
1.1.5 Delayed periodic
inspection
Requirements for
delaying periodic inspection must meet provisions under 1.1.5-1(1) or
1.1.5-1(2) Part 1B Section II National Technical Regulation on classification
and construction of sea-going steel ships.
1.1.6 Requirement
change
1 In respect of regular
inspection, where the VR deems appropriate, registration personnel may change
requirements based on dimensions, operating zone, structure, age, purpose,
results of previous inspections, and current conditions of ships.
2 In respect of
intermediate inspection, where an entry has been inspected during the interval
between the second and third annual inspections and satisfies requirements
under intermediate inspection, such entry may be exempted from intermediate
inspection with VR approval.
3 In respect of
intermediate inspection, an entry can be evaluated based on requirements of
periodic inspection where VR deems necessary or ship owners require so.
4 In respect of periodic
inspection, where an entry has been inspected during the interval between the
fourth annual inspection and periodic inspection mentioned under 1.1.3-4and
satisfies requirements of periodic inspection, such entry may be exempt or
reduced if VR deems appropriate. Where annual inspection or intermediate
inspection is conducted prematurely and conforms to 1.1.4-2 Part 1B Section II
of National Technical Regulation on classification and construction of
sea-going steel ships, periodic inspection must be conducted in a manner that
satisfies other requirements of VR.
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1.1.7 Suspended ships
1 Ships that have been
suspended are not subject to regular inspection under 1.1.2. However, irregular
inspection will still be conducted if ship owners request so.
2 Where a suspended ship
is to resume operation, such ship must be inspected for entries which have been
previously postponed due to suspension of operation (if any) and the following
entries:
(1) Where a type of
regular inspection expected prior to suspension of operation is not yet due, an
inspection equivalent to annual inspection detailed under 3.1 must be
conducted;
(2) Where a type of
regular inspection expected for suspended ships is due, the ships will, on
principle, undergo the current regular inspections. In this case, where a
minimum of two regular inspections are due, whichever inspection has a larger
scope will be conducted.
1.1.8 Unmanned
non-self-propelled (UNSP) barges
Relevant structures and
equipment of UNSP barges that are defined under 1.1.2-1(9) Part 3, 1.1.2-1(10)
Part 7 and 1.1.2-1(27) Part 8 are not required to undergo inspection detailed
under 1.1.2 if VR approves the exemption.
1.2 Inspection
preparation and other issues
1.2.1 Inspection notice
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1.2.2 Inspection
preparation
1 Ship owners (or
representative thereof) are responsible for preparing for initial inspection,
regular inspection, and other inspections deemed appropriate to this Part
by VR. Preparation includes
convenient and safe access, instruments and documents necessary for inspection.
Inspecting, measuring, and testing instruments which registration personnel
rely on to make decisions relating to ship grade must be identified and
calibrated in accordance with standards accepted by VR. However, registration
personnel may accept simply measuring instruments (such as ruler, measuring
tape, welding gauge, micrometer) without identification or calibration as long
as they are designed in a way that conforms to standard commercial products,
well maintained, and regularly compared with similar samples or instruments. Registration
personnel may also accept and use instruments installed on ships to examine
equipment on board (such as manometer, thermometer, tachometer) based on
calibration dossiers or measurement readings of multitools.
2 Ship owner must assign
a supervisor (hereinafter referred to as “ship owner’s representative”) who has
good understanding of inspection entries to assist in the inspection and
registration personnel throughout the inspection process.
1.2.3 Delayed
inspection
Inspection will be
delayed if necessary preparation tasks under 1.1.2-1 cannot be performed or
responsible individuals according to 1.2.2-2 are absent or registration
personnel deems that safety conditions are not met for the purpose of
inspection.
1.2.4 Recommendation
Following inspection,
where repair is deemed necessary, registration personnel must send their
recommendations to ship owners or ship owner’s representatives. Upon receiving
the recommendations, the repair must be done in a manner that meets
requirements and must be approved by registration personnel.
1.2.5 Replacement of
parts, components, and equipment
Where replacement of
onboard parts, components, equipment, etc. is required, such replacement must
conform to regulations applicable to ship construction. However, where new
requirements are applicable or VR deems necessary, VR may require the
replacement to adhere to all requirements applicable at the time in which the
replacement is implemented. In addition, materials containing asbestos are not
allowed as replacement.
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1.3.1 International Oil
Pollution Prevention (IOPP) Certificate or Oil Pollution Prevention (OPP)
Certificate and other certificates
During annual
inspection and intermediate inspection, IOPP Certificate or OPP Certificate and
the following certificates must be presented to registration personnel to
enable registration personnel to examine certificate effectiveness and verify
examination: IOPP Certificate for bulk noxious liquid substances (NLS), OPP
Certificate for bulk NLS, International Certificate of Conformity for bulk
transport of hazardous chemicals (CHM) or Certificate of Conformity for bulk
transport of hazardous chemicals (E.CHM), International Sewage Pollution
Prevention (ISPP) Certificate, International Air Pollution Prevention (IAPP)
Certificate, and International Energy Efficiency (IEE) Certificate.
1.3.2 Other
certificates and documents not mentioned under 1.3.1
1 During inspection,
certificates and documents ... below must be presented to registration
personnel to enable registration personnel to verify that the certificates and
documents are appropriate and kept on ships (except for unmanned towed ships). During irregular
inspection however, only relevant certificates and documents are required to be
presented to registration personnel.
(1) For oil pollution
prevention equipment
(a) Certificate of oil
filters, oil content measuring instruments, and oil gauges, oil discharge
monitoring and control system, waste incineration system, soft pipes serving
COW system, COW machine, etc. deemed necessary by VR;
(b) Manual on COW
procedures and systems that has been appraised;
(c) Operation
instruction of oil discharge monitoring and control system that has been
appraised;
(d) Loading
instructions and data on damage stability that have been appraised;
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(f) Operation
instruction of CBT;
(g) Operation
instruction of separator system;
(h) Operation
instruction for special ballast;
(i) Written records of
oil filters (except for initial inspection of ships built before 1 January
2005);
(j) Written records of
oil discharge monitoring and control system (except for initial inspection);
(k) Oil record books;
(l) Shipboard oil
pollution emergency plan;
(m) Ship-to-ship oil
transfer plan at sea.
(2) For noxious liquid
substance pollution prevention equipment
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(b) Cargo handling
record book;
(c) Shipboard noxious
liquid substances pollution emergency plan.
(3) For shipboard air
pollution prevention equipment
(a) Fuel oil supply
sheet (where requirements under 1.2.3-2 Part 8 apply);
(b) Technical files (where
requirements under 2.1 Part 8 apply);
(c) Engine
specification record books or electronic record books that are appraised (where
requirements under 2.1 part 8 apply);
(d) Shipboard
supervision guidelines for shipboard measurement and supervision methods (where
methods under 2.1.2-2(2)(c) Part 8 (see 6.4 and Annex VIII of the NOX
Technical Code));
(e) List of equipment
containing ozone-depleting substances (ODS) (where requirements under 1.2.1-5
Part 8 apply) and ODS record books (where requirements under 1.2.1-6 Part 8
apply);
(f) Record books or
electronic record books that have been appraised (where requirements under
2.1.4 or 2.2.1-1 Part 8 apply);
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h) Operation
instruction of vapour collection system and VOC management plan (where
requirements under 2.3 Part 8 apply);
(i) Operation
instruction of waste incinerators (where requirements under 2.4-2 Part 8
apply);
(i) Verification of
conformity to SEEMP under 3.6-5 Part 8;
(k) Declaration of
conformity relating to fuel consumption data report and carbon intensity
ranking (where requirements under 3.7 Part 8 apply) (all declarations of
conformity must be kept on ships for at least 5 years).
(l) Documents and
instruments relevant to discharge of exhaust gas recirculation system or other
technological solutions detailed under (i) or (ii) below (where ships contain
or utilize exhaust gas cleaning system or other technology methods, apply 1.1.3
Part 8).
(i) In respect of
ships equipped with exhaust gas cleaning system, instructions under operation
and use instructions of exhaust gas washing system under 2.1.2-1(6)(c),
instructions on measuring recordings and certificate of SOX (if any)
emission conformity, or other documents are required.
(ii) In respect of
ships using other technology methods, appraised documents relating to the
technology methods are required to conform to Regulation 14 of Appendix VI.
(m) Instructions on
bleed-off discharge system of exhaust gas recirculation system, use record
books of exhaust gas recirculation system, copies of certificate of type
approval and operation and maintenance instructions of oil content measuring
instruments, other required documents (where exhaust gas recirculation system
is installed according to 2.1.1-5 Part 8). Certificate of type approval and
operation and maintenance instructions of oil content measuring instruments are
prescribed respectively under 2.4.2 and 2.4.3 of MEPC.307(73).
(4) For sewage
pollution prevention equipment
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(5) For garbage
pollution prevention equipment
(a) Appraised garbage
management plan;
(b) Garbage Record
Book.
2 In respect of ships
with additional grade marking under 1.5 Section III, International Energy
Efficiency (IEE) Certificate, Energy Efficiency Design Index (EEDI) and SEEMP
must be presented to registration personnel during regular inspection in order
to be evaluated whether they are well kept aboard ships and contain adequate
information.
1.3.3 Inspection and
verification of relevant equipment
During inspection, the
following equipment items must be inspected to ensure that they comply with
requirements under Part 1B Section II of National Technical Regulation on
classification and construction of sea-going steel ships.
(1) IGS;
(2) Waste
incinerators.
CHAPTER
2 INITIAL INSPECTION
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2.1.1 General
provisions
1 During initial
inspection during construction, marine pollution prevention equipment and
qualifications of workers must be inspected in detail to ensure that they meet
respective requirements under this document.
2 The use of materials
containing asbestos is strictly avoided.
2.1.2 Drawings and
documents submitted for appraisal
1 Where a ship is
expected to undergo initial inspection, the following technical files must be
submitted to VR for appraisal:
(1) Where gross
tonnage of fuel oil tank “C” of the ship as stated under 1.2.3-1(10) Part 3 is
at least 600 m3, spreadsheet of protective requirements of fuel oil.
(2) Oil pollution
prevention equipment for oil from machinery spaces of the ship:
(a) Diagram of dry
suction pipes;
(b) Diagram of ballast
water pipes;
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(d) Drawings of oil
residue tanks (such drawings are not required if oil residue tanks have been
depicted in diagram of dry suction pipes);
(e) Relevant drawings
and documents.
(3) Oil pollution
prevention equipment for bulk transport oil on oil tankers:
(a) Spreadsheet of
draft and trim of the ship operating in ballast relating to marine pollution
issues;
(b) Spreadsheet of
arrangement of bulkheads in cargo compartments;
(c) Spreadsheet of
protective locations of segregated ballast tanks;
(d) Damage stability:
(i) Spreadsheet of damage
stability;
(ii) Cargo handling
instructions and damage stability notice;
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(iv) Diagram of pipes,
valves, and sea chests.
(e) Diagram of pipes
for each system;
(f) Shipboard oil
storage:
(i) Drawings and
documents relating to oil monitoring and control system;
(ii) Drawings and
documents relating to oil gauges;
(iii) Use instruction
of oil monitoring and control system.
(g) COW system:
(i) Drawings and
documents relating to tank washing equipment (technical specifications);
(ii) Diagram of blind spots;
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(iv) Drawings of
bottom outlets (such drawings can be incorporated in midship section drawing);
(v) Drawings of
placement of liquid gauges and openings for manual measurement;
(vi) Equipment and operation
instruction of COW system.
(h) CBT:
(i) Drawings of
placement of CBT;
(ii) Operation
instruction of CBT.
(i) Special ballast
system:
Use instruction of
special ballast system.
(j) Separator system:
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(k) Relevant drawings
and documents.
(4) Noxious liquid
substance pollution prevention equipment for bulk transport noxious liquid
substance tankers:
(a) Drawings and
documents relating to pump system;
(b) Drawings and
documents relating to pre-wash system:
(i) Diagram of washing
pipes of cargo tank;
(ii) Technical
specifications of tank washing equipment, including nominal output per cycle,
working pressure, effective reach of stream;
(iii) Maximum quantity
of tank washing equipment that can be used simultaneously;
(iv) Location of deck
openings for washing;
(v) Necessary quantity
of washing equipment and washing position for inspection of tank surface washing;
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(vii) Maximum number
of washing equipment that can be used simultaneously at 60 oC of
water temperature;
(viii) Diagram of
blind spots (only limited to tanks containing X grade substances or solid
chemicals with firm support and brackets);
(ix) Spreadsheet of
quantity of washing water required for tank washing equipment;
(x) Copies of
certificates of tank washing equipment.
(c) Drawings and
documents relating to stripping equipment (including pump system):
(i) Diagram of cargo
pipes;
(ii) Cargo pump system
(including pump output);
(iii) Diagram of stripping
system;
(iv) Pump system of stripping
system (including pump output);
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(vi) Location and
dimension of suction wells, if any;
(vii) Dredging, dry
discharge, or blowing system for pipes;
(viii) Volume and
pressure of nitrogen or the required gas, pressure containers, and placement of
supply pipes of blowing system, if any;
(ix) Test procedures
for evaluating quantity of residue stripped;
(x) Safety equipment
of stripping system (including alarms).
(d) Drawings and
documents relating to discharge system below waterline:
Discharge outlets below
waterline:
(i) Diagram of outlet
pipes below waterline;
(ii) Location,
structure, quantity, dimension, and spreadsheet of discharge below waterline
(including guard plates, if any);
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Discharge pump:
(i) Technical
specifications of pumps (including materials used).
(e) Drawings and
documents related to systems for discharging into reception facilities:
(i) Technical
specifications of pumps (including materials used);
(ii) Discharge pipe
illustrations.
(f) Drawings and documents
related to washing system utilizing ventilation:
(i) Name of noxious
liquid substances with a vapour pressure of 5 kPa or higher at 20 oC,
expected to be cleaned via ventilation procedures and name of ballasts
containing these substances;
(ii) Ventilation ducts
and fans thereof;
(iii) Location of
ventilation openings;
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(v) Locations of
structures inside tanks which affect ventilation;
(vi) Means of
ventilation of pipes, pumps, filters, etc.;
(vii) Means for
keeping tanks dry;
(viii) Copies of
certificates of fans.
(g) Manuals of
procedures and systems for discharging noxious liquid substances;
(h) List of goods to
be transported on ships;
(i) Relevant drawings
and documents.
(5) Equipment for
preventing pollution by sewage:
(a) Drawings,
documents, and technical specifications related to equipment for preventing pollution
by sewage (including gross tonnage of tanks, capacity, type/manufacturers and
copies of certificate for type approval of wastewater treatment equipment and
wastewater crushing and disinfecting system);
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(c) Calculation
spreadsheet of wastewater discharge rate, if applicable;
(d) Relevant drawings
and documents.
(6) Shipboard air
pollution prevention equipment:
(a) Ozone-depleting
substances
Drawings and documents
must specify areas on ships and details of systems, equipment, including
hand-held, insulated fire extinguishers or other materials containing ODS, if
any, are allowed for use as exceptions as stated under 1.2.1 of Part 8.
(b) Nitrogen oxide
Drawings and documents
related to exhaust washing system or documents related to technology solutions
for reducing NOx emission, if any. Where exhaust gas recirculation system under
2.1.1-5 Part 8 is installed, instructions in case of bleed-off system of
exhaust gas recirculation system (under 2.3.5 and 2.4 of MEPC.307(73)), use
record of exhaust gas recirculation system (under 2.3.4, 2.4, and 4.2 and Part
6 of MEPC.307(73)) or other documents, if required, must be included in the
aforementioned documents.
(c) Sulfur oxide and particulate
matters
In respect of ships
outfitted with exhaust gas washing system or other technology solutions
compliant with 1.1.3 of Part 8, require the following drawings and documents
under (i) or (ii):
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(ii) In respect of
ships using other technology solutions, drawings and equipment of the adopted
solutions.
(d) Vapour collection
system
(i) Drawings and
documents (including operating manuals) relating to vapour collection system;
(ii) Management plan
for volatile organic compounds on crude oil tankers;
(e) Waste incinerators
Drawings and documents
related to waste incinerators (other than drawings and documents submitted for
appraisal under Part 3 Section II of National Technical Regulation on
classification and construction of sea-going steel ships), if any.
(f) Relevant drawings
and documents.
(7) Other documents
(a) Shipboard oil
pollution emergency plan;
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(c) Waste management
plans.
2 In addition to
technical files submitted for appraisal under -1 above, the following technical
documents must also be submitted:
(1) Oil pollution
prevention equipment for oil from machinery spaces of the ship
(a) Primary parameters
of machinery system (specify value of residue oil tanks);
(b) Relevant drawings
and documents.
(2) Oil pollution
prevention equipment for bulk transport oil on oil tankers
(a) Primary parameters
of ship hull (specify propeller immersion);
(b) General layout
drawings;
(c) Drawings or
spreadsheet of tank compartment volume;
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(e) Relevant drawings
and documents.
(3) Noxious liquid
substance pollution prevention equipment for bulk transport noxious liquid
substance tankers
(a) Primary parameters
of ship hulls;
(b) General layout
drawings;
(c) Cross-sectional
drawing of ship mid-section;
(d) Structural
drawings of partitions;
(e) Relevant drawings
and documents.
(4) Shipboard air
pollution prevention equipment
(a) Instruction
manuals for waste incinerators;
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(5) Commitment
regarding avoidance of asbestos use and written proof.
3 In respect of ships
adopting Chapter 3 Part 8, the EEDI and additional information below must be
presented to VR for inspection prior to test according to 2.1.3-6(2).
Amendments to technical files regarding energy efficiency design parameters
based on test results must also be presented to VR after the tests have
concluded.
(1) Technical files pertaining
to energy efficiency design index are documents containing basic information
relevant to EEDI calculation conditions, including:
(a) Basic parameters
including any of the information under (i) through (iii) such as, maximum
continuous rating (MCR) of primary engines and secondary engines, expected speed
of ships, energy consumption rate of primary engines and secondary engines.
Copies containing fuel consumption rate of each primary machines and secondary
engines must also be included).
(i) Gross tonnage (GT)
and deadweight tonnage (DW) in case of roll-on/roll-off ships (for motor
vehicle transport);
(ii) Gross tonnage in
case of passenger ships and recreational vessels with unconventional propulsion
system;
(iii) Deadweight
tonnage (DW) of ships that are not mentioned under (i) and (ii) above.
(b) Power - speed
characteristic curve (kW-nautical mile/h) expected in design stage in EEDI
calculating conditions and power characteristic curve expected in long-run test
condition (each power curve must be displayed in charts);
(c) Primary parameters
and overview on propulsion, electrical supply systems (in form of charts);
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(e) Overview on
energy-efficient equipment;
(f) Attained EEDI
value (including appropriate overview on calculation);
(g) Value of attained
EEDI based on weather (which takes into account the effect of deceleration
caused by wind and waves) and fw (speed decrease coefficient);
(h) information under
(i) through (v) below in case of LNG tankers:
(i) Types and overview
on propulsion system (for example: diesel direct transmission, electric-diesel,
steam turbines);
(ii) Volume of LNG
tanks (M3) and design boil-off rate of the entire ships in a day under
technical specifications of shipbuilding contracts;
(iii) Shaft power
after transmission at 100% nominal engine power and electric power in case of
electric-diesel;
(iv) Highest
continuous nominal power in case of steam turbine; and
(v) Certified energy
consumption rate of steam turbine in g/kWh in case of steam turbine.
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(2) Other information
(other than those under (1) to allow VR to re-examine attained EEDI), in
principle, including:
(a) Presentation
regarding appropriate instruments for model testing (additional documents to
verify reliability of model testing). Presentation must include name of
instruments, parameters of test tanks and propulsion equipment, calibration recording
of each supervising equipment;
(b) Outlines of model
ships and actual ships for verification of conformity of model testing (and
documents confirming that relevant outlines are depicted in detail to prove
similarities between model ships and actual ships);
(c) Water displacement
and light ship weight (documents determining light ship weight);
(d) Detail reports on
results of model testing and calculations of estimates relating to power
characteristic curve (documents confirming that estimated ship speed is
included in calculation of EEDI and estimated ship speed in long-run tests is
also used in the same calculation);
(e) Causes for
exemption from model testing, if applied (documents providing technical
explanation for exemption from model testing. Such documents must include line
drawings and model test results of appropriate ships of the same types);
(f) In respect of LNG
tankers, detail calculation of (i) and (ii) below:
(i) Required auxiliary
engine power to provide the normal maximum sea load at defined cruising speed;
and
(ii) In case of steam
turbine, energy consumption rate of steam turbine.
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4 In respect of ships
where Chapter 3 Part 8 applies, technical files on EEXI with details and
contents below must by presented to VR for appraisal prior to conducting tests
under 2.1.3-7 (unless attained EEDI of ships is equal to or lower than the
required EEXI). In
addition, where ships adopt engine power limitation or shaft power limitation
system compliant with 3.5 of Part 8, Onboard Management Manual for engine power
limitation (or shaft power limitation) (OMM) compliant with MEPC.335(76)
amended by MEPC.375(80) must be presented to VR for appraisal.
(1) Technical files on
EEXI are documents containing basic information relating to EEXI calculation
conditions, including:
(a) Basic parameters
including any of the information under (i) through (iii) such as, maximum
continuous rating (MCR) of primary engines and secondary engines, expected
speed of ships, energy consumption rate of primary engines and secondary
engines. Copies containing fuel consumption rate of each primary machines and
secondary engines must also be included).
(i) Gross tonnage (GT)
and deadweight tonnage (DW) in case of roll-on/roll-off ships (for motor
vehicle transport);
(ii) Gross tonnage in
case of passenger ships and recreational vessels with unconventional propulsion
system;
(iii) Deadweight
tonnage (DW) of ships that are not mentioned under (i) and (ii) above.
(b) Limit maximum continuous
rating (MCRlim) (where engine power limitation or shaft power limitation system
(ShaPoLi/EPIL) is installed);
(c) Appraised and
expected power - speed characteristic curve (kW-nautical mile/h) in design
stage in EEDI calculation conditions and expected power characteristic curve
from model testing or numeric calculations (if any) (each characteristic curve
must be depicted in graphs);
(d) Process of
estimation of power curve (explain the use of process graphs, etc. of solutions
determined via model testing to power curve estimation during design phase);
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(f) Primary parameters
of ships and overview on propulsion system, electricity supply system (graphs);
(g) Overview on
energy-efficient equipment;
(h) Attained EEDI
value (including appropriate overview on calculation);
(i) Information under
(i) through (vii) below in case of LNG tankers:
(i) Types and overview
on propulsion system (for example: diesel direct transmission, electric-diesel,
steam turbines);
(ii) Volume of LNG
tanks (m3) and design boil-off rate of the entire ships in a day
under technical specifications of shipbuilding contracts;
(iii) Shaft power
after transmission at 100% nominal engine power and electric power in case of
electric-diesel;
(iv) Shaft power after
transmission at nominal limited engine power (where engine power limitation or
shaft power limitation system is in place);
(v) Highest continuous
nominal power in case of steam turbine;
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(vii) Certified energy
consumption rate of steam turbine in g/kWh in case of steam turbine.
(j) Report on
in-service performance measurement results under MEPC.350(78) amended, applied
if applicable.
(k) Relevant
documents.
5 Notwithstanding
requirements under -1 and -2 above, if a ship which has been built or pollution
prevention system which has been manufactured and installed uses appraised
drawings and documents, VR may exempt the submission of drawings and documents
under -1 and -2 in part or in whole for appraisal.
2.1.3 Structure and
equipment inspection
1 The following items of
equipment preventing pollution caused by oil from machinery spaces ò all ships
must be examined:
(1) Equipment
controlling the discharge of ballast water contaminated with oil from machinery
spaces
(a) Requirements
pertaining to installation and operation of oil filtration system and oil
content measurement equipment must be met. However, performance verification
can be implemented by presumptive test or other equivalent test methods;
(b) Requirements
pertaining to performance of recording equipment and alarm of oil filtration
equipment must be met;
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(d) Alarm
functionality appropriate to oil filters is guaranteed;
(e) Automatic shut-off
devices of oil filters must be tested.
(2) Fuel tanks
Separation between fuel
system and ballast water system must be provided.
(3) Oil residue tank
(a) Oil residue tanks
or ballast water chest and related discharge equipment must be inspected for
conformity;
(b) Other appraised
Equipment for homogenizing or treating contaminated residues must be inspected
for adequate performance. However, the adoption of this requirement must be
limited to cases where dimension of the tanks and chests is compliant with
2.2.1-1(2) Part 3 hereof.
(4) Standard discharge
connection
Conformity of standard
discharge connection must be verified.
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(1) Segregated ballast
tank
(a) Adequate
installation of pumps, pipes, and valves of segregated ballast tank is
guaranteed;
(b) No connection
between cargo system and segregated ballast system is created;
(c) Where mobile
connecting pipes are equipped to discharge segregated ballast tanks in case of
emergency by connecting the segregated ballast tanks to cargo pumps, check
valves must be installed on pipes carrying segregated ballast waters and such
pipes must be located at a visible locations in pump rooms and accompanied by
signs that prescribe limited use of the pipes;
(d) Pipes carrying
segregated water through cargo tanks and pipes carrying cargo oil through
ballast water chests must not leak.
(2) Crude oil washing
system
(a) Crude oil washing
system in place must satisfy requirements under 3.4 Part 3, especially entries
(i) through (ix) below:
(i) Pipes, pumps,
valves, and washing equipment on deck do not leak; pipe brackets, locking,
clamping mechanisms, etc. of pipes of crude oil washing system are firm and
intact;
(ii) Components of
crude oil washing system must undergo pressure test at up to 1,5 times the
working pressure;
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(iv) Where steam
heaters are used for tank washing water, they must be able to be entirely shut
off during crude oil washing stage by double block valves or discharge
connection that have been clearly marked;
(v) Stipulated
communication devices between observation posts on deck and cargo control rooms
must be operational;
(vi) Auxiliary pumps
of crude oil washing system must be equipped with safety devices to prevent
overpressure or other acceptable devices;
(vii) Soft pipes
carrying oil to washing equipment of general cargo ships must be of a certified
type, appropriately preserved, and ready to use;
(viii) Performance of
pumps and crude oil washing equipment must be tested
Pumps and equipment of
crude oil washing system must undergo performance test using seawater.
(ix) Performance of stripping
system must be tested:
Functionality test of stripping
systems must be conducted during performance test under (viii) above.
(b) All crude oil
washing actions must be conducted via the use of appraised crude oil washing
equipment and compliant with appraised equipment and operation manuals. Crude
oil washing system must be inspected for effectiveness compliant with 3.4 Part
3, especially items under Schedule 2.1 depending on ship types and chest, tank
types. However, this inspection can be conducted within 1 year from the date on
which the ships carry crude oil for the first time or finish transportation of
appropriate crude oil for crude oil washing for the third time, whichever comes
later. Where VR confirms that oil tankers are similar in all appropriate
regards, this requirement only applies to one of the ships.
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(a) Slop tanks or
cargo tanks used as slop tanks and relevant pipe system must be operational.
(b) Oil discharge
control and supervision system and relevant pipelines must be inspected. To be
specific:
(i) Oil discharge
control and supervision system and automated equipment for halting discharge,
sampling system, activation interlocking system, time sensitivity of oil
content measuring instruments (no more than 20 seconds) and accuracy of gauge
(no more than ±10% of actual volume) are in operational condition. However,
performance verification can be implemented by presumptive test or other
equivalent test methods;
(ii) Reading and
recording instruments outfitted to oil discharge control and supervision system
are in operational condition;
(iii) Lighting and
audible warning devices outfitted to oil discharge control and supervision
system must be inspected for functionality;
(iv) All backup
consumables for use by recording devices are available on board.
(c) Oil/water
interface detectors of a recognized type are equipped on board and in
operational condition.
Schedule
2.1 Verification of effectiveness of crude oil washing system
Ship
type
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Test
and experiment
1. Oil tankers
compliant with 3.2.4(1)(a) Part 3
(1)
Cargo tanks
(i) Verify
effectiveness of stripping system
Operation of stripping
system must be verified by observing oil level supervising and monitoring
equipment (immersion or otherwise) under 3.4.5-1(6) Part 3 during tank bottom
washing process.
(ii) Verify
operation of pumps and crude oil washing equipment
Operation of washing
equipment must be supervised for supply pressure parameters, cycle duration,
machine functionality (operation indicators and of audible type) or other
acceptable methods.
(iii) Verify condition
of bottom of cargo tanks after washing
After washing and
drying, each cargo tank must be examined using oil level gauge, as close as
possible to both ends and the middle section of the tanks, to verify that the
bottom of each cargo tank is dry(1). These examination instances must be
recorded in equipment and operational manuals.
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(v) Internal
inspection of cargo compartments must be conducted if registration personnel
deem necessary.
2. Oil tankers other
than those under 1 above
(1)
Cargo tanks
(i) Regulations
similar to those under 1(1) above
(2)
Cargo tanks/ballast chests
(i) Regulations
similar to those under 1(1) above
(ii) Identify oil
floating on ballast water
Measure to determine
oil floating on top of ballast water/cargo oil to ensure that ratio between
volume of oil floating on top of ballast water/cargo oil and gross tonnage of
tanks, chests containing them does not exceed 0,00085.
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(4) Discharge pumps,
pipes, and equipment
(a) Placement of
discharge pipes to discharge contaminated ballast water or oil-contaminated
water must be adequate;
(b) Locations of
discharge control and locations of observation of oil-contaminated water
including interlocking functionality test thereof must be adequate;
(c) Stripping systems,
slop tanks, cargo tanks, or system for stripping cargo tanks and pipes,
including systems for connecting with reception facilities for discharge of
contaminated ballast water or oil-contaminated water are adequate.
(5) Placement
Cargo transport system
and sealing equipment outfitted on cargo pipes for isolating tanks, chests are
adequate.
(6) Subdivision and
damage stability
(a) In addition to
equipment mentioned under (5) above, the arrangement to prevent water
infiltration in compartments must be adequate;
(b) If stability instrument
installed on ships are compliant with 3.2.2 Part 3, it is important to confirm
that instruction manual of the stability instrument is also available on board.
In addition, it is important to verify that stability calculator is operating
correctly by conducting functionality test following its installation on ship.
Instruction manual and functionality test of stability instrument must comply
with respective requirements under “International Code on Intact Stability” of
IMO (2008 IS Code).
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(a) Pumps, pipes, and
valves are installed in a manner compliant with appraised drawings, are
installed in practice, and are in operational state;
(b) Visual inspection
of clean ballast tanks is required to verify that oil contamination does not
occur;
(c) Work items
mentioned under (1)(d) above.
(8) Special ballast
system
Special ballast system
must be installed in accordance with appraised drawings and in operational
state.
(9) Separator system
Separator system must
be operational.
3 Inspection of the
following work items must be conducted at the same time as inspection of
equipment preventing discharge of noxious liquid substances on ships carrying
bulk noxious liquid substances:
(1) Pre-wash system
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(b) Where heating
system is equipped to heat washing water, the heating system must be installed
in accordance with appraised drawings and in operational state;
(c) Where mobile washing
equipment is used, quantity and location of openings for tank washing must be
compliant with appraised drawings.
(2) Stripping system
(a) Stripping system
must be installed in accordance with appraised drawings and in operational
state;
(b) Stripped amount
must be determined via water test with appraised calculation procedures and
methods compliant with Sub-chapter 5 of Appendix II and must be within value
ranges detailed under Schedule 4.3 of 3.3.2 Part 4;
(c) Where mobile pipes
and adapters are equipped, they must be stored on board.
(3) Discharge outlets
below waterline
(a) Discharge outlets
below water line are located in accordance with appraised drawings;
(b) Means for
separating discharge outlets below water line from discharge outlets above
water line are required.
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System for discharging
into reception facilities must be installed in accordance with appraised drawings
and in operational state;
(5) Ventilated washing
system
(a) Ventilated washing
system must be installed in accordance with appraised drawings and in
operational state;
(b) Where mobile washing
equipment is used, adequate air flow must be achieved.
4 The following work
items of equipment for preventing pollution by sewage must be inspected:
(1) The equipment must
be installed in accordance with appraised drawings and in operational state;
(2) Discharge pipes
and standard discharge connection under 2.2.1 Part 7 hereof must be installed
in accordance with appraised drawings;
(3) Equipment
mentioned in (1) and relevant pumps in (2) must be operational state.
5 The following work
items of equipment for preventing shipboard air pollution on ships of a gross
tonnage of 400, mobile platforms, and other platforms must be inspected. However, inspection
under (2)(b) and (3) (other than (3)(a)) must be conducted regardless of ship
volume.
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(a) Inspect and verify
whether any system or equipment on board, including hand-held fire
extinguishers contain HCFCs;
(b) System and
equipment under (a) must be in operational state and must not emit HCFCs.
(2) Sulfur oxide (SOx)
and particulate matters
(a) Fuel conversion
system must be in operational state.
(b) Where ships are
outfitted with exhaust gas washing system or other technology solutions under
1.1.3 Part 8, the following inspections must be conducted in respect of said
system or solutions:
(i) Construction test,
such as installation, etc.
(ii) Functionality
test
(3) Nitrogen oxide (NOx)
(only applies to ships operating on international routes)
Exhaust test,
inspection and examination under (a) and (b) and inspection of diesel engines
outfitted with exhaust gas recirculation system under 2.1.1-5 Part 8 under (c)
below must be conducted in accordance with NOX Technical Code applicable to
single diesel engines adopting requirements under 2.1 Part 8 hereof.
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(b) In respect of
diesel engines where NOx emission has been tested and are not outfitted with
NOx-reducing devices compliant with 2.2.5.1 of the NOx Technical Code, where
measurement procedures for emission tests on test-bed under 2.1.2-2(2)(a) Part
8 are adopted, inspection on ship must conform to Part 7 of MEPC.291(71).
(c) In respect of
wastewater discharge system of exhaust gas recirculation system, the following
inspections must be conducted:
(i) Verification of
installation;
(ii) Functionality
test.
(4) Vapour collection
system
(a) Vapour collection
system must be installed in accordance with appraised drawings and documents;
(b) Vapour collection
system, including liquid level gauge, high liquid level alarm, and alarm
devices of pressure gauge are in operational state.
(5) Waste incinerators
(a) All components of
waste incinerators, including control and safety devices must be tested for
operational state via tests at manufacturing facilities compliant with
requirements under 7.2 of MEPC.76(40) or requirements amended by MEPC.244(66).
These tests can be substituted by reviewing reports of similar tests conducted
by waste incinerator manufacturing facilities;
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(c) All components of
waste incinerators, including control and safety devices must be tested for
operational state via tests compliant with requirements under 7.3 of
MEPC.76(40) or amended by MEPC.244(66).
(6) Representative
sampling locations (sample in use) of fuel oil in use (applicable only to ships
operating in international routes with gross tonnage of at least 400).
Representative sampling
locations (sample in use) of existing fuel oil must be installed or designated
with clarity.
6 In respect of ships
that adopt Chapter 3 Part 8, inspections relating to EEDI must be conducted as
follows:
(1) Determination at
design stage
Model tests must be
conducted and EEDI determined by power characteristic curve (relationship
between speed and power) via model test results and primary parameters of ships
must be re-examined. However, these model tests can be exempted in the
following cases. In this case, EEDI determined by power characteristic curve
via existing data and primary parameters of ships must be re-examined.
(a) Ships to which 3.4
of Part 8 does not apply;
(b) Similar cases
where model test results of other ships of the same kinds are deemed similar;
(c) Cases where speed
test in long-run test is conducted in draft conditions corresponding to EEDI
calculating conditions;
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(2) Determination at
long-run test
Measurements must be
performed to determine ship speed during speed test and determine final value
of EEDI.
7 In respect of ships to
which Chapter 3 Part 8 applies, EEXI must be appraised by VR. Where ships adopt
engine power limitation or shaft power limitation system in order to stay in
line with 3.5 Part 8, registration personnel must verify whether the system has
been installed and sealed in accordance with MEPC.335(76), amended by
MEPC.375(80) and OMM and has been appraised and maintained on ships.
8 In respect of tests
under -1 and -2 and -6, requesting entities must prepare test plans for review
by VR in advance. In
addition, test records or measurement records must be presented to VR when
requested.
9 In respect of ships to
which Chapter 2 Part 9 hereof applies, the following inspections must be
conducted:
(1) Operational state
of waste treatment equipment (if any);
(2) Installation,
placement, segregation marking compliant with requirements under Chapter 3 Part
9 of waste containers, trash cans;
(3) Installation of
notification signage compliant with requirements under 2.1.1 and 2.2 Part 9.
2.1.4 Inspecting Ship
energy efficiency management plan (SEEMP)
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2.1.5 Documents on
board
1 Following initial
inspection, registration personnel must verify that the following certificates
and documents are kept on board.
(1) Certificates and
documents under 1.3.2;
(2) Technical
documents on EEDI under 2.1.2-3;
(3) SEEMP under 2.1.4.
(4) Technical files
regarding EEXI under 2.1.2-4 (unless attained EEDI is equal to or lower than
the required EEXI).
(5) OMM under 2.1.2-4
(where engine power limitation system or shaft power limitation system is installed).
2.2 Initial inspection
without attendance of VR in shipbuilding
2.2.1 General
provisions
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2.2.2 Drawings and
documents submitted for appraisal
In respect of ships
expected to undergo initial inspection without attendance of VR in
shipbuilding, drawings and documents under 2.1.2 Part 2 must be submitted to VR
to a necessary degree.
2.2.3 Structural and
equipment inspection
Where initial
inspection is conducted without attendance of VR in shipbuilding, it is
necessary to conduct inspection at a degree appropriate to requirements under
2.1.3 Part 2. However, in respect of ships to which International Oil Pollution
Prevention Certificate, IOPP Certificate for bulk noxious liquid substances (if
any), International Wastewater Pollution Prevention Certificate, International
Air Pollution Prevention Certificate, International Energy Efficiency
Certificate, or equivalent certificate is issued, inspections corresponding to
3.3 Part 2 hereof must be conducted.
2.2.4 Inspecting Ship
energy efficiency management plan (SEEMP)
SEEMP must conform to
requirements under 3.6 Part 8.
2.2.5 Documents on
board
Following initial
inspection, registration personnel must verify that certificates and documents
under 2.1.5 are kept on board.
Chapter
3 PERIODIC INSPECTION
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3.1.1 General
provisions
At each annual
inspection, it is necessary to inspect corresponding entries under 3.1.2 of
this Part and general status of relevant structures and equipment.
3.1.2 Structure and
equipment inspection
1 The following
inspections must be conducted in respect of equipment preventing pollution
caused by oil from machinery space in all ships:
(1) Oil-contaminated
ballast water discharge monitoring and control systems
(a) Visual inspection
of oil filters and oil content gauge;
(b) Inspection for
satisfactory operation of recording equipment and alarms of oil filters and
necessary items in adequate quantity for use on board;
(c) Test of alarm of
oil filters;
(d) Test of automatic
shut-off devices of oil filters;
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(i) Inspection of
calibration certificates;
(ii) Inspection to
verify that accuracy of 15 ppm alarm devices is tested and calibrated by
manufacturing facilities or authorized personnel of manufacturing facilities. In
respect of ships that do not operate on international routes, inspections above
can be conducted by facilities eligible to calibrate.
(iii) Inspection to
verify that tests and calibration under (ii) are performed within 5 years or
otherwise time limit specified under manuals of manufacturing facilities,
whichever is shorter.
(2) Fuel tanks
Inspection of
separation of fuel system and ballast system.
(3) Oil residue tank
(a) Oil residue tanks,
slop tanks and discharge thereof are adequate;
(b) Homogenizing
equipment or other acceptable equipment for controlling oil residues are
operational. This regulation however only applies if dimensions of oil residue
tanks are compliant with 2.2.1-2 Part 3 hereof.
(4) Standard discharge
connection
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2 The following
inspections in respect of structure and equipment for preventing pollution
caused by oil transported in bulk on oil tankers must be conducted:
(1) Segregated ballast
tank
(a) Fuel pipes and
ballast water pipes must not be connected;
(b) Where mobile pipes
are outfitted to discharge segregated ballast tanks in case of emergency by connecting
the tanks to fuel pumps, ballast water pipes must be outfitted with check
valves and warning signs recommending limited use of these pipes must be
installed at visible locations in pump rooms;
(c) Oil contamination
must not occur in segregated ballast tanks.
(2) Crude oil washing
system
Requirements of crude
oil washing system must be met; inspection under (a) through (f) below must be
conducted:
(a) Visual inspection
of signs of leak on pipes, pumps, valves, and washing equipment on deck of
crude oil washing system and intactness of washing pipe brackets;
(b) Where transmission
equipment is not fixed to tank washing equipment, they must be in adequate
quantity according to manuals and operational;
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(d) Communication
devices between cargo control rooms and observation locations on deck are
operational;
(e) Secondary pumps of
crude oil washing system are outfitted with safety devices in case of
overpressure or other acceptable devices;
(f) Soft pipes supply
oil to washing equipment of general cargo tanks must be of a certified types,
adequately stored and ready for use.
(3) Shipboard oil
storage
(a) Inspection of oil
discharge control and monitoring system and placement of relevant pipes, to be
specific:
(i) Direct inspection
of oil discharge control and monitoring system and relevant equipment;
(ii) Inspection of
operational state of automatic and manual equipment for discharge shut-off;
(iii) Inspection of
operational sate of reading and alarm devices and adequate quantity of supplies
for recording devices;
(iv) Test of lighting
or audible alarm functionality of oil discharge control and monitoring system.
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(4) Pump system,
pipes, and discharge equipment
(a) Discharge pipes
for contaminated ballast water or oil-contaminated water are adequate;
(b) Test of
communication devices between observation locations and discharge control
locations;
(c) Inspection of stripping
system, slop tanks, cargo tanks, and systems for draining cargo pumps and oil
pipes, including pipes connecting to receiving instruments for discharge of
contaminated ballast water or oil-contaminated water.
(5) Clean ballast tank
(a) Inspection for
operational state of clean ballast tank;
(b) Visual inspection
for absence of oil contamination in clean ballast tanks.
(6) Special ballast
system
Inspection for
operational state of special ballast system.
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Separator system must
be operational.
(8) Ship-to-ship oil
transfer plans at sea
In respect of oil
tankers of a minimum gross tonnage of 150 transporting cargo oil in-between oil
tankers, an ship-to-ship oil transfer plan at sea approved by the VR must be
present on board.
(9) Stability
instrument
If stability instrument
is outfitted on board in accordance with requirements under 3.2.2 Part 3,
functionality test must be conducted to verify operational state of stability
instrument.
3 The following work
items of equipment for preventing pollution caused by discharge of noxious
liquid transported in bulk must be inspected:
(1) Pre-wash system
(a) Conduct visual
inspection to verify whether type, productivity, quantity, and location of washing
equipment comply with approval;
(b) Conduct visual
inspection of tank washing pipes and washing water heaters.
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Conduct visual
inspection to verify that there are no changes to the stripping system.
(3) Discharge outlets
below waterline
Conduct visual
inspection at discharge outlets below waterline to the best of their ability.
(4) Equipment for
discharging into reception facilities
Conduct visual
inspection.
(5) Ventilated washing
system
Ventilation equipment
must be verified to be of a certified type.
4 The following work
items of equipment for preventing shipboard air pollution on ships of a minimum
gross tonnage of 400, mobile platforms, and other platforms must be inspected. However, inspections
under (3)(b) are mandatory on all ships.
(1) Ozone-depleting
substances
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(2) Fuel oil
Fuel oil delivery
record and sample must be kept accordingly.
(3) Sulfur oxide (SOx)
and particulate matters
(a) Fuel conversion
system must be in operational state.
(b) Where ships
utilize exhaust gas cleaning system or other technology solutions to which
requirements under 1.1.3 Part 8 are applied, such system and technology
solution must be inspected.
(4) Nitrogen oxide (NOx)
(a) In respect of
diesel engines to which requirements under 2.1 Part 8 are applied, exhaust gas washing
system for reducing NOx emission must be installed or solution for reducing NOx
emission has been adopted in accordance with appraised drawings and/or
documents;
(b) In respect of
diesel engines to which requirements under 2.1 Part 8 are applied, NOx emission
must be within permissible limit under 2.1.2-1 Part 8 and shipboard NOx testing
procedures under appraised documents are complied with. Subsequent procedures
must be similar to simplified shipboard measurement method under 2.1.2-2(2)(b)
part 8 or shipboard measurement and supervision method under 2.1.2-2(2)(c) Part
8, or parameter inspection method under 2.1.3-1(4) Part 8.
(c) Where ships are
outfitted with exhaust gas recirculation system under 2.1.1-5 Part 8, conduct
the following inspections in respect of wastewater discharge system of the
exhaust gas recirculation system:
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(ii) Functionality
test.
(5) Vapour collection
system
(a) Vapour collection
system must be installed in accordance with appraised drawings and documents
and in operational state;
(b) Vapour collection
system, including liquid gauges, high liquid level alarm, and alarms of
pressure gauges of the system must be in operational state.
(6) Waste incinerators
(a) Waste incinerators
must be installed in accordance with appraised drawings and documents and in
operational state;
(b) Conduct tests for
technical functionality of waste incinerators.
(7) Representative
sampling locations (sample in use) of fuel oil in use (applicable only to ships
operating in international routes with a minimum gross tonnage of 400).
Representative sampling
locations (sample in use) of existing fuel oil must be installed or designated
with clarity.
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(1) Garbage
containers, trash cans are prepared, arranged, marked for segregation in
accordance with requirements under Chapter 3 Part 9 of this Regulation;
(2) Signage must meet
requirements under 2.1.1 and 2.2 Part 9;
(3) Garbage processing
equipment (if any) are operational;
(4) Garbage management
plan has been appraised, garbage logs are available on board.
6 Shipboard oil pollution
emergency plan and/or shipboard marine pollution emergency plans for noxious
liquid substances are available on board and satisfactory to requirements under
Part 5 and Part 6.
3.2 Intermediate
inspection
3.2.1 General
provisions
Upon intermediate
inspection, inspections under 3.2.2 of this Part must be conducted and
inspections of general conditions of relevant structure and equipment must be
inspected when necessary.
3.2.2 Structure and
equipment inspection
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(1) Conduct
inspections to verify whether oil filters and oil gauges are in operational
state. However, function verification can be implemented by presumptive test
based on working status or other equivalent test methods;
(2) Outfitted oil
filters must be inspected for corrosion of pumps, pipes, and accessories;
(3) Conduct
inspections regarding defects, damage, or incidents of oil gauges (15 ppm alarm
devices) and verify calibration of oil gauges (other than alarms of oil filters
regulated by the MEPC.107(49)) at the presence of registration personnel or
conduct inspections regarding calibration log of the measuring instruments
where calibration complies with instructions of manufacturing facilities.
2 In addition to
inspections under 3.1.2-2 of this Part, the following inspections regarding
equipment preventing pollution caused by oil transported in bulk on oil
tankers:
(1) Crude oil washing
system
(a) Conduct
inspections regarding pipes of crude oil washing system outside of cargo tanks;
where inspection results indicate suspicious state of the pipes, conduct
pressure test and/or measure pipe thickness. Cladding sites must be paid
attention to;
(b) Conduct inspections
to verify whether closing valves of washing water heaters of water washing
system are in operational state;
(c) Effectiveness of
crude oil washing system must meet requirements under 3.4 Part 3 of this
Regulation. Specifically, conduct tests and inspections in accordance with
Schedule 2.2 depending on the type of ships and purpose of tanks.
(2) Oil discharge
control and monitoring equipment and relevant pipe system:
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(b) Conduct
inspections to detect defect or malfunction or damage of oil discharge control
and monitoring system and oil gauges and verify whether logs of calibration of
oil gauges at the presence of registration personnel conducted in a manner
compliant with instruction manuals of manufacturers is verified.
(3) Conduct inspection
to verify whether valves of individual cargo tanks which they seal function
properly when ships are at sea or other similar sealing instruments when they
are manually or remotely operated;
(4) Conduct inspection
to verify whether oil/water interface detectors operate properly.
3 In addition to inspections
under 3.1.2-3 of this Part, the following inspections regarding equipment
preventing pollution caused by discharge of noxious liquid transported in bulk
must be conducted.
(1) Pre-wash system
Conduct inspection to
verify whether preliminary cleaning system is operational. Where this
inspection is not feasible, it is permissible to verify via reviewing cargo
record books.
(2) Stripping system
Conduct inspection to
verify whether stripping system is in operational state, working effectively,
and recorded by cargo record books.
(3) Conduct inspection
to verify that discharge outlets below waterline are appropriate;
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Conduct inspection to
verify that equipment for discharging into reception facilities functions
properly.
(5) Ventilated washing
system
Conduct inspection to
verify that ventilated washing system functions properly.
Schedule
2.2 Effectiveness testing of crude oil washing system
Ship
type
Tank
Test
and inspection
1. Oil tankers
compliant with 3.2.4(1)(a) Part 3
(1) Cargo tanks
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2. Oil tankers other
than those under entry 1. above
(1) Cargo tanks
i) Requirements
similar to those under 1(1) above
(2) Cargo/ballast
water tanks upon leaving port
i) Requirements
similar to those under 1(1) above
ii) Verification of
oil scum floating on ballast water
Measure total amount
of oil floating on ballast water upon leaving port/ballast water in cargo
tanks to verify that ratio between oil volume on top of ballast water upon
leaving port/ballast water in cargo tanks and volume of tanks containing
these liquid does not exceed 0,00085. Such measurement can be conducted to
one tank in a group of tanks with similar structures.
(3) Cargo/ballast
water tanks in cargo tanks
(4) Cargo/ballast
water tanks upon approaching port
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ii) Determine content
of oil in ballast water
Ballast water for
approaching port must be discharged entirely via oil discharge control and
monitoring system to ensure that content of oil in the ballast water
discharged in the test does not exceed 15 ppm. Such measurement can be
conducted to one tank in a group of tanks with similar structures.
4 Inspections under
3.1.2-4 regarding equipment for preventing air pollution of ships of a minimum gross
tonnage of 400, mobile platforms, and other platforms must be conducted unless
inspections under 3.1.2-4(3)(b) are required for all ships.
5 Shipboard oil pollution
emergency plan and/or shipboard marine pollution emergency plans for noxious
liquid substances are available on board and satisfactory to requirements under
Part 5 and Part 6.
3.3 Periodic inspection
3.3.1 General
provisions
In respect of each
periodic inspection, general conditions of relevant structures and equipment
must be inspected at the same time as corresponding entries under 3.3.2 of this
Part.
3.3.2 Structure and
equipment inspection
1 Inspections under
3.2.2-1 of this Part regarding equipment preventing pollution caused by oil
from machinery spaces must be conducted on all ships.
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(1) Segregated ballast
tank
(a) Conduct inspection
to verify that pump systems, pipes, and valves of segregated ballast tanks are
satisfactory;
(b) Conduct inspection
for corrosion of pumps, pipes, and valves;
(c) Conduct inspection
to prevent leak on ballast water pipes travelling through cargo tanks and cargo
pipes travelling through ballast tanks.
(2) Crude oil washing
system
(a) Conduct inspection
to verify that crude oil washing system is appropriate to appraised drawings
and 3.4 Part 3 of this document. Particularly, entries (i) through (iv) must be
verified:
(i) Open and inspect
pumps;
(ii) Test pressure of
crude oil washing system at working pressure;
(iii) Conduct internal
inspection to verify that equipment and instruments in cargo tanks function
properly;
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(b) Inspection under
(1)(c).
(3) Shipboard oil
storage
Conduct inspection to
verify that slop tanks, cargo tanks fashioned as slop tanks and pipes function
properly and that accuracy of flow rate measuring instruments is within permissible
limit.
(4) Pump system,
pipes, and discharge equipment
Conduct inspection to
verify that pumps, pipes, and discharge equipment for discharging contaminated
ballast water or oil-contaminated water are satisfactory.
(5) Clean ballast tank
system
Inspections under
(1)(c).
3 The following
inspections regarding equipment preventing discharge of noxious liquid
substances from transporting noxious liquid substances in bulk must be
conducted at the same time as inspections under 3.2.2-3 of this Part.
(1) Pre-wash system
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(2) Stripping system
(a) Carry out tests
using water to determine amount of residue after stripping for stripping
systems and relevant pumps in at least 2 cargo tanks, similar tests can be
carried out in other tanks if necessary;
(b) Conduct tests for corrosion
of pumps and relevant pipe fittings.
(3) Discharge outlets
below waterline
Conduct inspection for
corrosion of discharge outlets below water line (including pumps, pipe
fittings, and discharge valves).
(4) Discharge system
into reception facilities
Conduct inspection for
corrosion of pump systems and pipes.
(5) Ventilated washing
system
Conduct inspection for
corrosion of ventilation equipment and pipe systems.
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(1) Conduct inspection
to verify that equipment has been installed in accordance with appraised
drawings;
(2) Conduct inspection
to verify that discharge pipes and standard discharge connection under 2.2.1
Part 7 hereof are installed in accordance with appraised drawings;
(3) Conduct inspection
to verify that equipment mentioned in (1) and relevant pumps in (2) are in
operational state;
(4) Conduct inspection
for corrosion of pumps and relevant pipes.
5 Inspections under
3.1.2-4 regarding equipment for preventing air pollution of ships of a minimum gross
tonnage of 400, mobile platforms, and other platforms must be conducted unless
inspections under 3.1.2-4(3)(b) are required for all ships.
6 Shipboard oil pollution
emergency plan and/or shipboard marine pollution emergency plans for noxious
liquid substances are available on board and satisfactory to requirements under
Part 5 and Part 6.
Chapter
4 IRREGULAR INSPECTION
4.1 General provisions
4.1.1 Application
requirement
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4.1.2 Inspection
1 Irregular inspection
under 1.1.3-5(1) and (2) will be conducted at a reasonable extent and comprise
requirements of periodic inspection for pollution prevention system depending
on the repair or change.
2 For the purpose of
conducting inspection as substitute for regular periodic inspection with
attendance of registration personnel, VR may approve inspection methods where
data that they receive is equivalent to data of regular inspection attended by
registration personnel.
3 Irregular inspection
shall be conducted for ships undergoing major modification as stated under
3.1.4-1(16) Part 8 as follows:
(1) In respect of
ships expected to undergo irregular inspection, EEDI technical files or EEXI
technical files and relevant documents, including those at least (a) through
(d) below must be presented to VR for appraisal prior to modification.
(a) Documents on
detail description of the modification;
(b) EEDI or EEXI
parameters that are changed following modification and technical presentation
for each relevant parameter;
(c) Reasons for change
other than those under (b) above, for EEDI or EEXI technical files, if any;
(d) Value of attained
EEDI or EEXI and overview on calculation (at least including calculation
parameters, calculation process for attained EEDI or EEXI after modification).
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(3) Where VR
determines that major modification of new ships or current ships deemed by the
VR as new built ships must undergo initial inspection relating to EEDI,
attained EEDI must be calculated and compliant with 3.4 Part 8 with decrease
multiplier applicable to the type and size of ships after modification as of
the date on which modification contracts are signed or the date on which
modification process starts where modification contracts are not available. In
addition, it is necessary to conduct inspection to ensure that SEEMP compliant
with 3.6 Part 8 is maintained on board.
(4) Where the VR deems
necessary, ships must undergo long-run test to re-verify EEDI or EEXI.
(5) In respect of
ships to which 3.6-2 Part 8 are applied, it is necessary to conduct inspection
to verify that SEEMP has been amended in a manner appropriate to major
modifications where major modifications affect methods used for collecting data
and/or processes used for data report under 3.6-2 Part 8.
PART
3 STRUCTURE AND EQUIPMENT PREVENTING POLLUTION CAUSED BY OIL
CHAPTER
1 GENERAL PROVISIONS
1.1 Scope and
definitions
1.1.1 Application
requirement
1 Regulations under this
Part apply to structure and equipment preventing shipboard pollution caused by
oil.
2 Requirements under
1.2.3 apply to ships having a minimum gross tonnage of fuel tanks “C” defined
under 1.2.3-3(10) of 600 m3:
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(2) Where no new
shipbuilding contracts are signed, EN ships construction process on or after
February 1 of 2008; or
(3) Ships are delivered
on or after August 1 of 2010; or
(4) Ships undergo
major modification;
(a) Contracts are
signed after August 1 of 200; or
(b) Where no
modification contracts are signed, modification starts after February 1 of
2008; or
(c) Modification
completes after August 1 of 2010.
3 In respect of oil
tankers designed for bulk transport of liquid cargoes in parts of cargo tanks,
appropriate requirements applicable to oil tankers under 1.2.1, 2.3.2,
3.2.1-2(4)(b), 3.3.1-1, from 3.3.1-3 through 3.3.1-8 and from 3.3.2-1 through
3.3.2-4 of this Part will apply to structures of cargo compartments in the same
manner. However,
where gross tonnage of cargo compartments is less than 1.000 m3,
requirements under 3.3.1-2 may apply instead of requirements under 3.3.1-1 and
from 3.3.1-3 through 3.3.1-8.
4 Fixed or mobile
platforms, including drilling platforms, floating production, storage,
offloading (FPSO) instruments for production and storage of petroleum at sea,
floating storage units (FSU) for storage of petroleum produced off-shore must
comply with the following regulations:
(1) Fixed or mobile
drilling platforms engaging in exploration, production, and processing of
relevant resources and other platforms must adopt regulations applied to ships
of a minimum gross tonnage of 400 other than oil tankers unless they must be
furnished in accordance with requirements under (a) through (b):
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(b) They must contain
documents recording all activities relating to discharge of oil or oily mixtures
and using forms approved by VR; and
(2) Platforms
containing structures such as FPSO and FSU must also adopt regulations
appropriate to instructions and recommendations under MEPC.311(73) in addition
to those under (1) above.
5 In respect of
hydrofoils, hovertrains, and other modern ships (ships operating on and under
the surface, etc.), where application of requirements under Chapter 2 and
Chapter 3 relating to structures and requirements is deemed unreasonable of not
structurally feasible, such requirements are not mandatory. However, such exemption
and reduction only apply in case of similar placement of structure and
equipment preventing pollution of these ships for operation purposes.
6 In respect of structure
and equipment for preventing pollution caused by oil on ships that do not make
international trips, requirements under Part 3 will be modified as follows:
(1) Requirements under
2.2 are not mandatory for non-self-propelled ships (ships that are not equipped
with mechanical propulsion system);
(2) Requirements under
2.2.3 are not mandatory;
(3) Equipment that
must be outfitted on non-self-propelled ships of a minimum gross tonnage of 400
relating to requirements under 2.4 may only be required to comply with 2.3.2;
However, requirements
under 2.3 and 2.4 do not apply to non-self-propelled ships which structurally
do not produce oil-contaminated ballast water.
(4) Requirements under
3.3.1-1 and 3.3.1-3 through 3.3.1-9 are not mandatory for oil tankers making
trips that last at most 72 hours and within 50 nautical miles from the nearest
shore. However, all mixtures containing oil must be kept on board and later
discharged into reception facilities on shore which must be adequate in
quantity to contain these oily mixtures;
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7 In respect of modification
from single-hull oil tankers to bulk cargo tankers, effective requirements will
be applied as of the date on which the modification takes place.
8 UNSP barges are
exempted from regulations under 1.2.1, 1.2.2, 1.2.3, 2.2, 2.3, and 2.4 if VR
allows so.
1.1.2 Definitions
1 In this Part, the
definitions below have their meaning attributed to them as follows:
(1) “Clean ballast
water” means ballast water in ballast chests which previously contain oil and
have been so cleaned that effluent therefrom, if it were discharged from a ship
that is stationary into clean calm water on a clear day would not produce
visible traces of oil on the surface of the water or 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 oil
discharge monitoring and control system approved by the VR, evidence based on
such a system, to the effect that the oil content of the effluent does not
exceed 15 parts per million (ppm) is determinative that the ballast is clean;
(2) “Special area”
means a sea area, where for recognized technical reasons in relation to its
oceanographical and ecological condition and to the particular character of the
traffic, the adoption of special mandatory methods for the prevention of sea
pollution by oil is required. Special areas are specified under 1.11 of
Appendix I;
(3) “Instantaneous
rate of discharge of oil content” means the rate of discharge of oil in liters
per hour at any instant divided by the speed of the ship in nautical miles at
the same instant.
(4) “Tank” means an
enclosed space which is formed by the permanent structure of a ship and which
is designed for the carriage of liquid in bulk;
(5) “Wing tank” means
any tank adjacent to the side shell plating;
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(7) “Slop tank” means
a tank specifically designed for the collection of tank drainings, tank
washings and other oily mixtures.
(8) “Electronic record
book” means an equipment or system approved by the VR to electronically record details
pertaining to discharge, conversion, and other activities in accordance with
this Part as opposed to physical record.
(9) “Unmanned
non-self-propelled barge” is a barge which:
(a) is not
mechanically propelled; (b) is not containing oil;
(b) is not outfitted
with machines that use oil or produce oil residue;
(c) does not contain
fuel oil tanks, lubricating oil tanks, oil-contaminated ballast tanks, and residue
oil tanks;
(d) is not occupied by
people and livestock.
1.2 General
requirements
1.2.1 Restrictive
regulations for oil tanks
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2 Where oil tankers have
minimum gross tonnage of 4.000 and oil tankers have minimum gross tonnage of
150, fuel oil pipes including fuel oil tanks must be isolated from ballast
pipes. However,
this requirement is optional where ships must maintain ballast water in empty
fuel tanks to maintain stability and safety.
3 Ships other than those
mentioned under -1 and -2 above must meet requirements under -1 and -2 to a
reasonable and feasible extent.
1.2.2 Oil record book
1 Oil tankers of a
minimum gross tonnage of 150 and non-oil tankers of a minimum gross tonnage of
400 must be outfitted with oil record book to record tasks relating to the
following activities. Oil
record book can be a part of primary record book of the ships or electronic
record book approved VR and compliant with MEPC.312(74) or other format using
forms under Sub-chapter III of Appendix I.
(1) Activities in machinery
spaces
(a) Filling ballast
water into fuel oil tanks or washing fuel oil tanks;
(b) Discharging
contaminated ballast water or fuel tank washing water;
(c) Collecting and
discharging oil residue;
(d) Discharging
oil-contaminated ballast water overboard or other methods from machinery spaces;
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(2) Cargo
handling/ballasting in case of oil tankers
(a) Receiving
offloaded cargo oil;
(b) Transporting cargo
oil internally during journey;
(c) Pumping cargo oil
from ships;
(d) Ballasting cargo
tanks and clean ballast tanks;
(e) Washing cargo
tanks, including by crude oil washing;
(f) Discharging
ballast water, except ballast water from segregated ballast tanks;
(g) Discharging water
from slop tanks;
(h) Closing all
relevant valves or similar equipment after discharging slop tanks;
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(j) Removing oil
residue.
1.2.3 Protection of
fuel tanks
1 In respect of ships
having minimum gross tonnage of class “C” fuel oil as defined under 1.2.3-3(10)
of 600 m3, location of fuel tanks must satisfy regulations under -4
through -10 below. Regardless
of regulations above, regulations under -4 through -10 are not mandatory for
fuel tanks that as small as defined under -3(9) as long as gross tonnage of
these small tanks does not exceed 600 m3.
2 Adoption of regulations
under this Article upon determining location of fuel tanks must not affect
regulations under 3.2.4 Part 3.
3 In this regulations,
the definitions below have their meaning attributed to them as follows:
(1) “Load line draft
(ds)” means the vertical distance, in meters, from the moulded
baseline at mid-length to the waterline corresponding to the summer freeboard draft
to be assigned to the ship;
(2) “Light ship draft”
means he moulded draft amidships corresponding to the lightweight;
(3) “Partial load line
draft (dp)” means the light ship draft plus 60% of the difference
between the light ship draft and the load line draft (ds). Partial
load line draft dp is measured in meter;
(4) “Waterline (dB)”
means the vertical distance, in meters, from the moulded baseline at mid-length
to the waterline corresponding to 30% of the depth Ds.
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(6) “Breadth (BB)”
means he greatest moulded breadth of the ship, in meters, at or below the
waterline dB;
(7) “Depth (Ds)”
means the moulded depth, in meters, measured at mid-length to the upper deck at
side. For the purpose of the application, “upper deck” means the highest deck
to which the watertight transverse bulkheads except aft peak bulkheads extend.
(8) “Fuel tank” means
a tank in which oil fuel is carried, but excludes those tanks which would not
contain oil fuel in normal operation, such as overflow tanks;
(9) “Small fuel tank”
means a fuel tank with a maximum individual capacity of 30 m3;
(10) “C” means the
ship’s gross tonnage of oil fuel, including that of the small fuel tanks, in m3,
at 98% tank filling;
(11) “Fuel capacity”
means the volume of a tank, in m3, at 98% tank filling.
4 Individual fuel tanks
shall not have a capacity exceeds 2.500 m3.
5 For ships, other than
self-elevating drilling platforms, oil fuel tanks shall be located above the
moulded line of the bottom shell plating nowhere less than the distance h as
specified below: In
the turn of bilge
area and at locations without a clearly defined turn of the bilge, the fuel
tank boundary line shall run parallel to the line of the midship flat bottom as
shown in Figure 3.1.
h = B/20 (m) or
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Minimum value of h =
0,76 (m)
Figure
3.1 Fuel tank boundary lines
6 For ships having an
aggregate oil fuel capacity of 600 m3 or more but less than 5,000 m3,
oil fuel tanks shall be located inboard of the moulded line of the side shell
plating, nowhere less than the distance w which, as shown in Figure 3.2, is
measured at any cross-section at right angles to the side shell, as specified
below:
w = 0,4 + 2,4C/20.000
(m)
The minimum value of w
= 1.0 m; however for individual tanks with an oil fuel capacity of less than
500 m3 the minimum value is 0.76 m.
Figure
3.1 Fuel tank boundary lines (bilge area)
7 For ships having a
minimum total oil fuel capacity of 5,000 m3, oil fuel tanks shall be
located inboard of the moulded line of the side shell plating, nowhere less
than the distance w which, as shown in Figure 3.2, is measured at any
cross-section at right angles to the side shell, as specified below:
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w = 2,0 (m), whichever
is smaller
The minimum value of w
= 1,0 (m)
8 Lines of oil fuel
piping located at a distance from the ship’s bottom of less than h, as defined
in paragraph 6, or from the ship’s side less than w, as defined in paragraphs 7
and 8 shall be fitted with valves or similar closing devices within or
immediately adjacent to the oil fuel tank. These valves shall be capable of being brought
into operation from a readily accessible enclosed space the location of which
is accessible from the navigation bridge or propulsion machinery control
position without traversing exposed freeboard or superstructure decks. These
valves shall close in case of remote control system failure (fail in a closed
position) and shall be kept closed at sea at any time when the tank contains
oil fuel except that they may be opened during oil fuel transfer operations.
(1) Valves of fuel
tanks arranged in accordance with -5, -6, or -7 can be installed in the same
manner as suction wells mentioned under -9 (see Figure 3.2.1);
(2) Valves of fuel
tanks whose position is compliant with -10 can be placed at a position lower
than h (as defined under -5) or w (as defined under -6 or -7) respectively from
the bottom or the side of the ships;
(3) In any case, these
valves must be installed close to fuel tanks.
Figure
3.2.1
9 Suction wells in oil
fuel tanks may protrude into the double bottom below the boundary line defined
by the distance h provided that such wells are as small as practicable and the
distance between the well bottom and the bottom shell plating is not less than
0,5 h.
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(1) The level of
protection against oil fuel pollution in the event of collision or grounding
shall be assessed on the basis of the mean oil outflow parameter (OM)
as follows:
OM ≤ 0,0157-1,14.10-6.C
for 600 ≤ C < 5.000 (m3)
OM ≤ 0,010 for C ≥
5.000 (m3)
where:
OM: Mean oil
outflow parameter;
C: Total oil fuel
volume, in m3, at 98% filling.
(2) The following
general assumption shall apply when calculating the mean oil outflow parameter
mentioned in (1).
(a) the ship shall be
assumed loaded to the partial draft (dP ) without trim or heel;
(b) all oil fuel tanks
shall be assumed loaded to 98% of their volumetric capacity;
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(d) for the purpose of
these outflow calculations, the permeability of each oil fuel tank shall be
taken as 0.99, unless proven otherwise.
(3) The following
assumptions shall be used when combining the oil outflow parameters:
(a) The mean oil
outflow shall be calculated independently for side damage and for bottom damage
and then combined into a non-dimensional oil outflow parameter “OM”,
as follows:
OM = (0,4.OMS
+ 0,6.OMB)/C
where:
OMS: mean
outflow for side damage (m3);
OMB: mean
outflow for bottom damage (m3).
(b) For bottom damage,
independent calculations for mean outflow shall be done for 0 m and 2.5 m tide
conditions, and then combined as follows:
OMB = 0,7.OMB(0)
+ 0,3.OMB(2,5)
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OMB(0) : mean outflow for 0 m
tide condition (m3);
OMB(2,5) : mean outflow for
minus 2.5 m tide condition (m3).
(4) The mean outflow
for side damage OMS shall be calculated as follows:
where:
i : each oil fuel tank
under consideration;
n: total number of oil
fuel tanks;
PS(i) : the probability of
penetrating oil fuel tank i from side damage, calculated in accordance with
(6);
OS(i) : the outflow, in m3,
from side damage to oil fuel tank i, which is assumed equal to the gross
tonnage in oil fuel tank i at 98% filling.
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where:
i : each oil fuel tank
under consideration;
n: total number of oil
fuel tanks;
PB(i) : the probability of
penetrating oil fuel tank i from bottom damage, calculated in accordance with
(7);
OB(i) : the outflow from oil
fuel tank i, in m3, calculated in accordance with (c) and (d);
CDB(i) : factor to account for
oil capture as defined in (e).
where:
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OB(i) : the outflow from oil
fuel tank i, in m3, after tidal change.
(c) The oil outflow OB(i)
for each oil fuel tank shall be calculated based on pressure balance
principles, in accordance with the following assumptions:
(i) The ship shall be
assumed stranded with zero trim and heel, with the stranded draft prior to
tidal change equal to the partial draft dp;
(ii) The oil fuel
level after damage shall be calculated as follows:
where:
hF : the height of the oil
fuel surface above Zl, (m);
tc : the
tidal change, in m. Reductions in tide shall be expressed as negative values;
Zl : the
height of the lowest point in the oil fuel tank above the baseline, (m);
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ρn : nominal density of
the oil fuel, as defined in (2)(c).
(d) The oil outflow OB(i)
for any tank bounding the bottom shell plating shall be taken not less than the
following formula, but no more than the tank capacity.
OB(i) = Hw.A
Hw is determined as
follows:
(i) Hw = 1,0 (m) when YB = 0;
(ii) Hw = BB/50 but
not greater than 0.4 m, when YB is greater than BB/5 or
11,5 m, whichever is less. Where YB values outboard BB/5
or 11,5 m, whichever is less, HW is to be linearly interpolated (see
Figure 3.3);
(iii) “Hw”
is to be measured upwards from the midship flat bottom line. In the turn of the
bilge area and at locations without a clearly defined turn of the bilge, Hw
is to be measured from a line parallel to the midship flat bottom, as shown for
distance “h” in Figure 3.1.
YB : the minimum value of
YB over the length of the oil fuel tank, where at any given
location, YB is the
A : the maximum
horizontal projected area of the oil fuel tank up to the level of Hw
from the bottom of the tank.
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CDB(i) = 0,6 for oil fuel
tanks bounded from below by non-oil compartments;
CDB(i) = 1,0 for other fuel
tanks.
Figure
3.3 Dimensions for calculation of the minimum oil outflow
(6) The probability Ps
of breaching a compartment from side damage shall be calculated as follows:
Ps = PSL .PSV .PST
where:
PSL = 1− PSf − PSa :
Probability the
damage will extend into the longitudinal zone bounded by Xa and Xf;
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Probability the
damage will extend into the vertical zone bounded by Zl and Zu;
PST = 1− PSy :
Probability the
damage will extend transversely beyond the boundary defined by y;
PSa, PSf,
PSl, and PSu :
Probabilities below
shall be determined by linear interpolation from the table of probabilities
for bottom damage in Schedule 3.1;
PSa : the probability the
damage will lie entirely aft of location Xa/Lf;
PSf : the probability the
damage will lie entirely forward of location Xf/Lf;
PSl : The probability the
damage will lie entirely below the tank;
PSu : The probability the
damage will lie entirely above the tank;
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PSy
= (24,96 - 199,6y/BS)(y/BS) for y/BS ≤
0,05
PSy = 0,749 + {5 − 44,4(y/Bs − 0,05)}(y/BS − 0,05) for 0,05 < y/BS
< 0,1
PSy = 0,888 + 0,56(y/BS − 0,1) for y/BS ≥ 0,1
Xa : the longitudinal
distance from aft terminal of Lf to the aft most point on the
compartment being considered (m);
Xf : the longitudinal
distance from aft terminal of Lf to the foremost point on the
compartment being considered (m);
Zl : the vertical distance
from the moulded baseline to the lowest point on the compartment being
considered (m). Where Zl is greater than Ds, Zl
shall be taken as Ds;
Zu : the
vertical distance from the moulded baseline to the highest point on the
compartment being considered (m). Where Zu is greater than Ds, Zu shall be taken as Ds;
y: the minimum
horizontal distance measured at right angles to the centerline between the
compartment under consideration and the side shell (m). Within side bilge area,
y is not required to take into account h section on the basement where h is
less than B/10, 3 m or top of tank.
(7) The probability PB
of breaching a compartment from side damage shall be calculated as follows:
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where:
PBL = 1 − PBf − PBa : probability the
damage will extend into the longitudinal zone bounded by Xa and Xf;
PBL = 1 − PBp − PBs : probability the
damage will extend into transverse zone bounded by YP and YS;
PBV = 1 − PBz : probability the
damage will extend vertically above the boundary defined by z;
PBa, PBf,
PBp and PBs: Probabilities below shall be determined by
linear interpolation from the table of probabilities for bottom damage in
Schedule 3.2;
PBa: the probability the
damage will lie entirely aft of location Xa/Lf;
PBf: the probability the
damage will lie entirely forward of location Xf/Lf;
PBp : probability the
damage will lie entirely to port of the tank;
PBs : probability the
damage will lie entirely to starboard the tank;
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Yp : the transverse
distance from the port-most point on the compartment located at or below the
waterline dB, to a vertical plane located BB/2 to starboard of the
ship’s centerline, (m);
Ys : the transverse
distance from the starboard-most point on the compartment located at or below
the waterline dB, to a vertical plane located BB /2 to
starboard of the ship’s centerline, (m);
z: the minimum value of
z over the length of the compartment, where, at any given longitudinal
location, z is the vertical distance from the lower point of the bottom shell
at that longitudinal location to the lower point of the compartment at that
longitudinal location (m);
Xa and Xf as defined in (6).
(8) For the purpose of
maintenance and inspection, any oil fuel tanks that do not border the outer
shell plating shall be located no closer to the bottom shell plating than the
minimum value of h in -5 and no closer to the side shell plating than the
applicable minimum value of w in -6 and -7.
Schedule
3.1 Table of Probabilities for side damage
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1.2.4 Ship-to-ship oil
transfer plan at sea
1 In respect of oil
tankers of a minimum gross tonnage of 150 participating in cargo transfer
between oil tankers at sea, ship-to-ship oil transfer plan at sea must be
available on board. This
plan must be presented in language used by masters and officers of the ships.
In respect of ships operating international voyage, languages other than
English used in the plan must be accompanied by English translation.
2 Cargo transfer must be
recorded in oil record books or other record books deemed appropriate by the
VR. This
record must be kept on board for at least 3 years.
3 Ship-to-ship oil
transfer plan at sea in -1 must be appraised by VR and prepared on the basis
of:
(1) Part I - Prevention,
Manual on Oil Pollution of IMO;
(2) Oil transfer
guidelines between oil tankers, fourth edition of ICS and OCIMF.
1.2.5 Special
requirements for the use or transfer of oil in the Antarctic Ocean
1 With the exception of
ships operating to maintain safety of other ships or engaging in rescue
operations, the following cargo oils must not be transported in bulk, used as
ballast water, or transported and used as fuel:
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(2) Oil other than
crude oil, having density greater than 900 kg/m3 at 15 oC
or kinematic viscosity greater than 180 mm2/s at 50 oC;
or
(3) Bitumen, asphalt
and emulsion thereof must not be transported in the Antarctic Ocean (defined
under 1.11.7 of Appendix I). However, where previous activities already include
the transportation or use of any of the aforementioned oil types, washing or washing
of tanks and pipes is not mandatory.
1.2.6 Requirements for
the use and transport of heavy grade oil used as fuel in the Arctic Ocean
1 With the exception of
ships maintaining safety of other ships or engaging in search and rescue and
specialized ships responding to oil spill incidents, oil types under 1.2.5(2)
must not be used and transported to be used as fuel for ships operating in the
Arctic Ocean from July 1 of 2024.
2 Notwithstanding
regulations in -1, oil types under 1.2.5(2) must not be used and transported to
be used as fuel for ships operating in the Arctic Ocean from July 1 of 2029 by
ships to which 1.2.3 of this Part or 2.2.1 Part 10 applies.
3 Where activities prior
to entering the Arctic Ocean already involve the use and transportation of oil
types under 1.2.5(5) as fuel, washing or washing of tanks and pipes is not
mandatory.
Chapter
2 EQUIPMENT PREVENTING POLLUTION CAUSED BY OIL FROM MACHINERY SPACE
2.1 General provisions
2.1.1 Application
requirement
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2.2 Oil residue
containment and discharge
2.2.1 Volume of oil
residue tanks
1 Ships with minimum gross
tonnage of 400 must be outfitted with tanks in appropriate storage capacity to
contain oil residues. Volume
of a tank or tanks must be greater than the minimum volume under (1) or (2)
below.
(1) Minimum volume V1
of tanks on ships where fuel tanks do not contain ballast water;
V1 = K1 C D (m3)
where:
K1 = 0,015:
For ships where heavy fuel oil is purified for main engine use;
K1 = 0,005: For ships
using diesel oil or heavy fuel oil which does not require purification.
C: Daily fuel oil
consumption (tonne/day). In which, an engine is deemed main engine (fuel
oil consumption at maximum continuous capacity) and auxiliary engine (fuel oil
consumption of half of all auxiliary engines at maximum continuous capacity).
Number of work hours of engines are calculated as follows:
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- For ships not
operating on international voyage with class III restriction: 16 hears.
D: maximum period of
voyage between ports where sludge can be discharged ashore (In the absence of
precise data, a figure of 30 days should be used for ships operating on
international voyage, 6 days for ships not operating on international voyage
with class II restriction, and 4 days for ships not operating on international
voyage with class III restriction).
(2) Minimum volume V2
of tanks in ships where fuel tanks contain ballast water:
V2 = V1 + K2B (m3)
where:
V1: Tank
volume determined or compliant with (1);
K2 = 0,01:
For heavy fuel oil bunker tanks;
K2 = 0,005: For diesel oil
bunker tanks;
B: Capacity of oil fuel
tanks (tonne) that can be used as water ballast tanks.
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V1 = 0,5 K1 C D (m3)
Where: V1, K1,
C, D are determined under -1(1).
Or:
V1 = 1 (m3):
For ships having capacity from exceeding 400 to less than 4.000;
V1 = 2 (m3):
For ships having total capacity from exceeding 4.000.
2.2.2 Structure of oil
residue tank and pipe system
1 Pipe structure and
system of oil residue tanks under 2.2.1 must adhere to requirements (1) through
(6):
(1) Openings for human
access or for washing and of appropriate dimensions must be situated at such
locations that each part of the tanks can be easily cleaned;
(2) Appropriate
instruments for stripping and discharging oil residue are required;
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(4) It is permissible
to install pipes to discharge oil residue directly from oil residue tanks to reception
facilities via standard discharge connections under 2.2.3 or other accepted oil
residue discharge instruments, such as waste incinerators, auxiliary boilers
for oil residue incineration, or other acceptable instruments;
(5) Tanks must be
outfitted with separate pumps to withdraw from oil residue tanks and discharge
via methods detailed under (4);
(6) The tanks must not
have their discharge connection directed at ballast water system,
oil-contaminated ballast water tanks, top of the tanks or oil filters except
for cases under (a) and (b). Ships built before January 1 of 2017 must be
outfitted in a manner compliant with this regulation before the first periodic
inspection or after the aforementioned date.
(a) Tanks can be
outfitted with discharge instruments accompanied by manually operated shut-off
valves, instruments for visual observation of settling water for discharge into
oil-contaminated ballast water tanks or dry suction wells or similar
installation as long as such installation is not directly connected to ballast
discharge pipes;
(b) Discharge pipes of
oil residue tanks and ballast pipes can be merged to joint pipes leading
towards standard discharge connections under 2.2.3; such integration and
connection to standard discharge connections under 2.2.3 must prevent oil
residue from entering ballast water system. Such merger is only acceptable if
pipe segments connected to joint pipes leading to standard discharge
connections are outfitted with stop check valves.
2 Pumps mentioned under
-1(5) must satisfy requirements (1) through (4):
(1) Pumps must not be
used for oil-contaminated ballast water;
(2) Pumps must be of a
type appropriate for discharging oil residue onshore;
(3) Power output of
pumps Q must at least equal the following value. Power output of pumps on ships
that do not operate on international voyage can be 0,5 (m3/h):
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where:
V: V1 or V2 as defined under 2.2.1-1.
t = 8 hours.
2.2.3 Standard
discharge connection
In order to install
pipes of reception facilities connected to discharge pipes from oil residue
tanks in a manner compliant with 2.2.2 above, standard discharge connection
compliant with Schedule 3.3 is required.
Schedule
3.3 Standard dimensions of standard discharge connections
Details
Requirements
Outer diameter
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Inner diameter
Reasonably
proportionate to outer diameter
Bolt circle diameter
183
mm
Slots in flange
6 holes 22 mm in
diameter equidistantly placed on a bolt circle of the above diameter, slotted
to the flange periphery. The slot width to be 22 mm.
Flange thickness
20
mm
Bolts and nuts:
quantity and diameter
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The flange must be of
steel or other equivalent materials having a flat face. The flange, upon
outfitted with gasket of oilproof material must be suitable for working
pressure of 0,6 MPa.
2.3 Oil filters and
oil-contaminated ballast water chest
2.3.1 Oil filter
1 Oil filters must
satisfy requirements under (1), (2), or (3) below and have output compliant
with -4 depending on type, dimensions of the ships and operation area:
(1) Oil filters must
be of a type recognized by the VR under -3 below and ensure that the oil
content, while filtering oil and water mixture, does not exceed 15 ppm;
(2) Oil filters must
meet requirements under (1) and be outfitted with lighting and audible warning
devices of a type recognized by the VR which are automatically activated when
oil content in discharge exceeds 15 ppm or when measurement functionality is
not working as intended;
(3) Oil filters must
meet requirements under (2) and be outfitted with devices that automatically
stop discharging if oil content in discharge exceeds 15 ppm.
2 Pipe system of oil
filters must be compatible with pipe systems of ship as follows:
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(2) Sampling points
are required along vertical segments of pipes discharging from oil filters as
close to the doors as possible (see Figure 3.3.1);
(3) Placement of
sampling locations between 15 ppm oil filters and 15 ppm alarming devices must
ensure that samples collected truthfully represent water discharged from oil
filters in adequate pressure and flow rate;
(4) Output of feeding
pumps (that feed oil filters) must not exceed 110% nominal output of oil
filters, taking into account both pump dimensions and transmission motors;
(5) System diagram
must ensure that activation interval (including activation time of 15 ppm
alarming devices) along the discharge of oil filters from the moment in which
oil content exceeds 15 ppm and moment in which automatic overboard discharge
shut-off devices are automatically activated must be as short as possible and
must not be longer than 20 seconds (for ships having a gross tonnage ≥ 10.000);
(6) Oil filters must
be outfitted with permanent signs that specify all limitations in activation or
installation;
(7) Automatic
overboard discharge shut-off devices in -1(3) must include a valve on discharge
pipe exiting 15 ppm oil filters that automatically changes discharge mode from
overboard discharge to bottom discharge or ballast tank discharge where content
of oil in discharged mixture exceeds 15 ppm (applicable to ships having a gross
tonnage ≥ 10.000);
(8) Recirculating
equipment is required after automatic shut-off devices and close to overboard
discharge outlets to ensure that oil filters, including 15 ppm alarming devices
and automatic shut-off devices can be tested when overboard discharge valve is
closed (applicable to ships having a gross tonnage ≥ 10.000) (see Figure
3.3.1);
(9) Fail-safe system
is required to prevent overboard discharge in case of centrifuge failure.
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3 Oil filters mentioned
under -1(1) and lighting and audible warning devices mentioned under -1(2) must
be certified for type approval in a manner compliant with requirements below:
(1) For ships built or
undergoing major modifications on or after January 1 of 2005: MEPC.107(49);
(2) For ships other
than those under (1) built on or after April 30 of 1994: MEPC.60(33);
(3) For ships other
than those under (1) and (2): A.393(X).
4 Processing output of
oil filters (Q,
m3/h), generally, must not be lower than:
(1) Q = 0,00044 x gross
tonnage (for ships having a gross tonnage of les than 1.000);
(2) Q = 0,4 + 0,00004
x gross tonnage (for ships having a gross tonnage from 1.000 to less than
40.000);
(3) Q = 2 (for ships
having a gross tonnage of at least 40.000).
2.3.2 Oil-contaminated
ballast tanks
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Volume of
oil-contaminated ballast tanks (C (m3)) must be equal to or greater
than the value determined using the formula below.
(1) For ships having
maximum continuous rating of main engines less than 1.000 kW
C = 4 (m3)
(2) For ships having
maximum continuous rating of main engines from 1.000 kW to 20.000 kW
C = P/250 (m3)
where:
P : Maximum continuous
rating of main engines (kW).
(3) For ships having
maximum continuous rating of main engines from 20.000 kW
C = 40 + P/250 (m3)
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P : Maximum continuous
rating of main engines (kW).
2 Oil-contaminated
ballast tanks on ships compliant with 2.4.2-2(2) must meet requirements below:
Volume of
oil-contaminated ballast tanks (C (m3)) must be equal to or greater
than the value determined using the formula below.
(1) For ships having
maximum continuous rating of main engines less than 1.000 kW
C = 1,5 (m3)
(2) For ships having
maximum continuous rating of main engines from 1.000 kW to 20.000 kW
C = 1,5 + (P -
1000)/1500 (m3)
(3) For ships having
maximum continuous rating of main engines greater than 20.000 kW
C =
14,2+0,2(P-20.000)/1500 (m3)
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P : Maximum continuous
rating of main engines (kW).
3 Oil-contaminated
ballast tanks on ships compliant with 2.4.2-2(3) must meet requirements below:
Volume of
oil-contaminated ballast tanks (C (m3)) must be equal to or greater
than the value determined using the formula below.
C = (L/V).Q (m3)
where:
L : Distance of a
return trip of the longest commercial route that the ship has made (nautical
mile)
V: Maximum velocity of
ships in long-run tests (nautical mile/hour)
Q = 0,00022 x gross
tonnage (GT) of ships, (m3/h) for ships having GT <1000;
Q = 0,2 + 0,00022 x
gross tonnage (GT) of ships, (m3/h) for ships having GT ≥ 1000.
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5 Oil-contaminated
ballast tanks must meet requirements below:
(1) Oil-contaminated
ballast tanks must be outfitted with devices capable of measuring quantity of
ballast water contaminated with oil;
(2) Tanks must not
leak oil-contaminated ballast water even when ships trim by 10o and heel
by 22,5o;
(3) Placement of
oil-contaminated ballast tanks must allow ballast water to be transported into
oil-contaminated ballast tanks and onshore reception facilities. In this case,
the tanks must be outfitted with standard discharge connection under Schedule
3.3 Article 2.2.3.
2.4 Installation
requirements
2.4.1 General
provisions
1 Ships having a gross
tonnage of at least 400 must be outfitted with oil filters to treat
oil-contaminated ballast water or other oil in accordance with Schedule 3.4.
2 Ships having a gross
tonnage less than 400 must be outfitted with oil filters under 2.3.1-1(1) where
oil-contaminated ballast water is discharged into the sea.
3 Ships having a gross
tonnage less than 400, unless oil filters under -2 are outfitted, must be
outfitted with equipment for retaining oil or oily mixture on ships to a
reasonable extent depending on ship configuration (for example,
oil-contaminated ballast tanks compliant with 2.3.2-2 or 2.3.2-3).
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1 Other than ships that
only operate in special zones, ships other than oil tankers having a gross
tonnage at least 4.000 and oil tankers having a gross tonnage at least 150 must
be outfitted with equipment at the masts having a gross tonnage at least 10.000
to discharge contaminated ballast water from fuel tanks compliant with 1.2.1-2
to the sea.
2 Notwithstanding
regulations under 2.4.1, where ships mentioned below intend to discharge the
entirety of oil-contaminated water into reception facilities, oil filters can
be replaced with oil-contaminated ballast tanks.
(1) Ships that only
operate in special zones or in Polar Sea;
(2) Ships, such as floating hotels, tankers,
etc. usually anchored, other than unladen repositioning trips.
(3) Ships to which the
National Technical Regulation on classification and construction of sea-going
high speed ships applies, not operating on international voyage or operating on
round trips with defined itinerary of less than 24 hours in duration, including
unladen repositioning trips of these ships.
Schedule
3.4 Regulation on installation of oil filters
Operating zone
Gross tonnage (GT)
GT < 400
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GT ≥ 10.000
Ships operating solely in special zones or in the Arctic.
-*
(II)**
Other than ships mentioned above
-*
(I)
(II)
Note: The symbols in the
schedule denote the following equipment:
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(II): Oil filters
mentioned under 2.3.1-1(3).
“-“: No requirement.
*: Where
oil-contaminated ballast water is discharged into the sea, oil filters under
2.3.1-1(1) (see 2.4.1-2) are required.
**: It is permissible
to replace by equipment for retaining oil-contaminated ballast water.
Chapter
3 STRUCTURE AND EQUIPMENT FOR PREVENTING POLLUTION CAUSED BY OIL TRANSPORTED IN
BULK
3.1 General provisions
3.1.1 Application
requirement
1 Provisions under this
Chapter apply to structures and equipment for preventing pollution caused by
oil transported in bulk.
2 Provisions under 3.2.4
apply to oil tankers having a minimum deadweight of 600 tonne as follows:
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(2) Ships undergoing
construction process on or after January 6 of 1994 if construction contracts
are not available; or
(3) Ships delivered on
or after July 6 of 1996; or
(4) Ships undergoing
major modifications as follows:
(a) Modification
contracts are signed after July 6 of 1993; or
(b) Modification work started
after January 6 of 1994 if modification contracts are not available; or
(c) Modification work
finished after July 6 of 1996.
3 Provisions under
3.2.2-6 and 3.2.2-7 apply to oil tankers having a minimum deadweight of 5.000
tonne as follows:
(1) Ships with
construction contracts signed on or after February 01 of 1999; or
(2) Ships undergoing
construction process on or after August 1 of 1999 if construction contracts are
not available; or
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(4) Ships undergoing
major modifications as follows:
(a) Modification
contracts are signed after February 01 of 1999; or
(b) Modification work
started after August 01 of 1999 if modification contracts are not available; or
(c) Modification work
finished after February 01 of 2002.
4 Provisions under
3.2.5 apply to oil tankers having a minimum deadweight of 5.000 tonne and
undergoing construction process on or after January 1 of 2007.
5 Provisions of 3.2.1-1
and 3.3.2-5 apply to oil tankers as follows:
(1) Ships with
construction contracts signed on or after January 01 of 2007; or
(2) Ships undergoing
construction process on or after July 1 of 2007 if construction contracts are
not available; or
(3) Ships delivered on
or after January 01 of 2010; or
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(a) Modification
contracts are signed after January 01 of 2007; or
(b) Modification work
started after July 01 of 2007 if modification contracts are not available; or
(c) Modification work
finished after January 01 of 2010.
3.2 Hull structure
3.2.1 Placement of
bulkhead in cargo tanks
1 In order to provide adequate
protection against oil pollution in the event of collision or stranding, the
following shall be complied with:
(1) For oil tankers of
at least 5.000 tonne in deadweight (DW), the mean oil outflow parameter (OM)
shall be as follows:
where:
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C: Total volume of
cargo oil, in m3 , at 98% tank filling.
(2) Notwithstanding
provisions in (1), in respect of combination carriers between 5,000 tonne of
deadweight (DW) and 200,000 m3 capacity, the mean oil outflow
parameter may be applied, provided calculations are submitted to the
satisfaction of the VR, demonstrating that after accounting for its increased
structural strength, the combination carrier has at least equivalent oil out
flow performance to a standard double hull tanker of the same size having a OM
≤ 0,015.
(3) For oil tankers of
less than 5.000 tonne in deadweight (DW), the length of each cargo tank shall
not exceed 10 m or one of the following values, whichever is the greater:
(a) Where no
longitudinal bulkhead is installed in cargo tanks:
(b) Where a centerline
longitudinal bulkhead is installed inside cargo tanks:
(c) Where two or more
longitudinal bulkheads are installed in cargo tanks:
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ii) For center cargo
tanks:
“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 centerline at the
level corresponding to the assigned summer freeboard.
(4) The following
general assumption shall apply when calculating the mean oil outflow parameter
mentioned in (1) and (2).
(a) The cargo block
length extends between the forward and aft extremities of all tanks arranged
for the carriage of cargo oil, including slop tanks;
(b) Where this
regulation refers to cargo tanks, it shall be understood to include all cargo
tanks, slop tanks and fuel tanks located within the cargo block length;
(c) The ship shall be
assumed loaded to the load line draft ds without trim or heel. All
calculations mentioned under this regulation depends on draft ds,
even if assigned draft can be greater than ds, such as summer
freeboard;
(d) All cargo oil
tanks shall be assumed loaded to 98% of their volumetric capacity. The nominal
density of cargo oil (ρn) shall be calculated as follows:
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DW: Deadweight of ship
(tonne).
(e) For the purposes
of these outflow calculations, the permeability of each space within the cargo
block, including cargo tanks, ballast tanks and other non-oil spaces shall be
taken as 0,99, unless proven otherwise;
(f) Suction wells may
be neglected in the determination of tank location provided that such wells are
as small as practicable and the distance between the well bottom and bottom shell
plating is not less than 0,5h, where h is the height as defined
in 3.2.4(1)(a)(ii).
(5) The following
assumptions shall be used when combining the oil outflow parameters:
(a) The mean oil
outflow shall be calculated independently for side damage and for bottom damage
and then combined into a “non-dimensional” oil outflow parameter OM,
as follows:
OM = (0,4.OMS
+ 0,6.OMB)/C
where:
OMS: mean
outflow for side damage (m3);
OMB: mean
outflow for bottom damage (m3).
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OMB = 0,7.OMB(0)
+ 0,3.OMB(2,5)
where:
OMB(0) :
mean outflow for 0 m tide condition (m3);
OMB(2,5) :
mean outflow for minus 2.5 m tide condition (m3).
(6) The mean outflow
for side damage shall be calculated as follows:
where:
i: each cargo tank
under consideration;
n: total number of
cargo tanks;
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OS(i) : the
outflow, in m3, from side damage to cargo tank i, which is assumed
equal to the total volume in cargo tank i at 98% filling, unless it is proven
through the application of the Guidelines referred to in regulation 19,5 that
any significant cargo volume will be retained;
C3 : 0,77
for ships having two longitudinal bulkheads inside the cargo tanks, provided
these bulkheads are continuous over the cargo block and Ps(i) is
developed in accordance with this regulation; C3 equals 1,0 for all
other ships or when Ps(i) is developed in accordance with (10).
(7) The mean outflow
for bottom damage shall be calculated for each tidal condition as follows:
where:
i: each cargo tank
under consideration;
n: total number of
cargo tanks;
PB(i) : the
probability of penetrating cargo tank i from bottom damage, calculated in
accordance with (9);
OB(i) : the
outflow from cargo tank i, in m3, calculated in accordance with (c)
and (d);
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where:
i, n, PB(i)
and CDB(i) : as defined in (a);
OB(i) : the
outflow from cargo tank i, in m³, after tidal change.
(c) The oil outflow OB(i)
for each cargo tank shall be calculated based on pressure balance principles,
in accordance with the following assumptions:
(i) The ship shall be
assumed stranded with zero trim and heel, with the stranded draft prior to
tidal change equal to the partial draft ds;
(ii) The cargo level
after damage shall be calculated as follows:
where:
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tC : the
tidal change, m. Reductions in tide shall be expressed as negative values;
Zl : the height of the
lowest point in the cargo tank above baseline, m;
ρs : density
of seawater, to be taken as 1,025 kg/m3;
p : if an inert gas
system is fitted, the normal overpressure, in kPa, to be taken as not less than
5 kPa; if an inert gas system is not fitted, the overpressure may be taken as
0;
g : the acceleration of
gravity, to be taken as 9,81 m/s2;
ρn : nominal density of
cargo oil, calculated in accordance with (4)(d).
(d) For cargo tanks
bounded by the bottom shell, unless proven otherwise, oil outflow OB(i)
shall be taken not less than 1% of the total volume of cargo oil loaded in
cargo tank i, to account for initial exchange losses and dynamic effects due to
current and waves.
(e) In case of bottom
damage, a portion from the outflow from a cargo tank may be captured by non-oil
compartments. This effect is approximated by application of the factor CDB(i)
for each tank, which shall be taken as follows:
CDB(i) = 0,6
for cargo tanks bounded from below by non-oil compartments;
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(8) The probability Ps
of breaching a compartment from side damage shall be calculated as follows:
Ps = PSL
.PSV .PST
PSL = 1− PSf
− PSa
: probability the damage
will extend into the longitudinal zone bounded by Xa and Xf ;
PSV =1− PSu − PSl : probability the damage
will extend into the vertical zone bounded by Zl and Zu ;
PST = 1 − PSy : probability the
damage will extend transversely beyond the boundary defined by y.
PSa , PSf, PSl and PSu : shall be determined
by linear interpolation from the table of probabilities for side damage
provided in Schedule 3.5.
PSa : the probability the
damage will lie entirely aft of location Xa/Lf ;
PSf : the probability the
damage will lie entirely forward of location Xf / Lf ;
PSl : the
probability the damage will lie entirely below the tank;
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PSy : the
probability the damage will lie entirely outboard the tank. PSy is
determined as follows. However,
PSy must not be greater than 1.
BS : is the greatest
moulded breadth of the ship, in meters, at or below the waterline ds;
Xa : the
longitudinal distance from aft terminal of Lf to the aft most point
on the compartment being considered (m);
Xf : the
longitudinal distance from aft terminal of Lf to the foremost point
on the compartment being considered (m);
Zl : the
vertical distance from the moulded baseline to the lowest point on the
compartment being considered (m);
Zu : the
vertical distance from the moulded baseline to the highest point on the
compartment being considered (m). Zu is not to be taken greater than DS;
y: the minimum
horizontal distance measured at right angles to the centerline between the
compartment under consideration and the side shell (m).
(9) The probability PB
of breaching a compartment from side damage shall be calculated as follows:
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PBL = 1− PBf
− PBa
:
probability the damage will extend into the longitudinal zone bounded by Xa and Xf ;
PBT = 1− PBp
− PBs : probability the damage will extend into the transverse zone
bounded by Yp and Ys ;
PBV = 1 − PBz
: probability the damage will extend vertically above the boundary defined by
z;
PBa, PBf,
PBp
and PBs : shall be determined
by linear interpolation from the table of probabilities for bottom damage
provided in Schedule 3.6
PBa : the
probability the damage will lie entirely aft of location Xa/Lf;
PBf : the
probability the damage will lie entirely forward of location Xf/Lf;
PBp :
probability the damage will lie entirely to port of the tank;
PBs :
probability the damage will lie entirely to starboard the tank.
PBz : the probability the
damage will lie entirely below the tank
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DS : is the moulded depth,
in meters, measured at mid-length to the upper deck at side;
Xa and Xf are defined under (8).
Yp : the transverse
distance from the port-most point on the compartment located at or below the
waterline dB, to a vertical plane located BB/2 to starboard of the
ship's centerline, in meters;
Ys : the transverse
distance from the starboard-most point on the compartment located at or below
the waterline dB, to a vertical plane located BB/2 to starboard of
the ship's centerline, in meters;
z: the minimum value of
z over the length of the compartment, where, at any given longitudinal
location, z is the vertical distance from the lower point of the bottom shell
at that longitudinal location to the lower point of the compartment at that
longitudinal location, in meters.
(10) Calculation of
provisions under (4) through (9) above uses a simplified probabilistic approach
where a summation is carried out over the contributions to the mean outflow
from each cargo tank. For certain designs such as those characterized by the
occurrence of steps/recesses in bulkheads/decks and for sloping bulkheads
and/or a pronounced hull curvature, more rigorous calculations may be
appropriate.
(11) Provisions below
regarding relevant piping arrangements shall apply:
(a) Lines of piping
that run through cargo tanks in a position less than 0.30Bs from the
ship's side or less than 0.30Ds from the ship's bottom shall be fitted with
valves or similar closing devices at the point at which they open into any
cargo tank. These valves shall be kept closed at sea at any time when the tanks
contain cargo oil, except that they may be opened only for cargo transfer
needed for essential cargo operations;
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Schedule
3.5 Probability of side damage
Schedule
3.6 Probability of bottom damage
2 In respect of cargo
tanks of oil tankers not regulated by -1, gasket of oilproof materials must be
installed in a way where the hypothetical outflow and dimensional limits of
each cargo tank do not exceed values determined below:
(1) For the purpose of
calculating hypothetical oil outflow from oil tankers, three dimensions of the
extent of damage of a parallelepiped on the side and bottom of the ship are
assumed as follows in accordance with Schedule 3.7 and Schedule 3.8.
Schedule
3.7 Level of side damage
Extent
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Longitudinal extent (lc)
or 14,5 meters, whichever is
less
Transverse extent (tc)
B/5 or 11,5 m,
whichever is less (inboard from the ship's side at right
Vertical extent (vc)
From the base line
upwards without limit.
Schedule
3.8 Level of bottom damage
Extent
Level of damage
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Any other part of the ship
Longitudinal extent (ls)
Lf /10
Lf/10 or 5 m, whichever is
less
Transverse extent (ts)
B/6 or 10 m, whichever is less but not less than 5 m
5 m
Vertical extent (Vs)
B/15 or 6 m, whichever is less from the base line.
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(a)
(i) For side damage:
(ii) For bottom
damage:
In these case where
bottom damage simultaneously involves four centre tanks, the value of Os
may be calculated according to the formula:
where:
Wi : volume of a wing tank
in m3 assumed to be breached by the damage as specified in (1); Wi
for a segregated ballast tank may be taken equal to zero;
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Ki = 1− bi / tc
When bi is
equal to or greater than tc, Ki shall be taken equal to
zero.
Zi = 1− hi / vs
When bi is
equal to or greater than vs, zi shall be taken equal to
zero.
bi : width of wing tank in
m under consideration measured inboard from the ship's side at right angles to
the centerline at the level corresponding to the assigned summer freeboard;
hi : minimum depth of the
double bottom in m under consideration; where no double bottom is fitted hi
shall be taken equal to zero.
(b) If a void space or
segregated ballast tank of a length less than lc as defined
in (1) is located between wing oil tanks, Oc in formula (I) under
(a)(i) 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 collision the value of the actual full volume:
Si = 1− li
/ lc
where:
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(c) Calculation under
(a) must conform to provisions under (i) through (iii) below:
(i) Credit shall only
be given in respect of double bottom tanks which are either empty or carrying
clean water when cargo is carried in the tanks above;
(ii) Where the double
bottom does not extend for the full length and width of the tank involved, the
double bottom is considered non-existent and the volume of the tanks above the
area of the bottom damage shall be included in formula (II) or (iii) under
(a)(ii) even if the tank is not considered breached because of the installation
of such a partial double bottom;
(iii) Suction wells
may be neglected in the determination of the value hi provided such
wells are not excessive in area and extend below the tank for a minimum
distance and in no case more than half the height of the double bottom. If the
depth of such a well exceeds half the height of the double bottom, hi shall be
taken equal to the double bottom height minus the well height. Piping serving
such wells if installed within the double bottom shall be fitted with valves or
other closing arrangements located at the point of connection to the tank
served to prevent oil outflow in the event of damage to the piping. Such piping
shall be installed as high from the bottom shell as possible.
(3) 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 (2) anywhere
in the length of the ship does not exceed 30,000 m3 or 400 
, whichever is the
greater, but subject to a maximum of 40,000 m3. However, where
equipment capable of moving oil from breached tanks or fuel tanks to segregated
ballast tanks or cargo tanks with significant ullage is installed and such
cargo tanks are outfitted with high emergency suction equipment, formula (III)
under (2) may be applied.
Such equipment must be
capable of moving oil quantity equivalent to half the volume of the largest
tanks among the breached tanks for 2 hours of operation and the receiving
ballast tanks or cargo tanks must be capable of receiving such oil quantity.
Piping serving high emergency suction equipment must be installed at a height
greater than vertical distance of location of bottom damage.
(4) Individual cargo
tanks must not exceed the following dimensions:
(a) Volume of a wing
cargo tank in oil tanker must not exceed 75% the hypothetical outflow mentioned
under (3). Volume of a center cargo tank must not exceed 50.000 m3.
However, where oil tankers are outfitted with segregated ballast tanks under
3.2.3, permissible volume of wing cargo tanks located between segregated
ballast tanks, the length of each of which exceeds lc, can be
increased up to the upper limit of the hypothetical outflow as long as width of
wing tanks exceeds tc;
(b) The length of each
cargo tank must not exceed 10 m or any of the following value, whichever is
greater:
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but not to exceed 0,2 Lf
(ii) Where a
centerline longitudinal bulkhead is installed inside the cargo tank:
(iii) Where two or
more longitudinal bulkheads are installed inside the cargo tank:
1) For wing tanks: 0,2
Lf
2) For center cargo
tanks:
Where no centerline
longitudinal bulkhead is installed:
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Where centerline
longitudinal bulkhead is installed:
“bn” 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 centerline at the
level corresponding to the assigned summer freeboard.
(5) In order not to
exceed the volume limits established by (3) and (4) and irrespective of the
accepted type of cargo transfer system installed, when such system
interconnects two or more cargo tanks, valves or other similar closing devices
shall be provided for separating the tanks from each other;
(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 and closing devices must conform to requirements (i) and (ii)
below. Each valve in branching suction pipe (valves marked with “*1” in Figure
3.3.2) generally must be installed in each open compartment (inside each tank)
(with the exceptions detailed under Figure 3.3.3). However, where placement and
installation of the valves deemed equivalent to the aforementioned requirement
are implemented to prevent further spread of outflow caused by breach of cargo
tanks, the valves marked with “*2” in Figure 3.3.2 may be outfitted inside
adjacent tanks. Where a valve is installed inside adjacent tanks, the valve
must be installed towards the longitudinal bulkhead side of a line that creates
a 45o angle with the bottom.
(i) For the purpose of
restricting the hypothetical outflow and stabilizing incidents, such
installation requirement applies even when valve is not required to prevent acceleration
of outflow;
(ii) Valves are not
required in respective tanks in examples 1 and 2 below:
Example 1: Where pipe
passes through tanks outside of the damage radius (Figure 3.3.3).
Example 2: In case arrangement
depicted under Figure 3.3.4 is used in ore-bulk-oil combination carrier, where
durability and thickness of pipe segments penetrating the bulkhead equal those
of the bulkhead and the length is of minimum according to valve installation
requirement (Figure 3.3.4).
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3.2.2 Subdivision and
damage stability
1 All oil tankers must
meet subdivision and damage stability requirements under 3.2.2-3 after the
assumed side or bottom damage as specified in 3.2.2-2, for any operating draft
reflecting actual partial or full load conditions consistent with trim and
strength of the ship as well as relative densities of the cargo. Such damage shall be
applied to all conceivable locations along the length of the ships as detailed
under (1) through (3) below:
(1) in tankers of more
than 225 m in length: anywhere in the ship's length;
(2) in tankers of more
than 150 meters, but not exceeding 225 m in length: anywhere in the ship's
length except involving either after or forward bulkhead bounding the machinery
space located aft. Machinery space shall be treated as a single floodable
compartment;
(3) in tankers not
exceeding 150 m in length: anywhere in the ship's length between adjacent
transverse bulkheads with the exception of the machinery space. For tankers of
100 meters or less in length where all requirements of 3.2.2-3 cannot be
fulfilled without materially impairing the operational qualities of the ship,
VR may allow relaxations from these requirements. Ballast conditions where the
tanker is not carrying oil in cargo tanks, excluding any oil residues, shall
not be considered.
2 The following
provisions regarding the extent and characteristics of the assumed damage shall
apply:
(1) Side damage extent
under Schedule 3.9;
(2) Bottom damage
extent under Schedule 3.10. However, in respect of oil tankers with minimum
deadweight of 20.000 tonne, the assumed damage under Schedule 3.10 must be
complemented by assumed damage to bottom shell plating in accordance with
Schedule 3.11;
(3) If any damage of a
lesser extent than the maximum extent of damage specified in (1) and (2) would
result in a more severe condition, such damage shall be considered;
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(5) Where the damage
between adjacent transverse watertight bulkheads is envisaged as specified in
3.2.2-1(3), no main transverse bulkhead or a transverse bulkhead bounding side
tanks or double bottom tanks shall be assumed damaged, unless:
(a) the spacing of the
adjacent bulkheads is less than the longitudinal extent of assumed damage
specified in (1); or
(b) there is a step or
recess in a transverse bulkhead of more than 3,05 m in length, located within
the extent of penetration of assumed damage. In this provision, the step formed
by the after peak bulkhead and after peak top shall not be regarded as a step
for the purpose of requirement under 3.3.2.
(6) 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 requirements
under (1) through (5) are met:
(1) The final
waterline, taking into account sinkage, heel and trim, shall be below the lower
edge of any opening through which progressive flooding may take place. Such
openings shall include air-pipes and those which are closed by means of
weathertight doors or hatch covers and may exclude those openings closed by
means of watertight manhole covers and flush scuttles, small watertight cargo
tank hatch covers which maintain the high integrity of the deck, remotely
operated watertight sliding doors, and sidescuttles of the non-opening type;
(2) In the final stage
of flooding, the angle of heel due to unsymmetrical flooding shall not exceed
25o, provided that this angle may be increased up to 30o
if no deck edge immersion occurs;
(3) The stability in
the final stage of flooding shall be investigated and may be regarded as
sufficient if the righting lever curve has at least a range of 20o
beyond the position of equilibrium in association with a maximum residual
righting lever of at least 0,1 m within the 20o range; the area
under the curve within this range shall not be less than 0,0175 m radians.
Unprotected openings shall not be immersed within this range unless the space
concerned is assumed to be flooded. Within this range, the immersion of any of
the openings listed in (1) and other openings capable of being closed
watertight may be approved by VR;
(4) The stability must
be sufficient during intermediate stages of flooding;
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Schedule
3.9 Level of side damage
Extent
Level
of damage
Longitudinal extent
1/3 Lf 2/3
or 14,5 m, whichever is less
Transverse extent
B/5 or 11,5 m,
whichever is less (inboard from the ship's side at right angles to the centerline
at the level corresponding to the assigned summer freeboard)
Vertical extent
From the base line
upwards without limit.
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Extent
Level
of damage
For 0,3 Lf
from the forward perpendicular of the ship
Any other part of the
ship
Longitudinal extent
1/3 Lf 2/3
or 14,5 m, whichever is less
1/3 Lf 2/3
or 5 m, whichever is less
Transverse extent
B/6 or 10 m,
whichever is less
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Vertical extent
B/15 or 6 m,
whichever is less from the base line
4 The requirements of -1
above shall be 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, relative densities
and the free surface effect of liquids. The calculations shall be based on provisions
(1) through (5) below:
(1) Account shall be
taken of any empty or partially filled tank, the relative density of cargoes
carried, as well as any outflow of liquids from damaged compartments;
(2) Permeabilities
must be assumed in the same manner as depicted under Schedule 3.12;
Schedule
3.11 Level of bottom damage
Extent
Level
of damage
Longitudinal extent
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Ships of less than
75.000 tonnes deadweight: 0,4 Lf measured from the forward
perpendicular
Transverse extent
B/3 anywhere in the
bottom
Vertical extent
Breach of the outer
hull
Schedule
3.12 Permeabilities
Spaces
Permeabilities
Appropriated to
stores
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Occupied by
accommodation
0,95
Occupied by machinery
0,85
Voids
0,95
Intended for
consumable liquids
0
- 0,95*
Intended for other
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Note:
* : Permeabilities of a
partially flooded space must depend on the amount of liquid occupied said
space. In case of damage to any liquid tank, it is assumed that all liquid in
that tank will be replaced by saltwater up to the last stable surface.
(3) The buoyancy of
any superstructure directly above the side damage should be disregarded. The
unflooded parts of superstructures beyond the extent of damage, however, may be
taken into consideration provided that they are separated from the damaged
space by watertight divisions and the requirements of 3.2.2-3(1) in respect of
these intact spaces are complied with. Hinged watertight doors can be accepted
as watertight divisions in the superstructures;
(4) The effect of free
surfaces shall be taken into account at an angle of 5o for
individual divisions. VR may request or permit free surface correction
determined at an angle greater than 5o in respect of partially
flooded tanks;
(5) For the purpose of
calculating clear surface effects of consumable liquid, it should be assumed
that for each type of liquid at least one transverse pair or a single centerline
tank has a free surface and the tank or combination of tanks taken into account
should be those where the effect of free surfaces is the greatest.
5 All oil tanker adopting
regulations under this Part shall be outfitted in accordance with requirements
under (1) and (2) below:
(1) Information
pertaining to cargo handling and distribution satisfies provisions under 3.2.2;
and
(2) Data pertaining to
ship’s ability to meet damage stability conforms to 3.2.2, including results of
exemptions permitted under 3.2.2-1(3).
6 Oil tankers of at least
5,000 tonnes deadweight must meet intact stability below in the most
unfavorable conditions of cargo and ballast during transport of liquid cargo. Liquid cargo transport
mentioned under -6 and -7 includes activities transporting liquid cargo
implemented on board such as filling/removing cargo, relocating cargo,
ballasting/de-ballasting, relocating ballast water, and washing tank. However,
this does not include asymmetrical ballasting/cargo loading if the ship is
outfitted with longitudinal partitions, all tanks on one side are empty while
all tanks on the other side are partially/completely full.
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(2) While at port,
metacentric height G0M shall not be lower than 0,15 m.
7 In respect of general
cargo ships of at least 5,000 tonnes deadweight, in respect of fulfilling
requirements under -6, information on intact stability during liquid cargo
handling shall be included in stability notice which is appraised by VR and
posted at cargo pump control rooms and fed into stability instrument (if equipped)
8 All oil tankers shall
be outfitted with stability instruments which can inspect conformance with
standards on intact and damage stability, are deemed by VR compliant with
standards issued by IMO under documents below:
(1) Chapter 4, Part B
of MSC.267(85): International Code on Intact Stability, 2008 (IS Code, 2008);
(2) Part 4, Appendix
of MSC.1/Circ.1229: Guidelines for the approval of stability instruments; (3)
Technical standards under Part 1 of MSC.1/Circ.1461: Guidelines for
verification of damage stability requirements for tankers.
9 Notwithstanding requirements
under -8, stability instruments of ship built before January 1 of 2016 are not
required to be replaced if they can inspect conformance with standards on
intact and damage stability in a manner satisfactory to VR’s requirements. Ships built before
January 1 of 2016 must meet requirements under -8 at the initial inspection for
certification or before January 1 of 2021 at the latest.
10 Where stability
instruments installed on board conform to requirements under -8 and -9,
VR-appraised documents of stability instruments shall be stored on board.
11 VR may consider
exemption from requirements under -8 through -10 for ships mentioned below as
long as procedures for determining intact and damage stability are able to meet
equivalent safety level when the ships are loaded to approved state.
(1) Specialized ships with
limited changes in load so that all expected loads have been appraised in
stability notice sent to the masters and outfitted in accordance with
requirements under -5;
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(3) Ships whose loaded
state falls under spectrum of appraised load; or
(4) Ships built before
January 1 of 2016 whose appraised KG/KM meets all requirements pertaining to
intact and damage stability.
3.2.3 Segregated
ballast tank
All crude oil tankers
of at least 20.000 tonnes deadweight and oil-product tankers of at least 30.000
tonnes deadweight shall be outfitted with segregated ballast tanks, the volume
and arrangement of which shall be as follows: However, provisions in (2) below
are not mandatory when adopting 3.2.4:
(1) Volume of all
segregated ballast tanks in ballasted state, including light ship weight and
segregated ballast so that draft and trim meet all provisions under (a) through
(c) below. However, oil tankers with length Lf below 150 m at segregated
ballast state are only required to meet requirements under (d).
(a) Theoretical
midship draft (dm) in meter (excluding ship deformation) shall not
be lower than:
2,0 + 0,02 Lf
(b) Draft at forward
and after perpendiculars shall correspond to values determined by midship draft
(dm) as mentioned in (a) if aft trim is not greater than 0,015L; and
c) In any case, trim
draft at after perpendiculars shall not be lower than trim required to entirely
submerge the rudders;
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(2) Segregated ballast
tanks located in range of cargo oil tanks shall meet regulations under (a)
through (c) below to prevent oil leak in case of collision or going aground:
(a) Segregated ballast
tanks and other closed compartments other than cargo oil tanks within the
length of cargo oil tanks (Lt) shall be arranged in a away that
regulations below are met:
where:
PAC: Side shell plating in
m2
of individual segregated ballast tank or compartments that are not cargo oil
tanks,
using calculated dimensions;
PAS: Bottom shell plating
in m2
for
individual tank or compartment, using calculated dimensions;
Lt : The length between
the front end of cargo tanks, (m);
D: Theoretical height
shall be measured vertically from the upper edge of the bottom girders to the
upper edge of girders of freeboard at amidships, in meter. In respect of ships
with rounded board edge, theoretical height shall be measured to intersections
of theoretical board projections and theoretical side shell plating
projections, projections that go through board edges that are parts of corner
elements;
J: J = 0,45 for oil
tankers with 20.000 tonnes deadweight;
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In respect of ships
whose weight falls in-between prescribed values, J shall be determined via
interpolation.
(b) In respect of oil
tankers with at least 200.000 tonnes deadweight, J can be decreased as follows:
where:
a = 0,25 for oil
tankers with 200.000 tonnes deadweight;
a = 0,40 for oil
tankers with 300.000 tonnes deadweight;
a = 0,50 for oil
tankers with at least 420.000 tonnes deadweight.
In respect of ships
whose weight falls in-between prescribed values, the value of a shall be
determined via interpolation.
OC and OS : Values mentioned
under 3.2.1(2);
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(c) Determination of
PAC and PAS of enclosed compartments that are not
segregated ballast tanks and cargo oil tanks shall adhere to (i) and (ii)
below:
(i) Width of a partially
full side tanks, side tanks whose height starts from other enclosed
compartments or deck to the top of double bottom or to other enclosed
compartments shall not be lower than 2 m. Width of side tanks or other enclosed
compartments shall be measured on the inside from the ship board and
perpendicular to the centerline of the ship. Side tanks or other enclosed
compartments whose minimum width is lower than 2 m shall not be included for
the purpose of determining PAC;
(ii) Minimum vertical
height of individual double bottom tanks or other enclosed compartments shall
not be lower than B/15 or 2 m, whichever is lower. Double bottom tanks or other
enclosed compartments whose minimum height is lower than the aforementioned
value shall not be included for the purpose of determining PAS.
Minimum width and minimum height of side tanks or double bottom tanks shall be
measured outside of the bottom of the ship and, in case of minimum width,
outside of the bilge shell area.
3.2.4 Prevention of oil
pollution in case of collision or running aground
(1) All oil tankers
having at least 5.000 tonnes deadweight must meet any provisions from (a)
through (c) below:
(a) Cargo tanks shall
be protected by ballast tanks or spaces that are not cargo tanks and fuel tanks
throughout their length as follows:
(i) Side tanks or
compartments shall be continuous throughout the height of ship board or from
the upper side of double bottoms to the upper deck, excluding the bilge shell side,
if any. All tanks in this compartment shall recede from theoretical lines of
side shell plating by a distance w according to Figure 3.4. The value of w,
measured at any cross section perpendicular to side shell plating, shall be as
follows:
However, minimum value
of w = 1 m.
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h = B/15, or 2,0 m,
whichever is lower.
However, minimum value
of h = 1 m.
(iii) Where the values
of h and w are different at bilge area or areas without clearly defined bilges at
the bottom of the ship, the value of w shall be prioritized from a position
that is greater than 1,5 h above the moulded baseline according to Figure 3.4.
Figure
3.4 Required width of double bottoms and double shells
(iv) In respect of crude
oil tankers with at least 20.000 tonnes deadweight and oil product tankers with
at least 30.000 tonnes deadweight, total volume of side tanks, double bottom
tanks, fore tanks, and aft tanks shall not be lower than volume of segregated
ballast tanks necessary to meet 3.2.3(1). Side tanks or side areas and double
bottom tanks meeting provisions under 3.2.3(1) shall be so arranged as
identical along the length of cargo tanks as possible. Additional segregated
ballast tanks for relieving general bending stress of ship hull, trim, etc. can
be located anywhere in the ships.
(v) Suction wells in
cargo tanks may protrude into double bottoms below moulded baseline by a
distance of h as long as these wells are as small as possible and distance
between the bottom of the wells and bottom shell plating is not lower than 0,5
h.
(vi) Ballast tanks and
other tanks such as measurement pipes, ventilation pipes of ballast tanks must
not penetrate cargo tanks. Cargo pipes and similar pipes serving cargo tanks
must not penetrate ballast tanks. Exemption of these regulations shall be
acceptable for short pipes as long as they are welded tight or otherwise sealed
tight via similar methods.
(b) Cargo tanks shall
be protected by deck platings, ballast tanks or compartments that are not cargo
storage compartments and fuel tanks throughout their length as follows:
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where:
hc : Height of cargo
making contact with bottom shell plating (m);
ρc : Highest density of
cargo (tonne/m3);
dn : Lowest draft while
loading (m);
ρs : Density of seawater
(tonne/m3);
∆p : Highest installation
pressure of pressure valve/vacuum valve of cargo tank (bar);
f : Safety factor =
1,1;
g: Gravitational
acceleration (9,81 m/s2).
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(iii) Location of side
tanks or side compartments shall be determined in accordance with
3.2.4(1)(a)(i), except for sections below the 1,5h mark above the moulded
baseline where h is determined in accordance with 3.2.4(1)(a)(ii) in which case
the lines surrounding cargo tanks may extend vertically towards moulded
baseline according to Figure 3.5.
Figure
3.5 Required width of double shell
(iv) Crude oil tankers
with at least 20.000 tonnes deadweight and oil product tankers with at least
30.000 tonnes deadweight, total volume of side tanks, fore tanks, and aft tanks
must meet provisions under 3.2.4(1)(a)(iv).
(v) Ballast water
pipes and cargo pipes must meet provisions under 3.2.4(1)(a)(vi).
(c) Other oil tanker
design and structure solutions can be accepted by VR as equivalent substitute
for provisions under 3.2.4(1)(a) as long as these solutions offer at least
equal oil contamination protection in case of collision or running aground.
(2) Oil tankers with
less than 5.000 tonnes deadweight must meet provisions (a) and (b) below:
(a) Double bottom
tanks or double bottom compartments compliant with 3.2.4(1)(a)(ii) shall be
located throughout the length of cargo tank lines. In this case, h under
3.2.4(1)(a)(ii) can be determined using formula below:
h = B/15 (m)
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Figure
3.6 Required height of double bottom
(b) Volume of each
cargo tanks shall not be greater than 700 m3 unless side tanks or side spaces
compliant with 3.2.4(1)(a)(i) are located along the length of cargo tank. In
this case, w under 3.2.4(1)(a)(ii) can be determined using formula below:
The minimum value of w
= 0,76 m
(3) Notwithstanding
regulations under 3.1.1-2, in respect of oil tankers of at least 500 in volume
operating in international voyage and built on or after September 1 of 1984,
oil shall not be contained in any compartment before collision bulkheads
installed in accordance with 11.1.1-1 Part 2A Section II of the National
Technical Regulation on classification and construction of sea-going steel
ships. Oil tankers other than those mentioned above are not allowed to contain
oil in any compartment before cross section perpendicular to ship centerline where
collision bulkheads are assumed to have been installed in accordance with the
aforementioned regulations.
3.2.5 Cargo pump room
protection
1 Cargo pump rooms on oil
tankers with at least 5.000 tonne in deadweight shall be provided with a double
bottom such that at any cross-section the depth of each double bottom tank or
space shall be such that the distance h between the bottom of the pump-room and
the ship’s base line measured at right angles to the ship’s base line is not
less than specified below:
h = B/15 (m) or
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However, minimum value
of h = 1 (m)
2 In case of pump rooms
whose bottom plate is located above the base line by at least the minimum
height required in paragraph -1 above (e.g. gondola stern designs), there will
be no need for a double bottom construction in way of the pump-room.
3 Ballast pumps, if
provided in pump rooms, shall be provided with suitable arrangements to ensure
efficient suction from double bottom tanks.
4 Notwithstanding the
provisions under -1 and -2 above, where the flooding of the pump-room would not
render the ballast or cargo pumping system inoperative, a double bottom need
not be fitted.
5 Collection traps can be
located deep in double bottoms if these traps are realistically small; the
height from the bottom of collection traps to ship baselines is not lower than
0,5 h.
3.3 Equipment and pipe
arrangement
3.3.1 Shipboard oil
storage system
1 Oil tankers with at
least 150 in total volume shall be outfitted with appropriate cargo tank washing
system.
2 Oil tankers with less
than 150 in total volume shall be outfitted with slop storage system which
discharges into reception facilities. However, where oil discharge system installed
on board is satisfactory to requirements under 3.3.2, this regulation is not
mandatory.
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(1) The total volume
of slop tanks where washing water collected in a slop tank or slop tanks is
sufficient to be used to clean another tank without additional water required
and where eductors, tank washing system providing sufficient water for eductors
are installed shall not be lower than 2%;
(2) Total volume of
slop tanks of oil tankers outfitted with segregated ballast tanks satisfactory
to 3.2.3 or oil tankers outfitted with COW system satisfactory to 3.4 shall not
be lower than 2%;
However, where washing
water collected in a slop tank or slop tanks is sufficient to be used to clean
another tank without additional water required and where eductors, tank washing
system providing sufficient water for eductors are installed, total volume of
slop tanks can be reduced to a minimum of 1,5%.
(3) Total volume of
slop tanks of general cargo ships on which cargo oil is contained in tanks with
smooth walls shall not be lower than 1%;
However, where washing
water collected in a slop tank or slop tanks is sufficient to be used to clean
another tank without additional water required and where eductors, tank washing
system providing sufficient water for eductors are installed, total volume of
slop tanks can be reduced to a minimum of 0,8%.
4 Slop tanks shall be so
designed particularly in respect of the position of inlets, outlets, baffles or
weirs where fitted, so as to avoid excessive turbulence and entrainment of oil
or emulsion with the water.
5 Adequate equipment for washing
cargo tanks and transported contaminated ballast water and washing water from
cargo tanks to slop tanks shall be provided.
6 Slop tanks shall be
outfitted with oil discharge monitoring and control systems for residues of
ballast water and washing water of which characteristics are detailed under (1)
through (6) below and deemed compliant with (7) below by VR.
(1) A recording device
is integrated with the system for providing a continuous record of the
discharge in liters per nautical mile and total quantity discharged, or the oil
content and rate of discharge;
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(3) Oil discharge
monitoring and control systems shall come into operation when there is any
discharge of effluent into the sea;
(4) Oil discharge
monitoring and control systems shall be outfitted with alarms that provide
visual and audible warnings where discharge rate exceeds 30 liters per nautical
mile or where total quantity of oil discharged into the sea exceeds 1/30.000 of
total quantity of the particular cargo of which the residue formed a part or
where oil discharge monitoring and control systems are damaged. Total quantity
of the particular cargo relates to the total quantity of the particular cargo
which was carried on the previous voyage and should not be construed as
relating only to the total quantity of cargo which was contained in the cargo
tanks into which water ballast was subsequently loaded;
(5) Discharge of any
oily mixture shall be automatically suspended when alarm goes off. However, in
respect of ships with less than 4.000 tonnes deadweight and built before
January 1 of 2005, this requirement can be exempted;
(6) Other manual
operating scheme must be present and functional in case of damaged oil
discharge monitoring and control systems;
(7) Oil discharge
monitoring and control systems for residues of ballast water and washing water
shall meet the following standards:
(a) For ships built on
or after January 1 of 2005: MEPC.108(49);
(b) For ships intended
for the transport of biofuel mixture containing at least 75% of fossil fuel and
built on or after January 1 of 2005: MEPC.240(65), unless otherwise stipulated
by VR;
(c) For ships other
than those under (a) and (b) above built on or after October 2 of 1986: A.
586(14);
(d) For ships other
those under (a) through (c): A. 496(XII) and MEPC.13(19).
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(1) Discharge pipes of
oil-contaminated ballast water shall be outfitted with sampling system that
meets requirements below:
(a) The system shall
be outfitted with valves next to sampling sensors. Where sensors are installed
in cargo pipes, 2 consecutive valves shall be installed in sampling pipes.
Either of these valves can be a remotely-controlled sampling valve;
(b) Sampling sensors
shall be so positioned to be easily removed and preferably at accessible
locations on vertical discharge pipes. Where sampling sensors are installed on
horizontal discharge pipes, these sensors shall be installed on pipes through
which liquid always travels at all time during discharge process. All sampling
sensors usually penetrate into discharge pipes by 1/4 of the pipes;
(c) Washing sensors
and pipe system shall be facilitated by fixed water washing system or
equivalent solutions;
(d) Total interval
between a change to delivered mixture and a corresponding change to measurement
reading shall be as short as possible and shall not be longer than 40 seconds
which already include response time of measurement instruments;
(e) Arrangement of washing
discharge shall facilitate test run, calibration of oil content meters, and
reset configuration if needed;
(f) Valves allowing
manual sampling from pipes to measurement instruments below in flow direction
of sampling pumps or similar locations shall be installed.
(2) Sampled water
returned to slop tanks must not flow freely into the tanks. In respect of bulk
cargo tankers outfitted with inert gas system, airtight segments in an U shape
with sufficient height shall be installed on pipes leading to slop tanks;
(3) Flow rate meters
for measuring discharge rate shall be installed in vertical discharge pipes or
other appropriate discharge pipes so that the flow rate meters are always submerged
during discharge;
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(5) Alarm devices
under -6(4) shall be installed in cargo control rooms. Where cargo control
rooms are not available, these alarm devices shall be positioned where
frequently stationed by personnel.
8 Other effective
oil/water interface detectors approved for compliant with MEPC.5(XIII) by the VR
shall be employed to effectively define separation between oil/water in slop
tanks or other tanks from where residues are discharged directly to the sea.
9 Ships shall be
outfitted with instruction manuals for oil discharge monitoring and control
systems for residues of ballast water and washing water. Such instruction
manuals shall be appraised by the VR, including all necessary costs for
operating and maintaining the systems and include details below. These details
can be grouped as below or in similar manner:
(1) Introduction:
Primary parameters of ship, installation date of the system, list of remaining
content of the instruction manual. Full details of Regulation 31, 34 of
Appendix I MARPOL;
(2) Part 1:
Instructions pertaining to equipment of manufactures for primary elements of
the system. Such instructions include installation, test operation, operation
and remediation procedures for oil content supervision instruments;
(3) Part 2: Operating
instructions including description of cargo ballasting system, side discharge
pipes with sampling points, regular operating procedures, input for automatic
operation, input for manual operation (if any) of locks and discharge valve
control (if applicable), override system, visual and audible warning, recorded
output parameters, requirement for manual input configuration, flow rate during
discharge via gravity, and deballasting pump. Instructions for discharging
oil-contaminated water shall be provided in case of equipment failure.
Information above shall be depicted in copies of appropriate diagrams; Reference
to part 1 above is permissible if necessary;
(4) Part 3 Technical
instructions including incident discovery program, maintenance logs, hydraulic
graphs, compressed air graphs, electricity graphs, and system-wide
presentation. Reference to part 1 above is permissible if necessary;
(5) Part 4: Test and
examination procedures include function test areas during installation and
instructions on which registration personnel rely on for initial examination
and during operation. Reference to part 1 above is permissible if necessary;
(6) Appendix 1:
Technical characteristics of the system, including location and installation of
parts, equipment for maintaining intactness of “safety” areas, safety
requirements of electrical equipment in dangerous areas and copies of appraised
drawings, placement of sampling pipes, sampling delay, design and arrangement
of sampling sensors, discharge washing and configuration reset system. Reference
to part 1 above is permissible if necessary;
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10 Provisions under
3.3.1-3 through 3.3.1-9 do not apply to ships carrying bitumen or other petrochemical products in
which case this provisions under this part will prevail where separation of
water from petroleum products is difficult due to In this case, oil tankers
shall be equipped with combined storage system onboard to facilitate discharge
into reception facilities.
11 In respect of oil
tankers operating on domestic voyage and at most 50 nautical miles away from
the nearest land, regulations under 3.3.1-6 through 3.3.1-9 do not apply if VR
deem such exemption is appropriate and if oil tankers only discharge into
reception facilities. In
this case, discharge of oil tankers must be recorded in oil record books.
3.3.2 Oil discharge
system
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, a
discharge manifold for discharging ballast water or oil-contaminated water in
cargo compartments to the sea shall be led to the open deck or to the ship's
side above the waterline in the deepest ballast condition. Unless such discharge
can be implemented via other discharge manifolds in cases (1) or (2) below.
However, in respect of oil tankers to be built under contracts on or after
October 1 of 2007, the discharge shall take place above the waterline in the
deepest ballast condition:
(1) Discharge manifold
for discharging segregated ballast water and clean ballast water if instruments
are available for examining surface of segregated ballast water immediately
before discharge and if discharge is implemented at ports or offshore terminals
via gravity or via pumps at sea where the ballast water exchange is performed
via methods approved by the VR;
(2) Discharge manifold
for discharging segregated ballast water and clean ballast water if oil/water
interface detectors capable of examining ballast water immediately before
discharge according to 3.3.1-8 and if discharge at sea is performed by gravity.
However, even in this situation, discharge manifolds for discharging from slop
tanks shall be led to open deck or to the ship's side above the waterline in
the deepest ballast condition.
3 Means for stopping the
discharge into the sea from a position on the upper deck or above located so
that the manifold in use mentioned under 3.3.2-1 and the discharge to the sea
from the pipelines mentioned under 3.3.2-2 may be visually observed. Means for
stopping the discharge need not be provided at the observation position if a
positive communication system such as a telephone or radio system is provided
between the observation position and the discharge control position.
4 In addition to
regulations under 3.3.2-1 through 3.3.2-3, crude oil tankers of 20.000 tonnes
deadweight and above and oil product tankers of 30.000 tonnes deadweight and
above shall be outfitted with discharge system detailed under (1) and (2):
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(2) 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 or other
effective means. Oil lines of a special small diameter shall be provided and
connected outboard to shore manifolds to transport oil residue to oil tanks or
slop tanks and to shore reception facilities. Cross section of small-diameter
lines shall not exceed 10% that of primary cargo discharge lines.
5 Where oil tankers of at
least 150 in total gross tonnage are outfitted with sea chests connected to
cargo oil lines permanently, shall be equipped with both a sea chest valve and
an inboard isolation valve. In addition to these valves, the sea chest shall be
capable of isolation from the cargo piping system whilst the tanker is loading,
transporting or discharging cargo by use of a positive means. Such a positive
means a facility that is installed in the pipeline system in order to prevent,
under all circumstances, the section of pipeline between the sea chest valve and
the inboard valve being filled with cargo.
3.4 Crude oil washing
system
3.4.1 Regulations
regarding installation
1 Crude oil tankers of
20.000 tonnes deadweight and above shall be outfitted as follows:
(1) COW system
satisfactory to 3.4;
(2) Inert gas system
satisfactory to National Technical Regulation on classification and
construction of sea-going steel ships for cargo tanks and slop tanks;
(3) Manuals of
procedures and systems detailing COW system and operating procedures approved
by VR.
2 Oil tankers other than
those under -1 above and outfitted with COW system shall meet regulations under
3.4, except for 3.4.3-1(2), 3.4.4-1(2) through (5) and 3.4.5-1(2), (4), (6),
and (7).
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1 Piping of COW system
shall satisfy provisions under (1) through (9) below:
(1) COW pipes and
valves in supply pipe system shall be of steel or equivalent materials with
sufficient strength to withstand the highest working pressure and shall be
connected and braced accordingly;
(2) COW pipes shall be
secured and independent from firefighting pipes or pipes other than COW pipes.
However, a part of cargo pipes onboard can be used in junction with COW pipes
if such operation is approved by VR;
In respect of general
cargo ships carrying non-liquid cargo, COW pipes shall be of a type that can be
disassembled when necessary as long as they are airtight upon re-assembly for
use;
Where tank washing
equipment must be available and mounted to cargo tank lids, flexible pipes
connecting COW system with tank washing equipment shall be used and shall be of
a flanged type approved by VR. Pipe length must not exceed the length necessary
for connecting tank washing equipment to an enclosed position outside of tank
lid. A separate storage units for the flexible pipes shall be required.
(3) Supply pipes for
tank washing shall be outfitted with means for preventing overpressure. Oil overflowing
through safety means installed to prevent overpressure shall be carried to
suction inlets of supply pumps;
(4) Where tank washing
system is outfitted with a water supply valve for water washing, such valve
shall have sufficient strength; where the risk of crude oil infiltrating
washing system is present, a means for closing and opening connected apparatus
shall be provided and joined using flanges;
(5) Where manometers
or other instruments are installed on pipe system, a shut-off valve shall be
installed close to such instruments or such instruments shall be designed to be
airtight;
(6) All elements of
COW system must be located outside of machinery space. Where steam heaters are
equipped to assist tank washing system, such heaters shall be effectively shut
off by double block valves discharge connection that have been clearly marked;
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(8) Pipes shall have
sufficient diameter for simultaneous operation of maximum number of tank
washing equipment at design pressure and discharge rate detailed under
equipment and operational manuals. All pipes shall be so arranged that
necessary number of tank washing equipment for each cargo compartment can
operate simultaneously;
(9) Supply pipes of
COW system shall be secured to ship shell at appropriate locations and be so
installed to accommodate thermal expansion and conform to the shape of ship
shell. Means for securing supply pipes shall be so designed to dissipate
hydraulic shock without displacing the pipes in any significant manner. Where
the pipes are secured must be as far as possible from where crude oil is fed
into pipes. Where a tank washing equipment is used for securing pipe branches,
special means for securing said pipe sections shall be equipped where tank
washing equipment is disassembled.
3.4.3 COW equipment
1 COW equipment shall
satisfy provisions (1) through (7) below:
(1) COW equipment of
tanks shall be firmly secured and designed in a manner is approved by VR;
(2) Technical
performance characteristics of tank washing equipment shall be determined by
diameter of hoses, working pressure, operating methods and cycles. Performance
characteristics of stand-alone tank washing equipment shall allow the equipment
to effectively wash these cargo tanks during the period clearly defined under
equipment and operational manuals;
(3) Tank washing
equipment shall be located in individual cargo tanks and be so installed and
mounted to meet requirements of VR. Where tank washing equipment is installed
at positions that are significantly low below the deck due to protrusion of
tank structures, installation of special brackets for tank washing equipment
and supply pipes shall be taken into consideration;
(4) Stand-alone tank
washing equipment shall be able to be shut off by block valves installed on
supply pipes. Where tank washing equipment installed on deck is detached
regardless of reasons, solutions for shutting off pipes carrying oil to the
equipment shall be implemented if the equipment is detached. Similarly, an
appropriate means for closing cargo tanks in form of metal sheets or other
appropriate means approved by VR shall be equipped;
(5) Where transmission
parts are not integrated with tank washing equipment, tank washing equipment
shall be provided in adequate quantity so that any tank washing equipment does
not have to be moved away from its installation location 3 times or more to
perform tank washing schedule under equipment and operational manuals;
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(a) In respect of
horizontal surfaces of tank bottom and upper side of major hull structure
elements such as longitudinal girders in the tanks, total area of surface at
which direct stream is obstructed by decks, bottom longitudinal girders,
primary girders, longitudinal girders, or similar major hull structure elements
must not exceed 10% total area of horizontal surfaces of tank bottom and upper
side of longitudinal girders and other major hull structure elements;
(b) In respect of
vertical surfaces of side shells of tanks, total area of surface at which
direct stream is obstructed by decks, bottom girders, primary girders,
longitudinal girders, or other major hull structure elements shall not exceed
15% total area of side shells of tanks. Special attention shall be paid to
whether a minimum of 2 tank washing equipment is required to achieve adequate
tank washing result depending on arrangement of structure elements in the tanks.
(7) Structure of tank
washing equipment attached to decks shall be so designed t accommodate means
for indicating rotational speed and motion of equipment outside of cargo tanks.
3.4.4 COW pumps
1 Pumps delivering crude
oil to tank washing equipment shall meet provisions (1) through (5) below:
(1) Pumps delivering
crude oil to tank washing equipment shall be cargo oil pumps or pumps equipped
specifically for this purpose;
(2) Pump capacity
shall be so determined to allow the highest number of tank washing equipment
under equipment and operational manuals to operate at pre-determined pressure
and discharge rate. Where eductors are equipped, the pumps shall be capable of
providing driving fluid for eductors in a manner that satisfies 3.4.5-1(2);
(3) Pump capacity
shall be so determined to satisfy provision under (2) in the event of failure
of a pump. Placement of pumps and pipes shall be so determined to allow COW
system to perform all functions in the event of failure of a pump;
(4) The system shall
be capable of washing tanks using crude oil even when two or more cargo types
are being carried onboard;
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3.4.5 Stripping system
1 Stripping system shall
satisfy provisions (1) through (7) below:
(1) Design of systems
for stripping crude oil at the bottom of cargo tanks shall meet all
requirements imposed by the VR;
(2) Design and
capacity of stripping system shall be so determined to strip all oil and
residues from the bottom of the tanks;
(3) Capacity of
stripping system shall be so determined to satisfy 1,25 times total discharge
amount if all simultaneously operating tank washing equipment where tank
washing is being conducted as per equipment and operational manuals;
(4) For the purpose of
inspecting dryness of cargo tanks following COW, means such as liquid gauges,
manual measuring instruments, and measuring instruments for verifying operating
conditions of stripping system in (6) shall be provided. Unless an accepted
means is installed to effectively verify whether tank bottom is dry, an
appropriate means shall be provided to facilitate physical inspection at the
furthermost section of cargo tanks and 3 other appropriate positions. The term
“dry” implies that areas adjacent to dry suction inlets only contain a small
amount of oil while other areas in general are dry;
(5) For the purpose of
stripping oil from cargo tanks, pumps of volume, self-priming centrifugal pumps,
eductors, or other pumps satisfactory to VR’s requirements shall be used. Where
stripping pipes are connected to multiple tanks, means for isolating tanks that
are not being stripped shall be provided;
(6) A monitoring
system shall be provided to monitor effectiveness of stripping system. The
monitoring equipment shall be located in cargo control rooms at safe,
accessible locations from which stationing personnel can observe and indicate
via remote instruments. Where stripping pumps are provided, a rate meter or a flow
meter or a flow velocity meter and a pressure gauge or other equivalent
instruments shall be installed at connection to discharge pipes. Where eductors
are provided, pressure gauges shall be provided at suction inlets and outlets
of drive fluid of eductors; combined measuring instruments shall be provided at
suction inlets of eductors to function as inspecting instruments;
(7) Structures inside
tanks must be so arranged that oil gutters of stripping system to suction wells
of tanks are satisfactory to (2) and (4).
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Where stand-alone
segregated ballast tanks are not available and where cargo tanks must be used
as ballast, oil stripping devices must be provided to safely and effectively
remove oil from channelizing pipes of pumps prior to ballasting process.
Chapter
4 REGULATIONS FOR TRANSITION PERIOD
4.1 General provisions
4.1.1 Application
requirement
1 Provisions under this
Chapter applies to structures and equipment for preventing pollution caused by
oil in ships built before August 25, 1983 unless otherwise specified under -3
and -4 below.
2 Ships regulated by this
Chapter must meet requirements under Chapter 1, Chapter 2, and Chapter 3
according to Schedule 3.13.
3 Oil tankers of 5.000 tonnes
deadweight and above, built or laid keel or delivered before the time limit
under 3.1.1-2 must satisfy 4.3.10. However, these regulations are not mandatory
for:
(1) Oil tankers
satisfactory to 3.2.4;
(2) Oil tankers satisfactory
to 3.2.4(1)(a)(i) and (ii) or 3.2.4(1)(b)(i), (ii), and (iii) or 3.2.4(1)(c).
In this case, separation distance for side shells and bottom shells must
satisfy to corresponding regulations under 2.6.1(2) of Part 8E Section II of
the National Technical Regulation on classification and construction of
sea-going steel ships and 3.2.3(2)(c)(ii).
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4.1.2 Definitions
1 In this Chapter, the
definitions below have their meaning attributed to them as follows:
(1) Ships that are not
oil tankers
(a) “Ship N” means a
ship that:
(i) Is built under
contracts signed after December 31, 1975 or has its keel laid after June 30,
1976; or
(ii) Is delivered after
December 31, 1979; or
(iii) Undergoes major
modification as seen in:
1) Modification
contracts are signed after December 31, 1975; or
2) Modification work
started after June 30, 1976; or
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(b) “Ship E” means a
ship that is not “N ship”.
(2) Oil tankers
(a) “Ship NN” means a
ship that falls under any of the cases below:
(i) The ship is built
under contracts signed after December 31, 1975 or has its keel laid after June
30, 1976; or
(ii) The ship is delivered
after June 1, 1982; or
(iii) The ship
undergoes major modification as seen in:
1) Modification
contracts are signed after June 01, 1982; or
2) Modification work
started after January 01, 1980; or
3) Modification work
finished after June 01, 1982.
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(i) The ship is built
under contracts signed between December 31, 1975 and June 1, 1979; or
(ii) The ship has its
keel laid between June 30, 1976 and January 1, 1980; or
(iii) The ship is delivered
between December 31, 1979 and June 1, 1982; or
(iv) The ship
undergoes major modification as seen in:
1) Modification
contracts are signed between December 31, 1975 and June 1, 1979; or
2) Modification work
started between June 30, 1976 and January 1, 1980; or
3) Modification work
finished between December 31, 1979 and June 1, 1982.
(c) “EE ship” means a
ship that is not “NN ship” or “EN ship”.
(3) “New ship” means “N
ship”, “NN ship”, and “EN ship”;
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(5) “Major
modification” means modification that falls under any of the cases detailed
under (a) through (d) below. However, modification of EE ship of 20.000 tonnes
deadweight and above so as to comply with 3.2.3 and 3.4.1 shall not be
considered major modification.
(a) Modification that
significantly alters size or weight capacity of the ship; or
(b) Modification that
alters ship type; or
(c) Modification is
performed for the purpose of extending useful life of the ship according to
VR’s recommendation; or
(d) Modification that
alters other details in a manner that causes a new ship to adopt appropriate
regulations of Part 1 except for existing ship.
(6) “Heavy-duty diesel
oil” means diesel oil for use in maritime and of which composition differs
where at least 50% of the hydrocarbon fractions (by volume) distil at most 340 oC
during tests approved by the VR;
(7) “FO oil” means
heavy hydrocarbon fractions collected or residue of crude oil or mixture of
these ingredients to be used as fuel for heat or energy of which
characteristics are equivalent to technical properties approved by the VR;
(8) “Heavy grade oil”
means:
(a) Crude oil whose
density at 15 oC is greater than 900 kg/m3;
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(c) Bitumen, asphalt,
and emulsions thereof.
(9) “Category 1 oil
tanker” means an oil tanker of 20.000 tonnes deadweight and above for carrying
crude oil, FO, heavy-duty diesel oil, or lubricants or ship of 30.000 tonnes
deadweight and above for carrying oil other than the aforementioned oil, these
ships do not qualify as NN ship;
(9) “Category 2 oil
tanker” means an oil tanker of 20.000 tonnes deadweight and above for carrying
crude oil, FO, heavy-duty diesel oil, or lubricants as cargo or ship of 30.000 tonnes
deadweight and above for carrying oil other than the aforementioned oil, these
ships qualify as NN ship. However, oil tankers of 20.000 to less than 30.000 tonnes
deadweight satisfactory to 3.2.3(1) and 3.2.3(2) shall be considered “category
2 oil tanker” otherwise “category 1 oil tanker”;
(11) “Category 3 oil
tanker” means an oil tanker of 5.000 tonnes deadweight and above that does not
meet deadweight requirement of (9) and (10).
4.2 General
requirements
4.2.1 Fore side tank
arrangement
Regulations under
1.2.1-1 apply to ships whose construction contracts are signed after January 1,
1982 or construction process started after July 1, 1982 in respect of ships of
a gross tonnage of 400 or more, N ship, EN ship, and NN ship.
Schedule
3.13 Application of Chapter 1, 2, and 3 to ships defined under 4.1.1-1
×:
Applicable; ○: Not applicable; ─ : Beyond scope of application
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Not
oil tanker
Oil
tanker
N
ship
E
ship
NN
ship
EN
ship
EE
ship
Chapter 1
General provisions
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×
×
×
×
×
1.1.2
×
○
×
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○
1.2.1-1
1.2.1-2
1.2.1-3
×
×
×
○
○
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×
×
×
○
×
×
○
○
×
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Equipment preventing
pollution caused by oil from machinery space
2.2.1-1
×
×
×
×
×
(1) and (2) of
2.2.1-1
×
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×
×
○
2.2.2 except (1) and
(2) of 2.2.2-1
×
×
×
×
×
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×
○
×
×
○
2.4.1
×
×
×
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×
2.4.2
×
×
×
×
×
Chapter 3
Structure and
equipment for preventing pollution caused by oil transported in bulk
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─
─
×
×
×
3.2.2-1
3.2.2-2
3.2.2-3
3.2.2-4
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─
─
─
─
─
─
─
─
─
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×
×
×
(1)
×
×
×
×
×(1)
×
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○
○
○
○
○
3.2.3
─
─
×
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○
3.3.1
─
─
×
×
×
3.3.2-1
3.3.2-2
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3.3.2-4(1)
3.3.2-4(2)
─
─
─
─
─
─
─
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─
─
×
×
×
×
×
×
×
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○
×(4)
×
×
○
○
×(4)
3.4.1
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×
○(2)
○(2)
3.4.2
─
─
×
×
×
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─
─
×
×
×
3.4.4
─
─
×
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×
3.4.5
─
─
×
×
×
3.4.6
─
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×
×
×
Note:
(1) This does not apply to
3.2.2-3(3);
(2) This applies to 3.4.1(3);
(3) This does not apply to
oil tankers of less than 70.000 tonnes deadweight;
(4) This applies to crude
oil tankers of 40.000 tonnes deadweight and above.
4.2.2 Containment and
discharge of oil residue
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4.3 Equipment for
preventing pollution caused by oil transported in bulk
4.3.1 Placement of
partitions in cargo oil compartments
1 Regulations under 3.2.1-2(3) through (6)
apply to EE ships that fall under any of the cases detailed in (1) or (2) below
and these ships must meet these requirements before October 2, 1985:
(1) Oil tankers are delivered
no later than January 1, 1977;
(2) Oil tankers:
(a) are delivered not
later than January 1, 1977; and
(b) are subject to
construction contracts signed after January 1, 1974 or are under construction
after June 30, 1974 in case of absence of construction contracts.
4.3.2 Subdivision and
damage stability
Regulations below are
mandatory in respect of N ships N and EN ships in lieu of 3.2.2-3(3). Damage
stability at final flooded state must be inspected by the VR and can be deemed
sufficient if righting lever is at least 20o above stability curve
where the maximum righting lever is at least 0,1 m. VR must take into account
potential risks pertaining to whether or not openings are protected as they may
become temporarily flooded within remaining stability limits.
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1 While complying with
4.3.3-2, all EN ships and EE ships carrying crude oil and of 40.000 tonnes
deadweight and above must be outfitted with segregated ballast tanks compliant
with 3.2.3(1). However, regulations under 3.2.3 apply to EN ships carrying
crude oil and of 70.000 tonnes deadweight and above.
2 Other than ships
expected to carry crude oil and unsuitable for crude oil washing, it is
permissible to outfit COW system satisfactory to regulations under 3.4 in lieu
of segregated ballast tanks.
3 EN ships and EE ships
carrying product oil and of 40.000 tonnes deadweight and above shall be outfitted
with segregated ballast tanks satisfactory to 3.2.3(1) or clean ballast tanks
satisfactory to 4.3.4. However, regulations under 3.2.3 apply to EN ships
carrying product oil and of 70.000 tonnes deadweight and above.
4.3.4 Regulations
applicable to oil tankers outfitted with clean ballast tanks
1 Clean ballast tanks
accord to 4.3.3-3 must be of a volume equivalent to that of segregated ballast
tanks under 3.2.3 and as such must be used solely for containing clean ballast
water.
2 Placement and use solutions
of clean ballast tanks must satisfy conditions deemed appropriate by the VR.
3 Oil tankers carrying
oil product operating under clauses pertaining to clean ballast tanks must be
outfitted with oil content meters approved by the VR so that oil contents of
discharged segregated ballast water can be properly examined.
4 All oil tankers
carrying oil product and operating under clauses pertaining to clean ballast
water must be outfitted with operation instruction of clean ballast waters
which contain detail presentation on solutions and arrangement. The instruction must be
examined by the VR and must contain all information on technical performance
characteristics defined under 4.3.3-2.
4.3.5 Oil tankers engaged
in specific trades
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4.3.6 Oil tankers carrying
special ballast
Where VR deems
appropriate, EN ships and EE ships built in a manner satisfactory to minimum
draft and trim requirements under 3.2.3(1) without being in ballast can be
considered compliant with regulations on segregated ballast under 4.3.3.
4.3.7 Arrangements for
the retention of oil on board
1 In respect of EE ships,
the term “1/30.000” under 3.3.1-6(4) can be construed as “1/15.000”.
2 In respect of EE ships
and EN ships of 40.000 tonnes deadweight and above, regulations under 3.3.1-6
through 3.3.1-8 do not apply if VR approves after considering operating range
of the ships.
4.3.8 Discharge arrangements
1 Notwithstanding
regulations under 3.3.2-2 applying to EN ships and EE ships, discharge
manifolds for discharging to the sea can be placed below waterline under case
(1) or (2) below:
(1) Oil tankers
operate under clauses pertaining to CBT, cannot discharge ballast water from
CBT at positions above waterline if the ships have not undergone modification,
and the ships are outfitted with oil content meters mentioned under 4.3.4-3; or
(2) Contaminated
ballast water or oil-contaminated water is carried from cargo tanks through
fixed manifolds to positions where it can be partially seen from upper deck or
other higher accessible areas. However, such separating equipment must be
examined by the VR for technical performance characteristics, including
structure, installation, and operation as part of separator system in order to
examine onboard discharge.
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EN ships or EE ships
which are required to be provided with segregated ballast tanks, a crude oil
washing system, or to be operated with the provisions of clean ballast tanks
are to meet the requirements of 3.3.2-4(2). However, those ships already
provided with pipelines in smaller pipe diameter, the required pipe diameter
may be reduced to small diameter not exceeding 25% of the sectional area of the
cargo oil discharge main.
4.3.10 Prevention of accidental
oil pollution
1 A Category 2 or 3 oil
tanker of 15 years and over after the date of its delivery may operate subject
to the approval by the VR for compliance with CAS approved by MEPC.94(46).
2 An oil tanker,
excluding ships satisfied the conditions as deemed appropriate by the VR, is to
comply with the requirements specified in 3.2.4 not later than the date
specified in Schedule 3.13.
3 Notwithstanding the
requirement of -2 above, VR may allow continued operation of a Category 2 or 3
oil tanker beyond the date specified in Schedule 3.13, subject to the approval
by VR, provided that the operation is not go beyond the anniversary of the date
of delivery of the ship in 2015 or the date on which the ship reaches 25 years
after the date of its delivery, whichever is the earlier date.
4.3.11 Prevention of
oil pollution from oil tankers carrying heavy grade oil as cargo
1 An oil tanker,
excluding ships satisfied the conditions as deemed appropriate by VR, of 600
tonnes deadweight and above carrying heavy grade oil as cargo is to comply
with:
(1) The requirements
specified in 3.2.4 not later than April 5, 2005 if 5,000 tonnes deadweight and
above; or
(2) The requirements
of 3.2.4(2)(a) and 3.2.4(1)(a)i) not later than the date of delivery of the
ship in the year 2008 if 600 tonnes deadweight and above but less than 5,000
tonnes deadweight. However, the distance w specified in 3.2.4(2)(b) may be used
in complying with requirement of 3.2.4(1)(a)i).
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Schedule
3.14 Application date for oil tankers
Category
of oil tanker
Year
Category 1
April 5, 2005 for
ships delivered on April 5, 1982 or earlier.
2005 for ships
delivered after April 5, 1982.
Category 2
April 5, 2005 for
ships delivered on May 5, 1977 or earlier.
Category 3
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2006 for ships
delivered in 1978 and 1979
2007 for ships
delivered in 1980 and 1981
2008 for ships
delivered in 1982
2009 for ships
delivered in 1983
2010 for ships
delivered in 1984 or later.
Note:
Year specified in the
table, for example 2005, means the anniversary of the date of delivery of the
ship in the year.
PART
4 STRUCTURE AND EQUIPMENT FOR PREVENTING POLLUTION CAUSED BY DISCHARGE OF NOXIOUS
LIQUID TRANSPORTED IN BULK
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1.1 General provisions
1.1.1 Application
requirement
The requirements of
this Chapter apply to construction and equipment for the prevention of
pollution by noxious liquid substances in bulk. However, the application of
requirements of this Part may be deferred or modified where deemed appropriate
by VR taking into account each noxious liquid substance.
1. 2 Definitions
1.2.1 Definitions
1 In this Part, the
definitions below have their meaning attributed to them as follows:
(1) “Clean ballast”
means the ballast loaded in a tank which, since it was last used to carry a
noxious liquid substance, has been treated in accordance with the one of the
requirements of the following (a) through (d) depending upon the kind of
noxious liquid substances and has been emptied.
(a) Where a substance
in Category X is carried: to prewash or wash with cargo content confirmed and
discharge the tank washings to shore reception facilities; to carry out
additional washing and discharge the residue/water mixture resulting therefrom;
(b) Where a high
viscosity or solidifying substance in Category Y is carried; to prewash and
discharge the tank washings to shore reception facilities; to carry out
additional washing and discharge the residue/water mixture resulting therefrom;
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(d) Remove the
residues by ventilated washing.
(2) “Bulk Chemical
Code” means the Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk adopted by the Marine Environmental Protection
Committee of IMO as a resolution MEPC.20(22), and was adopted in accordance
with the procedure prescribed in Article 16 Amendments (an amendment to an
Appendix to an Annex to the Convention) including valid amendments to the Code;
(3) “Residue/water
mixture” means the residues to which water has been added for any purpose (e.g.
tank cleaning, ballasting, bilge slop);
(4) “Associated
pipeline” means the cargo discharge pipeline between the suction point in cargo
tanks and the junction with the shore connection used for discharging cargo
(including pumps and strainers), and other pipelines (including pumps and
strainers) connected and open to the cargo discharge pipeline when discharging
cargo;
(5) “Solidifying
substance” means, for noxious liquid substance with a melting point lower than
15 oC, a substance whose
temperature at cargo unloading is higher by less than 5 oC than its own melting
point; and for noxious liquid substance with a melting point of 15 oC, or more, a substance
whose temperature at cargo unloading is higher by less than 10 oC than its own melting
point;
(6) “Non-solidifying
substance” means a noxious liquid substance other than solidifying substances.
(7) “High viscosity
substance” means a noxious liquid substance in Category X or Y with a viscosity
equal to or greater than 50 mPa.s at the unloading temperature;
(8) “Low viscosity
substance” means a noxious liquid substance other than high viscosity
substances.
(9) “Category X
noxious liquid substances” (hereinafter referred to as “Category X substances”)
are substances, which are bioaccumulated and liable to produce a hazard to
aquatic life or human health, listed in Schedule 8E/17.1 Part 8E Section II of
the National Technical Regulation on classification and construction of
sea-going steel ships with an entry “X” in column ’c’ of those schedules or
those provisionally assessed under the provisions of regulation 6.3 of Annex II
of MARPOL as Category X substances;
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(11) “Category Z
noxious liquid substances” (hereinafter referred to as “Category Z substance”)
are substances, which are slightly toxic to aquatic life, listed in Schedule
8E/17.1 in Part 8E Section II of the National Technical Regulation on
classification and construction of sea-going steel ships with an entry “Z” in
column ’c’ of those schedules or those provisionally assessed under the
provisions of regulation 6.3 of Annex II of MARPOL as Category Z substances;
(12) “Depth of water”
means the charted depth;
(13) “Vegetable oils”
are substances listed in Schedule 8E/17.1 in Part 8E Section II of the National
Technical Regulation on classification and construction of sea-going steel
ships with superscript “(k)” in column ‘e’ of those schedules.
(14) “Electronic
record” means an equipment or system approved by the VR to electronically record
details pertaining to discharge, conversion, and other activities in accordance
with this Part as opposed to physical record.
(15) “persistent
floater” means a slick forming substance with the following properties:
(a) Density: ≤ sea
water (1.025 kg/m3 at 20 oC);
(b) Vapour pressure: ≤
0,3 kPa;
(c) Solubility: ≤ 0,1
% (for liquids); ≤ 10 % (for solids);
(d) Kinematic
viscosity: > 10 cSt at 20 oC.
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2.1 General provisions
2.1.1 Application
requirement
The requirements of
this Chapter apply to noxious liquid substances in bulk.
2.2 Requirements
regarding structural and equipment installation
2.2.1 Equipment for
preventing discharge of noxious liquid
1 For noxious liquid
substances in bulk, equipment for the prevention of discharge of noxious liquid
substances specified in Schedule 4.1 are to be provided according to the
Category and physical properties of the noxious liquid substance to be carried,
and sea areas for discharge.
2 For ships intending to
remove residues of a noxious liquid substance with a vapour pressure exceeding
5 kPa at 20 oC by ventilation, ventilated tank washing system is to
be provided in addition to the equipment specified in the preceding 2.2.1-1.
Schedule
4.1 Equipment for preventing discharge of noxious liquid
Substance classification
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Category Y
Category Z
Equipment
Sea area of discharge
Outside of
Antarctic area
Physical properties
All substances
High viscosity
or solidifying property
Low viscosity
or non-solidifying property
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Prewash system
x
x
-(1)(4)
-(1)
Stripping system
x
x
x
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Discharge outlet below waterline
x (2)
x (2)
x (2)
x (2)
Arrangements for discharge to reception
facilities
x
x
x (3)
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Symbol:
“x”: To be provided “-”:
Not required to be provided
Note:
(1) If the unloading
of a substance is not carried out in accordance with the Manual for procedures
and arrangements for discharge of noxious liquid substance, a prewash shall be
carried out;
(2) Any ship which discharges
only clean ballast may be exempted from this requirement;
(3) Any ship which
does not discharge unnecessary noxious liquid substances generated on board may
be exempted;
(4) A prewash is to be
carried out for persistent floaters with melting points equal to or greater
than 0 ºC, as identified by “16.2.7” in column 'o' of Chapter 17 of the IBC
Code in the sea areas indicated in regulation 13.9 of Annex II.
3 Notwithstanding the
requirements of 2.2.1-1 and 2.2.1-2, the equipment for the prevention of
discharge of noxious liquid substances required to be installed in ships
complying with the requirements of the following (1) and (2) are segregated
ballast tank and arrangements for discharge to reception facilities.
(1) Where it is
intended to repeatedly carry in each tank only one of noxious liquid substances
or compatible substance (this means one of noxious liquid substances requiring
no tank cleaning for loading another substance which differs from the substance
in question after its unloading);
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4 Notwithstanding the
requirements in the preceding 2.2.1-1 to 2.2.1-3 above, the equipment for
preventing discharge of noxious liquid substances to be provided in ships
carrying noxious liquid substances of which vapour pressure exceeds 5kPa at 20 oC
intending to remove the residues by ventilation are to be the ventilated
washing system.
5 Ships are to be
provided with the Manual for procedures and arrangements for discharge of
noxious liquid substance, approved by VR in accordance with Appendix 4 of Annex
II. In
respect of ships operating on international voyages where language in use is
neither English, French, or Spanish, a translation to any of the aforementioned
languages must be provided.
6 Ships are to be
provided with the cargo record book, recorded loading of cargo, internal
transfer of cargo, unloading of cargo, cleaning and prewash of cargo tank,
discharge into the sea of tank washings, ballasting of cargo tanks and
discharge of ballast water from cargo tanks, etc. The cargo record book,
whether as a part of the ship's official logbook, as an electronic record book
which is to be approved by VR taking into account the MEPC.312(74), or
otherwise, is to be in the form specified in Appendix II to Annex II.
2.2.2 Requirements for ships
carrying Category X substances, Category Y substances or Category Z substances
Ships carrying Category
X substances, Category Y substances or Category Z substances, at beginning
stage of construction after July 1, 1986, are to comply with the requirements
in Part 8E Section II of the National Technical Regulation on classification
and construction of sea-going steel ships. Ships carrying Category X
substances, Category Y substances or Category Z substances, at beginning stage
of construction before July 1, 1986, are to comply with the requirements of the
Bulk Chemical Code applicable to ships specified in the requirements of the
Code shown in Schedule 4.2 according to the mode of service and date of
construction.
Schedule
4.2 Requirements for existing ships Carrying Category X substances, Category Y substances
or Category Z substances
Mode
of navigation
Date
of keel laying or placing building contracts
No.
of applicable Bulk Chemical Code
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Ships whose building
contract in placed before November 2, 1973
1.7.3
Ships whose building
contract in placed on and after November 2, 1973 and ships at beginning stage
of construction before July 1, 1983
1.7.2
Ships other than the
above
Ships at beginning
stage of construction before July 1, 1983
1.7.3
Ships at beginning
stage of construction on and after July 1, 1983 before July 1, 1986
1.7.2
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1 Notwithstanding the
provisions in 2.2.2, VR may exempt ships from the carriage requirements under
Part 8E Section II of the National Technical Regulation on classification and
construction of sea-going steel ships or Bulk Chemical Code for ships certified
to carry individually identified vegetable oils in Schedule 17.1 in Part 8E
Section II of the National Technical Regulation on classification and
construction of sea-going steel ships, provided the ships complies with the
following conditions:
(1) Ships shall meet
all requirements for ship type 3 as identified in 2.1.2-1(3) in Part 8E Section
II of the National Technical Regulation on classification and construction of
sea-going steel ships except for cargo tank location.
(2) Under this
regulation, cargo tanks shall be located at the following distances inboard.
The entire cargo tank length shall be protected by ballast tanks or spaces
other than tanks that carry oils as follows:
(a) Wing tanks or
spaces shall be arranged such that cargo tanks are located inboard of the
moulded line of the side shell plating nowhere less than 760 mm;
(b) Double bottom
tanks or spaces shall be arranged such that the distance between the bottom of
the cargo tanks and the moulded line of the bottom shell plating is not less
than B/15 (m) or 2.0 m at the centerline, whichever is the lesser. The minimum
distance shall be 1.0 m.
Chapter
3 EQUIPMENT FOR PREVENTING DISCHARGE OF NOXIOUS LIQUID
3.1 General provisions
3.1.1 Application
requirement
1 The requirements of
this chapter apply to equipment for the prevention of discharge of noxious
liquid substances provided in ships carrying noxious liquid substances in bulk
in accordance with the requirements of Chapter 2.
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3.2 Prewashing system
3.2.1 General
provisions
Prewashing systems are
to meet the requirements of 3.2.2 to 3.2.4 according to physical properties of
the noxious liquid substances to be carried and prewashing procedures under Appendix
6 of Annex II.
3.2.2 Washing machines
1 Where Category X
substances or solidifying substances are to be carried, washing machines are to
be located at such positions as all of the tank surfaces can be washed by
taking into account the washing fluid pressure, capacity and reach of injection
flow.
Where Category Y
substances are to be carried, washing machines are to be located at appropriate
positions, so that tank washing is performed by rotary jets operated by a
sufficiently high hydraulic pressure.
2 Washing machines are to
have sufficient corrosion resistance against noxious liquid substances.
3.2.3 Pumps for washing
machines
1 Pumps for washing
machines are to be capable of supplying sufficient wash water that the washing
machine in accordance with the requirements of 3.2.2-1 requires.
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3.2.4 Wash water
heating system
To ships intended to
carry solidifying substances or those with a viscosity of 50 mPa.s or more at
20 oC the wash water heating system is to be provided so that
washing can be done with hot water at a temperature of 60 oC or
more, unless the properties of all of such substances make the washing less
effective.
3.3 Stripping system
3.3.1 General
provisions
The stripping system is
to be capable of drawing the noxious liquid substances at the bottom of the
tank either with a pump or with an eductor when the cargo tank is washed.
3.3.2 Capacity of
stripping system
The stripping system is
to be capable of reducing noxious liquid substances to the volumes shown in
Schedule 4.3 according to the date of keel laying of the ship and the
classified category of noxious liquid substance. This must be proven via
operation complaint with Appendix 5 of Annex II where water is used as test
solutions. Test procedures must be examined by the VR.
3.3.3 Blowing system
For improving the
capacity of stripping system specified in the preceding 3.3.2 above, a blowing
system may be provided. In this case, for acceptance purposes, blowing system
must be tested with stripping system.
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Category
of ship
Quantity
of stripping residue
Category
X substance
Category
Y substance
Category
Z substance
Ships at beginning
stage of construction before July 1, 1983
0,3
m3 or less
0,3
m3 or less
0,9
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0,1
m3 or less
0,1
m3 or less
0,3
m3 or less
Ships at beginning
stage of construction on and after January 1, 2007
0,075
m3 or less
0,075
m3 or less
0,075
m3 or less
Note:
In respect of a ship
other than a chemical tanker constructed before January 1, 2007 which cannot
meet the requirements for the pumping and piping arrangements for substance in
Category Z referred to in Schedule 18.1 in Part 8E Section II of the National
Technical Regulation on classification and construction of sea-going steel
ships no quantity requirement shall apply. Compliance is deemed to be reached
if the tank is emptied to the most practicable extent.
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3.4.1 General
provisions
The underwater
discharge arrangements are to be consisting of the overboard discharge outlets
below the waterline, discharge pump and discharge pipelines.
3.4.2 Arrangements of
discharge outlets
1 Ships certified to
carry substances of Category X, Y or Z shall have an underwater discharge
outlet. In
respect of ships constructed before January 1, 2007 and certified to carry
substances in Category Z an underwater discharge outlet is not mandatory.
2 The underwater
discharge system is to be located within the cargo area in the vicinity of the
turn of bilge to prevent the redrawing of noxious liquid substance through the
sea water intake of the ship.
3.4.3 Size of discharge
outlets
1 The underwater discharge
arrangements are to be such that the residues or residue/water mixtures to be
discharged into the sea do not pass through the ship’s boundary layer. In this case, the
diameter of the discharge outlet, when the discharge is made normal to the ship
side shell plating, is to be not smaller than the value calculated by the
following formula:
D = QD /5L
Where:
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L: Distance from
forward perpendicular to discharge outlet (m);
QD: maximum
rate of discharge selected at which the ship may discharge the noxious liquid
substance through the discharge outlet of the ship (m3/h).
2 When the discharge is
directed at an angle to the ship side shell plating, the formula specified
above is to be reduced to:
Do = D.sinθ
Where:
θ: The angle between
side shell plating and centerline of discharge pipe.
D: Determined above.
3.4.4 Discharge pumps
The discharge pump is
to have a sufficient capacity for discharging residue/water mixture.
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3.5.1 General
provisions
1 The arrangements for
discharge to reception facilities are to have a discharge manifold for
connection to reception facilities for the discharge of noxious liquid
substances, and are to be located on the open deck on both sides of the ship.
2 For ships intending to
discharge the residue/water mixture generated by tank washing to reception
facilities exclusively through the discharge arrangements of the ship,
relaxation of the requirements of the preceding -1 above may be considered
where VR judges it to be appropriate.
3.6 Ventilated washing
system
3.6.1 General
provisions
Ventilated washing
system is to be comprised of a ventilation equipment and a device for
confirmation.
3.6.2 Ventilation
equipment
1 The ventilation
equipment is to meet the following requirements (1) through (5):
(1) The capacity is to
be such that an air jet reaching the bottom of the tank in consideration, and
to have a capacity calculated from Figure 4.1 Jet penetration depth is to be
compared against tank height;
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Figure
4.1 Minimum Flow Rate as a Function of Jet Penetration Depth
Jet
penetration depth relative to tank height
(3) Arrangements are
to be made in such a way that an air jet is oriented to the tank sump or the
suction point as far as practicable, and that direct impingement of the air jet
onto the tank structural members can be avoided as far as practicable;
(4) Means are to be
provided so that the residues can be removed from the relevant pipelines
drained.
(5) The ventilation
equipment is to be sufficiently corrosion resistant for the noxious liquid
substances or inert gas.
3.6.3 Verification
device
The verification device
is to be capable of confirming if visible residues are remaining in the tank
and the effect of the ventilated washing either by a visual inspection or
equivalent other means.
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Where the residues are
removed from the tank by means of the ventilated washing system, the safety
hazard concerning the flammability and toxicity of the cargo is to be checked,
and the requirements of 3.6 of this Part and the relevant requirements of the
National Technical Regulation on classification and construction of sea-going
steel ships are to be complied with.
3.7 Segregated ballast
tank
3.7.1 General
provisions
1 The capacity of a
segregated ballast tank is to be such that the draughts and trim of the ship
meet the following requirements (1) to (3) where only the segregated ballast
tank under consideration is filled with ballast water:
(1) The moulded
draught of the ship at midship is the value determined by the following formula
or more:
1,550 + 0,023 Lf
(m)
(2) The aft trim is to
be the value determined by the following formula or less:
1,600 + 0,013 Lf
(m)
(3) The propeller is
to be totally immersed in water.
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CHAPTER
1 GENERAL PROVISIONS
1.1 General provisions
1.1.1 Application
requirement
The requirements in
this Part apply to Shipboard oil pollution emergency plans to be placed on
board ships and offshore drilling rigs and other platforms used for the
exploitation of sea-bed mineral resources.
1.1.2 Equipment
requirements
Every oil tanker of 150
gross tonnage and above, every ship other than an oil tanker of 400 gross
tonnage and above and offshore drilling rigs and other platforms used for the
exploitation of sea-bed mineral resources is to carry on board permanently a
Shipboard oil pollution emergency plan approved by the Society in a place where
it is ready for immediate use. However, unmanned non-self-propelled (UNSP)
barges (as defined in Part 3, 1.1.2-1(9)) need not comply with this
requirement.
CHAPTER
2 TECHNICAL REQUIREMENTS
2.1 General provisions
2.1.1 Precautions for
preparation
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2.1.2 Language
Shipboard oil pollution
emergency plans are to be written in the working language of the master and
officers of the ship. If the language used in the plan is not English, an
English translation is to accompany it for ships not engaged in international
voyages.
2. 2 Entries under
shipboard oil pollution emergency plan
2.2.1 Procedures to be
followed when reporting an oil pollution incident
1 It is to be included in
the plan that the master or other person having charge of the ship should
inform without delay, of actual or probable discharge to the nearest coastal
States.
2 The following items (1)
through (7) are to be entered as the items to be reported:
(1) Ship name, call
sign, flag, size and type of the ship;
(2) Date and time of
incident, position, course, speed;
(3) Radio station
name, date and time of next report, type and quantity cargo/bunkers on board,
shipper;
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(5) Brief details of
pollution including type of oil, estimate of quantity lost, cause of spill,
possibility of continued spill, sea and weather conditions;
(6) Contact details of
ship’s owner/operator/agent including postal address, telephone No. and
facsimile No.;
(7) Post-spill actions
taken and ship’s movements.
2.2.2 List of
authorities or persons to be contacted in the event of an oil pollution incident
Coastal State contacts,
port contacts and ship interest contacts, e.g. owners/operators, charterers,
shippers, underwriters, who are to be contacted if the ship is involved in an
oil pollution incident are to be listed and be included in the Appendices.
2.2.3 Actions to be
taken immediately by persons on board the ship to reduce or control the
discharge of oil following the incident
1 At least the following
items (1) to (3) are to be entered for responding to operational spills:
(1) A detailed description
of the action to reduce or control the discharge of oil and persons in charge;
(2) Procedures for
removal of oil spilled and for the proper disposal of removed oil and clean-up
materials;
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2 At least the following
items (1) to (3) are to be entered to respond to spills resulting from
casualties:
(1) Top priority is to
be given to ensuring the safety of the personnel and the ship.
(2) Detailed
information on the damage sustained by the ship and the oil spill incident is
to be collected and evaluated so that actions can be taken to prevent an
escalation of the incident;
(3) Detailed guidance
for stability and stress considerations or a list of information needed for
assessments at the owner’s head office or other entity.
2.2.4 The procedures
and point of contact on the ship for coordinating shipboard activities with the
national and local authorities in combating the pollution
1 It is to be included in
the plan that the master and other person having charge of ships should contact
the coastal State for authorization before actions are taken to mitigate a
discharge.
2 Sufficient guidance for
the master of the ship on oil pollution control operations to be developed
under the initiative of the owner is to be included.
3 Information on response
systems and organizations of the coastal States along the trade route of the
ship is to be included in the Appendices.
2.2.5 Other information
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2.3 Appendices of
Shipboard oil pollution emergency plan
In addition to the list
specified in 2.2.2 and information shown in 2.2.4-3, the plans and data
specified in the following (1) to (3) are to be appended to the Shipboard oil
pollution emergency plan:
(1) Plans including
general arrangement, midship section, piping diagrams such as cargo oil lines
considered to be used in dealing with an oil spill incident;
(2) Summary flowchart
to guide the master through the various actions and decisions required during
an incident response;
(3) Other items deemed
necessary by the Society.
2.4 Additional
requirements for oil tankers of 5.000 tonnes deadweight and above
2.4.1 Shore-based
support
All tankers of 5,000
tonnes deadweight or more are to have prompt access to computerised,
shore-based damage stability and residual structural strength calculation
programs.
PART
6 SHIPBOARD MARINE POLLUTION EMERGENCY PLAN FOR NOXIOUS LIQUID SUBSTANCES
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1.1 General provisions
1.1.1 Application
requirement
The requirements in
this Part apply to a Shipboard marine pollution emergency plan for noxious liquid
substances to be placed on board ships.
1.1.2 Equipment
requirements
Every ship of 150 gross
tonnage and above certified to carry noxious liquid substances in bulk is to
carry on board permanently a Shipboard marine pollution emergency plan for
noxious liquid substances approved by VR in a place where it is ready for
immediate use.
CHAPTER
2 TECHNICAL REQUIREMENTS
2.1 General provisions
2.1.1 Precautions for
preparation
A Shipboard marine
pollution emergency plan for noxious liquid substances is to be prepared
considering the many variables including type and size of the ship, cargo and
trade routes at the preparation, and so that it is realistic, practical, and
easy to use.
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Shipboard marine
pollution emergency plan for noxious liquid substances is to be written in the
working language of the master and officers of the ship. If the language used
in the plan is not English, an English translation is to accompany it for ships
not engaged in international voyages.
2.1.3 Shipboard marine
pollution emergency plan
In the case of ships to
which the requirements specified in Part 5 hereof also apply, such a plan may
be combined with the Shipboard oil pollution emergency plan required under Part
5. In this case, the title of such a plan is to be “Shipboard marine pollution
emergency plan”.
2.2 Entries in
Shipboard marine pollution emergency plan for noxious liquid substances
2.2.1 Procedures to be
followed when reporting a noxious liquid substance pollution incident
1 It is to be included in
the plan that the master or other person having charge of the ship should
inform without delay, of actual or probable discharge to the nearest coastal
States.
2 The following items (1)
through (7) are to be entered as the items to be reported:
(1) Ship name, call
sign, flag, size and type of the ship;
(2) Date and time of
incident, position, course, speed;
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(4) Brief details of
defects/deficiencies/damage;
(5) Brief details of
pollution including type of oil, estimate of quantity lost, cause of spill,
possibility of continued spill, sea and weather conditions;
(6) Contact details of
ship’s owner/operator/agent including postal address, telephone No. and facsimile
No.;
(7) Post-spill actions
taken and ship’s movements.
2.2.2 List of
authorities or persons to be contacted in the event of a noxious liquid
substance pollution incident
Coastal State contacts,
port contacts and ship interest contacts, who are to be contacted if the ship
is involved in a noxious liquid substance pollution incident, e.g.
owners/operators, charterers, shippers, underwriters, are to be listed and be
included in the Appendices.
2.2.3 Actions to be
taken immediately by persons on board the ship to reduce or control the
discharge of noxious liquid substance following the incident
1 At least the following
items (1) to (3) are to be entered for responding to operational spills:
(1) A detailed
description of the action to reduce or control the discharge of noxious liquid
substance, and persons in charge;
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(3) Procedures for
transfer of the noxious liquid substance from the ship to another ship.
2 At least the following
items (1) to (3) are to be entered to respond to spills resulting from
casualties:
(1) Top priority is to
be given to ensuring the safety of the personnel and the ship;
(2) Detailed
information on the damage sustained by the ship and on the noxious liquid
substance spill incident is to be collected and evaluated so that actions can
be taken to prevent escalation of the incident;
(3) Detailed guidance
to consider stability and strength and a list of information needed for damage
stability and strength assessments at the owner’s head office or other similar
places.
2.2.4 The procedures
and point of contact on the ship for coordinating shipboard activities with the
national and local authorities in combating the pollution
1 It is to be included in
the plan that the master and other person having charge of ships should contact
the coastal State for authorization before actions are taken to mitigate a
discharge.
2 Sufficient guidance for
the master of the ship on oil pollution control operations to be developed
under the initiative of the owner is to be included.
3 Information on response
systems and organizations of the coastal States along the trade route of the
ship is to be included in the Appendices.
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VR may request, in
addition to the items specified in 2.2.1 through 2.2.4, other information that
would be useful to the master of the ship when responding to an emergency
situation.
2.3 Appendices of
Shipboard marine pollution emergency plan for noxious liquid substances
In addition to the list
specified in 2.2.2 and information shown in 2.2.4-3, the plans and items
specified in the following (1) to (3) are to be appended to a Shipboard marine
pollution emergency plan for noxious liquid substances:
(1) Plans including
general arrangement, midship section, piping diagrams such as cargo oil lines
considered to be used in dealing with an oil spill incident;
(2) Summary flowchart
to guide the master through the various actions and decisions required during
an incident response;
(3) Other items deemed
necessary by the Society.
PART
7 EQUIPMENT FOR PREVENTION OF POLLUTION BY SEWAGE
CHAPTER
1 GENERAL PROVISIONS
1.1 General provisions
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1 The requirements in
this chapter apply to the equipment for the prevention of pollution by sewage
from ships.
2 For unmanned
non-self-propelled (UNSP) barges, the following 2.2 need not be applied when
exemptions are granted by VR.
1.1.2 Definitions
1 In this Part, the
definitions below have their meaning attributed to them as follows:
(1) “New ship” means a
ship:
(a) For which the
building contract is placed, or, in the absence of a building contract, is at
beginning of construction on or after September 27, 2003; or
(b) The delivery of
which is on or after 27 September 2006.
(2) “Existing ship”
means a ship which is not a new ship.
(3) “Sewage” means:
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(b) Drainage from
medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and
scuppers located in such premises;
(c) Drainage from
spaces containing living animals;
(d) Other waste waters
when mixed with the drainage defined above.
(4) “Holding tank”
means a tank used for the collection and storage of sewage.
(5) “Special area”
means the following areas:
(a) The Baltic Sea
area
The Baltic Sea proper
with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic
Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.8 N.
(b) Any other sea area
than (a) above, designated by the IMO in accordance with criteria and
procedures for designation of special areas with respect to prevention of
pollution by sewage from ships.
(6) “Person” means
member of the crew and passengers.
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(a) the master and the
members of the crew or other persons employed or engaged in any capacity on
board a ship on the business of that ship;
(b) a child under one
year of age.
(8) “New passenger
ship” is a passenger ship:
(a) For which the
building contract is placed, or in the absence of a building contract, the keel
of which is laid, or which is in similar stage of construction, on or after
June 1, 2019. For this purpose, the wording “a similar stage of construction”
means the stage which falls under (a) and (b) of 1.2.2-1(25) Section I; or
(b) The delivery of
which is on or after June 1, 2021.
(9) “Existing
passenger ship” is a passenger ship which is not a new passenger ship.
(10) “Unmanned
non-self-propelled barge” (UNSP) is a barge which:
(a) is not outfitted
with means of mechanical propulsion;
(b) is not occupied by
people and livestock;
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(b) is not outfitted
with means capable of generating wastewater.
CHAPTER
2 EQUIPMENT FOR PREVENTING POLLUTION CAUSED BY SHIPBOARD SEWAGE
2.1 General provisions
2.1.1 Application
requirement
1 The requirements of
this Chapter apply to the following ships engaged in international voyages:
(1) New ships of 400
tonnage and above;
(2) New ships of less
than 400 gross tonnage which are certified to carry more than 15 persons; and
(3) Existing ships of
400 gross tonnage and above, on 27 September 2008; and
(4) Existing ships of
less than 400 gross tonnage which are certified to carry more than 15 persons,
on 27 September 2008.
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2.2 Regulations on
equipment
2.2.1 Equipment for the
prevention of pollution by sewage
1 For ships specified in
2.1.1-1, the following equipment for the prevention of pollution by sewage is
to be installed:
(1) One of following
sewage systems
(a) A sewage treatment
plant in compliance with -2 below;
(b) A sewage
comminuting and disinfecting system in compliance with -3 below, accompanied
with facilities for the temporary storage of sewage when the ship is less than
3 nautical miles from nearest land; or
(c) A holding tank of
the capacity for the retention of all sewage, having regard to the operation of
the ship, the number of person on board and other relevant factors. The holding
tank is to be constructed to the satisfaction of VR and to have a means to
indicate visually the amount of its contents. The capacity of the tank is to
comply with the following formula:
CT ≥ ANpDa+R
Where:
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A: 0,060 (m3/person/day).
VR may approve to reduce the value of A by considering the flushing system
etc.;
Np: The
total number of persons on board;
Da: the
maximum number of days operating in areas where the discharge of sewage which
is not comminuted or disinfected into the sea is prohibited (minimum 1 day);
R: Initial flush water
capacity necessary according to washing method, etc.
(2) A pipeline to
discharge sewage to a reception facility;
(3) A standard
discharge connection fitted for the pipeline specified in (2) in accordance
with Schedule 7.1. For ships in dedicated trades, alternatively the ship's
discharge pipeline may be fitted with a discharge connection which can be
accepted by the Administration, such as quick-connection couplings.
2 The sewage treatment
plant required in -1(1)(a) above is to be type approved by VR in accordance
with MEPC.227(64), except 4.2 of the Annex to the aforementioned resolution,
and to have a sufficient capacity to treat that calculated by A and Np in
-1(1)(c) above as a standard.
3 The sewage comminuting
and disinfecting system in -1(1)(b) above is to be type approved by VR in
accordance with MEPC.227(64) and to have a sufficient capacity to comminute and
disinfect that calculated by A and Np in -1(1)(c) above as a standard.
Schedule
7.1 Standard dimensions of flanges for discharge connection
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Dimensions
Outer diameter
210
mm
Inner diameter
Corresponding
to outer diameter (*)
Bolt circle diameter
170
mm
Slots in flange
4 holes of 18 mm in
diameter equidistantly placed on a bolt circle of the above diameter slotted
to the flange periphery. The slot width to be 18 mm
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16
mm
Bolts and nuts:
quantity and diameter
4, each of 16 mm in
diameter and of suitable length
The flange is
designed to accept pipesup to a maximum internal diameter of 100 mm and is to
be of steel or other equivalent material having a flat face. This flange,
together with a suitable gasket, is to be suitable for a service pressure of
0.6 MPa.
Note:
(*) For ships a molded
depth of 5 m and less, the inner diameter of the discharge connection may be 38
mm.
2.2.2 Regulation on the
calculation of the discharge rate of untreated sewage from ships
1 In case ships specified
in 2.1.1-1 are provided with the holding tank for the retention of untreated
sewage from ships in 2.2.1-1(1)(c) above, a calculation sheet of maximum
permissible discharge rate is to be approved by VR for the onboard usage, in
accordance with the following requirements:
(a) The maximum
permissible discharge rate is to be calculated by the following formula:
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Where:
DRmax : Maximum permissible
discharge rate (m3/h);
V : Ship’s average
speed (knots) over the period;
d : Draft (m);
B : Breadth (m).
(b) Requirements for
the maximum permissible discharge rate calculation sheet
The maximum permissible
discharge rate calculation sheet is to be presented in tabular format, based on
the formula in (a) above, in accordance with the following requirements (i) to
(iv):
(i) Average speed is
to be recorded in 2 knot increments from 4 knots up to the maximum service
speed;
(ii) Draft is to be
recorded in 1m increments from the minimum operating draft up to the maximum
summer draft;
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(iv) The maximum
permissible discharge rate calculation sheet is to contain ship's information,
such as ship’s name, identification number (IMO number), ship’s breadth (B),
minimum service draft, summer load draft; maximum service speed, maximum
calculated discharge rate.
PART
8 EQUIPMENT FOR PREVENTING SHIPBOARD AIR POLLUTION
CHAPTER
1 GENERAL PROVISIONS
1.1 General provisions
1.1.1 Application
requirement
1 The requirements in
this Part apply to the equipment for the prevention of air pollution from
sea-going ships and fixed offshore platforms, mobile offshore units and
floating storage units used for the exploitation of sea-bed mineral resources.
However, the requirements of this Part need only apply to fixed offshore
platforms of which building contract is placed on or after 1 July 2017.
2 Notwithstanding the -1,
emissions from mobile offshore drilling units, etc. directly arising from the
exploration, exploitation and associated offshore processing of sea-bed mineral
resources may be exempted from the provisions of this Part. Such emissions
include the followings:
(1) Emissions
resulting from the incineration of substances that are solely and directly the
result of exploration, exploitation and associated offshore processing of
sea-bed mineral resources, including but not limited to the flaring of
hydrocarbons and the burning of cuttings, muds, and/or stimulation fluids
during well completion and testing operations, and flaring arising from upset
conditions;
(2) The release of
gases and volatile compounds entrained in drilling fluids and cuttings;
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(4) Emissions from
diesel engines that are solely dedicated to the exploration, exploitation and
associated offshore processing of sea-bed mineral resources.
3 In respect of UNSP,
requirements under 1.2.1, 2.1, 2.2, and 2.4 shall not be mandatory where VR
deems appropriate.
1.1.2 Definitions
1 For the purpose of the
requirements in this Part, the following definitions apply unless specified
otherwise in Chapters 2 or 3:
(1) “NOx
Technical Code” means the Technical Code on Control of Emission of Nitrogen
Oxides from Marine Diesel Engines adopted by the International Conference of
Parties to MARPOL 73/78 in 1997 as resolution 2, as amended by the IMO,
provided that such amendments are adopted and brought into force in accordance
with the provisions of article 16 of the present Convention;
(2) “Ozone depleting
substances” means controlled substances defined in paragraph 4 of Article 1 of
the Montreal Protocol on Substances that Deplete the Ozone Layer, 1987, listed in
Annexes A, B, C or E to the said Protocol.
(3) “Marine pollutant”
means those substances subject to Annex III;
(4) “Diesel engine
manufacturer, etc.” means the diesel engine manufacturer or other responsible
party who applies for the emission verification, component confirmation,
emission testing, document examination and survey, etc. listed in 2.1.3-5(3)
(excluding (d)(iii)) Part 2’
(5) “Engine Family”
means a series of diesel engines to which the guidance specified in 4.3.8 of
the NOx Technical Code applies. These diesel engines are series
produced, proven to have similar NOx emission characteristics
through their design, used as produced, and, during installation on board, and
require no adjustments or modifications which could adversely affect the NOx
emissions;
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(7) “Parent Engine”
means a diesel engine selected as the one which has the highest NOx
emission level among all of the diesel engines in an Engine Family in
accordance with the provisions specified in 4.3.9 of the NOx
Technical Code and that chosen for the Engine Group in accordance with the
provisions specified in 4.4.8 of the NOx Technical Code;
(8) “Components of a
diesel engine” mean those interchangeable parts which influence the NOx
emissions performance, identified by their design/parts number;
(9) “Operating values
of a diesel engine” mean engine data, like cylinder peak pressure, exhaust gas
temperature, etc., from the engine log which are related to the NOx
emission performance. These data are load-dependent;
(10) “Technical File”
means a record containing all details of parameters, including components and
settings of a diesel engine, which may influence the NOx emission of
the engine.
(11) “Setting” of a
diesel engine means adjustment of an adjustable feature influencing the NOx
emissions performance of a diesel engine;
(12) “Substantial
modification of a diesel engine” means as follows:
(a) For diesel engines
installed on ships engaged in international voyages having beginning stage of
construction on or after 1 January 2000 (diesel engines installed on ships not
engaged in international voyages having beginning stage of construction on or
after 1 January 2021), substantial modification means any modification to an
engine that could potentially cause the NOx emission from the engine
to exceed the limits specified in 2.1.2-1. Routine replacement of components of
a diesel engine by parts specified in the Technical File that do not alter NOx
emission characteristics is not be considered a substantial modification;
(b) For diesel engines
installed on ships engaged in international voyages having beginning stage of
construction before 1 January 2000 (diesel engines installed on ships not engaged in
international voyages having beginning stage of construction before 1 January
2021), substantial modification means any modification made to an engine which
increases its existing NOx emission characteristics in excess of the
limits established by the on-board simplified measurement method referred to in
2.1.2-2(2)(b). These changes include, but are not limited to, changes in its
operations or in its technical parameters (e.g., changing camshafts, fuel
injection systems, air systems, combustion chamber configuration, or timing
calibration of the engine). However, installation compliant with 2.1-3 or
certified for compliance with 2.1.2-1(1)(a) through (c) shall not be considered
substation modification for the purpose of applying (13) and 2.1.2-1(2).
(13) “Major
conversion” of a diesel engine means a modification of a diesel engine on or
after 1 January 2000 (1 January 2021 for ships not engaged in international
voyages) which corresponds to any of the following (a) to (c):
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(i) Design and model;
(ii) Rated power;
(iii) Rated speed;
(iv) Use;
(v) Number of
cylinders;
(vi) Fuel system type
(including injection control software, if applicable);
(vii) For engines not
certified to the standards set forth in 2.1.2-1 of this Part, the NOx
critical components and settings (fuel pump model and injection timing,
injection nozzle model, configuration, turbocharger model and auxiliary blower
specification, cooling medium (seawater/freshwater), etc.); and
(viii) For engines
certified to the standards set forth in 2.1.2-1 of this Part, the engine group
or engine family to which these diesel engines belong.
(b) Any substantial
modification of a diesel engine is made to the engine.
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(14) “Emission Control
Areas” means an area where the adoption of special mandatory measures for
emissions from ships is required to prevent, reduce and control air pollution
from NOx or SOx and particulate matter or all three types
of emissions and their attendant adverse impacts on human health and the
environment. Emission control areas are to include those listed in, or designated
under the following (15) and (16);
(15) “NOx
emission control areas” means the following areas:
(a) The North American
area
(i) The sea area
located off the Pacific coasts of the United States and Canada, enclosed by
geodesic lines connecting the coordinates specified in Appendix VII.1 to Annex
VI;
(ii) The sea areas
located off the Atlantic coasts of the United States, Canada, and France
(Saint-Pierre-et-Miquelon) and the Gulf of Mexico coast of the United States
enclosed by geodesic lines connecting the coordinates specified in Appendix
VII.2 to Annex VI;
(iii) The sea area
located off the coasts of the Hawaiian Islands of Hawaii, Maui, Oahu, Molokai,
Niihau, Kauai, Lanai, and Kahoolawe, enclosed by geodesic lines connecting the
coordinates specified in Appendix VII.3 to Annex VI.
(b) The United States
Caribbean area
The sea area located
off the Atlantic and Caribbean coasts of the Commonwealth of Puerto Rico and
the United States Virgin Islands, enclosed by geodesic lines connecting the
coordinates specified in Appendix VII.3 to Annex VI.
(c) The Baltic area
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(d) The North Sea area
The North Sea area
consist seas in the area and boundary between:
(i) the North Sea
southwards of latitude 62°N and eastwards of longitude 4°W.
(ii) the Skagerrak,
the southern limit of which is determined east of the Skaw by latitude 57°44.8΄
N; and
(iii) the English
Channel and its approaches eastwards of longitude 5°W and northwards of
latitude 48°30΄N.";
(e) Any other sea
area, including port areas, designated by the IMO in accordance with criteria
and procedures set forth in Appendix III to Annex VI.
(16) “SOx
Emission Control Areas” means areas, including port areas, defined by IMO
compliant with criteria and procedures under Appendix III to Annex VI. Emission
control areas consist of (a) through (d):
(a) The North American
area
The area specified in
(a) of (15).
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The area specified in
(b) of (15).
(c) The Baltic area
The area specified in
(c) of (15).
(d) The North Sea area
The area specified in
(d) of (15).
(17) “Tanker” means an
oil tanker as defined in Regulation 1 of Annex I or a chemical tanker as
defined in Regulation 1 of Annex II, and includes any of the following (a) to
(c).
(a) Oil tanker
A ship constructed to
carry liquid cargoes in bulk in their cargo spaces (excluding those with cargo
spaces which are adapted to exclusively carry cargo other than oil in bulk);
(b) Ship carrying
noxious liquid substance in bulk
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(c) Combination
carrier
A combination carrier
specified in 1.2.2-1(8) Section I.
(18) “Fuel oil” means
any fuel delivered to and intended for combustion purposes for propulsion or
operation on board a ship, including gas, distillate and residual fuels.
(19) “Calendar year”
means the period from 1 January until 31 December inclusive;
(20) “Company” means
the owner of the ship or any other organization or person such as the manager,
or the bareboat charterer, who has assumed the responsibility for operation of
the ship from the owner of the ship and who on assuming such responsibility has
agreed to take over all the duties and responsibilities imposed by the
International Management Code for the Safe Operation of Ships and for Pollution
Prevention, as amended.
(21) “Marine diesel
engine” means any reciprocating internal combustion engine operating on liquid
or dual fuel, to which regulation 2.1 applies, including booster/compound
systems if applied.
(22) “Installations”
in relation to regulation 1.2.1 means the installation of systems, equipment
including portable fire-extinguishing units, insulation, or other material on a
ship, but excludes the repair or recharge of previously installed systems,
equipment, insulation, or other material, or the recharge of portable
fire-extinguishing units.
(23) “Electronic
record” means an equipment or system approved by the VR to electronically
record details pertaining to discharge, conversion, and other activities in
accordance with this Part as opposed to physical record.
(24) “Electronic
record for engine technical performance characteristics” means an equipment or
system approved by the VR to electronically record details required under this
Part, as opposed to physical record.
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(26) “In-use sample”
means a sample of fuel oil in use on ship.
(27) “Unmanned
non-self-propelled barge” (UNSP) is a barge which:
(a) is not outfitted
with means of mechanical propulsion;
(b) is not outfitted
with system, equipment, and machinery that may produce emission detailed under
this Part.
(c) is not occupied by
people and livestock;
1.1.3 Equivalent
clauses
VR may allow any
fitting, material, appliance or apparatus to be fitted in a ship or other
procedures, alternative fuel oils, or compliance methods used as an alternative
to that required by this Regulation if such fitting, material, appliance or
apparatus or other procedures, alternative fuel oils, or compliance methods are
at least as effective in terms of emissions reductions as that required by this
Regulation.
1.2 General clauses
1.2.1 Ozone-depleting
substances
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(1) Is not coupled to
refill refrigerants; and
(2) Of which
detachable elements do not contain ozone-depleting substances.
2 Equipment containing
ozone-depleting substances shall be so arranged to prevent emission of such
ozone-depleting substances if necessary during maintenance, repair, service, or
discard of such system or equipment.
3 Equipment containing
ozone--depleting substances other than HCFCs must not be installed on:
(1) Ships built on or
after May 19, 2005; or
(2) Ships built before
May 19, 2005 where:
(a) The equipment is
delivered under contract on or after May 19, 2005; or
(b) In the absence of
contractual delivery date, the equipment is loaded onto ship on or after May
19, 2005.
4 Equipment containing
HCFCs shall not be installed on:
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(2) Ships built before
January 01, 2020 where:
(a) The equipment is delivered
under contract on or after January 01, 2020; or
(b) In the absence of
contractual delivery date, the equipment is loaded onto ship on or after
January 01, 2020.
5 All ships to which
International Air Pollution Prevention (IAPP) Certificate is issued in
compliance with 6.1 of Appendix VI shall keep registers of equipment containing
ozone-depleting substances.
6 Each ship which has
rechargeable systems that contain ozone depleting substances is required to
maintain an Ozone Depleting Substances Record Book; the details of which shall
be recorded in form of substance quantity and completed immediately under cases
(1) through (5) below: Such
record may constitute a part of existing ship log or electronic ship log deemed
compliant with MEPC.312(74) by the VR.
(1) Recharge, full or
partial, of equipment containing ozone-depleting substances;
(2) Repair or
maintenance of equipment containing ozone-depleting substances;
(3) Discharge of
ozone-depleting substances to the atmosphere;
(a) Deliberate
(including emission of ozone-depleting substances during maintenance, repair,
or discard), and
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(4) Discharge of
ozone-depleting substances to land-based reception facilities; and
(5) Supply of
ozone-depleting substances to the ship.
1.2.2 Use and carriage
of fuel oil
1 Sulfur content of fuel
oil used or transported for use on ship, including use for emergency equipment
shall not exceed 0,5% m/m.
2 Sulfur content of fuel
oil where ship operates in an emission control area shall, in addition to
meeting requirements in -1, not exceed 0,1% m/m.
3 The sulfur content of
fuel oil referred to in -1 and -2 above is to be documented by its supplier as
required by Regulation 18 of Annex VI.
4 Where exhaust gas
cleaning system is used to meet requirements of -1 or -2 as an alternative to
the use of fuel oil of which sulfur content does not exceed 0,5% or 0,01% m/m,
such exhaust gas cleaning system shall conform to MEPC.259(68).
1.2.3 Delivery of fuel
oil and bunker delivery notes
1 Unless otherwise
accepted in accordance with 18.2.1 through 18.2.5 of Appendix VI, fuel oil for combustion
purposes delivered to and used on board ships is to meet the following (1) and
(2) requirements:
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(a) The fuel oil is to
be blends of hydrocarbons derived from petroleum refining. This is not to
preclude the incorporation of small amounts of additives intended to improve
some aspects of performance;
(b) The fuel oil is to
be free from inorganic acid;
(c) The fuel oil is
not to include any added substance or chemical waste which:
(i) jeopardizes the
safety of ships or adversely affects the performance of the machinery;
(ii) is harmful to
personnel; or
(iii) contributes
overall to additional air pollution.
(2) The fuel oil
derived by methods other than petroleum refining is not:
(a) to exceed the
applicable sulfur content specified in -1 or -2 of 1.2.2;
(b) to cause the NOx
emission from a diesel engine to exceed the limits specified in 2.1.2-1;
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(d) to jeopardize the
safety of ships or adversely affect the performance of the machinery;
(e) to be harmful to
personnel;
(f) to contribute
overall to additional air pollution.
2 For each ship of 400
tons gross tonnage or above engaged in international voyages, details of fuel
oil for combustion purposes delivered to and used on board is to be recorded by
means of a bunker delivery note. The bunker delivery note is to be retained on
board the ship for a period of 3 years after the fuel oil has been delivered on
board. The bunker delivery note is to be kept on board the ship in such a place
as to be readily available for inspection at all reasonable times.
3 The bunker delivery
note referred to -2 is to contain at least the information specified in
Appendix V to Annex VI.
4 The bunker delivery
note referred to in -3 is to be accompanied by a representative sample of the
fuel oil delivered obtained in a way deemed compliant with MEPC.182(59). The
sample is to be sealed and signed by the supplier’s representative and the
master or officer in charge of the bunker operation on completion of bunkering
operations and retained on board the ship in a way deemed compliant with the
MEPC.182(59), labeled, named in English, French, or Spanish until the fuel oil
is substantially consumed, but in any case for a period of not less than 12
months from the time of delivery.
5 The requirements
specified in -1 to -4 above do not apply to coal in its solid form or nuclear
fuels. The
requirements specified in -2 to -4 above do not apply to gas fuels such as
liquefied natural gas, compressed natural gas or liquefied petroleum gas. Sulfur
content of gas fuels delivered to a ship specifically for combustion purposes
on board that ship is to be documented by the supplier.
1.2.4 Substances
prohibited to be incinerated on board
1 Substances prohibited
to be incinerated on board ships are those listed below:
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(a) Oil;
(b) Noxious liquid
substance
(c) Marine pollutants.
(2) Polychlorinated
biphenyls (PCBS);
(3) Garbage containing
heavy metals;
(4) Refined petroleum
products containing halogen compounds;
(5) Polyvinyl
chlorides (PVCs) (except when incinerated in an incinerator complying with the
requirements in 2.4-1(2) or the equivalent);
(6) Sewage sludge and
sludge oil which are not generated by the ship;
(7) Exhaust gas
cleaning system residues.
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2.1 Nitrogen oxide (NOx)
2.1.1 General
provisions
1 Regulations in 2.1
apply to each diesel engine running on liquid fuel or dual fuel and each engine
runs on gas fuel on board, with a power output exceeding 130 kW in any case
from (1) through (4):
(1) Engine,
notwithstanding engines running on gas fuel, installed on board of ships built
on or after January 1, 2000;
(2) Engine,
notwithstanding engines running on gas fuel, undergoing major conversion on or
after January 1, 2000;
(3) Engine,
notwithstanding engine running on gas fuel, installed on board of ships built
on or after March 1, 2016; or
(4) Engine running on
gas fuel, additionally installed or replaced to an extent that it is no longer
identical to previous engine, and installed on board on or after March 1, 2016.
2 Notwithstanding
regulation of -1, this requirement does not apply to diesel engines mentioned
below:
(1) Engines to be used
for emergency purposes, engines installed on lifeboats and in any equipment
used only in case of emergency;
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3 Notwithstanding
requirements under -1(1), marine diesel engines with a power output of more
than 5,000 kW and a per cylinder displacement at or above 90 liters installed
onboard ships constructed on or after 1 January 1990 but prior to 1 January
2000 are to comply with permissible maximum NOx emission limits under
Schedule 8.1(a) as long as an approved method for that engine has been
submitted to the IMO by certifying Government.
4 In respect of marine
diesel engines to which EIAPP is issued for the first time on or after June 1,
2019 and outfitted with exhaust gas recirculation, such discharge system is to
satisfy requirements of MEPC.307(73) standard approved by the VR.
5 Where marine diesel
engines are issued with EIAPP for the first time on or after June 1, 2019 and
outfitted with bleed-off exhaust gas recirculation, such system must satisfy
requirements of MEPC.307(73) or equivalents.
2.1. 2 Installation requirements
1 In respect of marine
diesel engines, exhaust cleaning system for reducing NOx emission
specified under appraised technical documents is to be installed or other
equivalent measures for reducing NOx approved by the VR are to be
adopted in order to ensure that NOx emission measured and calculated in
accordance with -2 below is between permissible limits under Schedule 8.1(a)
through (c) corresponding to the highest engine revolution (see 1.2.42 Part 1A
Section II of the National Technical Regulation on classification and
construction of sea-going steel ships, hereinafter the same).
(1) Marine diesel
engines installed on ships built on or after January 1, 2000.
(a) Tier I
In respect of ships
built on or after January 1, 2000 but prior to January 1, 2011 outfitted with
marine diesel engines.
Schedule
8.1(a) Maximum permissible NOx emission (tier 1)
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Maximum
permissible NOx emission (g/kWh)
N0 < 130
17,0
130
≤ N0
<
2.000
45,0
× N0(-0,2)
2.000
≤ N0
9.8
(b) Tier II
In respect of ships
built on or after January 1, 2011 and outfitted with marine diesel engines.
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Engine
speed N0 (revolution/minute)
Maximum
permissible NOx emission (g/kWh)
N0 < 130
14,4
130
≤ N0 < 2.000
44,0
× N0(-0,23)
2.000
≤ N0
7,7
(c) Tier III
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(i) Ships operating in
NOx emission control area under 1.1.2(15)(a) and (b) and built on or
after January 1, 2016; or
(ii) Ships operating
in other emission control areas other than those specified in 1.1.2(15)(a) and
(b) and built on or after the date on which IMO approves such NOx
emission control zones or the date after that prescribed by IMO in accordance
with 13.5.1.2 of Annex VI, whichever is later.
Schedule
8.1(c) Maximum permissible NOx emission (tier III)
Engine
speed N0 (revolution/minute)
Maximum
permissible NOx emission (g/kWh)
N0 < 130
3,4
130
≤ N0
<
2.000
9,0
× N0(-0,2)
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2,0
(d) Requirements under
(c) do not apply to:
(i) Ships under 24 m
in length, specifically designed and used for recreational purposes; or
(ii) Ships of total
power capacity of marine diesel engine under 750 kW adequately proven to VR to
be incapable of satisfying standards under Schedule 8.1(c) due to ship design
or structure limitations; or
(iii) Ships of a gross
tonnage below 500, at least 24 m in length, and built on or after January 1,
2021, specifically designed and used for recreational purposes.
(2) Major conversion
of marine diesel engines implemented on or after January 1, 2000
Where a marine diesel
engine is replaced by an engine that is not identical to the previous engine or
is additionally installed, standards applicable on the date on which such
replacement or additional installation takes place are to be adopted. However,
in respect of engine replacement, where the VR deems engine replacement
satisfactory to standards under Schedule 8.1(c), such replacement engine is to
satisfy requirements under Schedule 8.1(b). Criteria for determining when
engine replacement satisfactory to Schedule 8.1(c) is not feasible shall
conform to guidelines of IMO under MEPC.230(65).
2 Measurement and
calculation shall satisfy requirements below:
(1) NOx
emission is to be measured and calculated in order to adopt inspection cycle
compliant with (a) through (d) below. Data collected via other tests are not to
be used to calculate emission values:
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(b) For
propeller-law-operated engines the test cycle E3 under Schedule 8.3 shall be
applied;
(c) For constant-speed
auxiliary engines test cycle D2 under Schedule 8.4 shall be applied;
(d) For
variable-speed, variable-load auxiliary engines, not included in (a) through
(c) above, test cycle C1 under Schedule 8.5 shall be applied.
(2) NOx emission shall
be inspected via any of measurement method below and conform to cycle under -5:
(a) Measurement
procedure for inspecting NOx emission at test bed;
(b) Simplified
on-board measurement;
(c) Direct measurement
and supervision on board.
(3) Measurement shall
utilize DM or RM grade fuels (RM grade fuel is only used for measurement
procedures for inspecting emission on test bed if DM grade fuel is not
available) according to IS 8217:2005 or gas fuel compliant with NOx
Technical Code and suitable with engine characteristics. However, where
suitable fuel oils are not available, other fuel oils approved by the VR can be
used;
(4) NOx emission value
and limit shall be rounded to 1 decimal place.
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4 Where a new test cycle
is adopted for diesel engine that has been certified by any test cycle under
-2(1)(a) through (d), verification can be implemented in form of
re-calculation, adoption of measurement results derived from distinct modes in
the initial certification in order to determine total emission in the new
cycle, adoption of corresponding weighting factor of new cycle.
5 NOx
measurement procedures
(1) Measurement
procedures on test bed
The procedures are to
be compliant with Chapter 5 of the NOx Technical Code. In addition,
procedures related to marine diesel engines outfitted with abatement equipment
“selective catalytic reduction” are to be compliant with MEPC.291(71) and
amendments, supplements thereto;
(2) Simplified
on-board measurement
This measurement
procedure is to be compliant with 6.3 of the NOx Technical Code.
However, for the purpose of evaluation in accordance with request under
2.1.3-5(3)(a)(iv)2) Part 2 compliant with simplified on-board measurement,
permissible deviations under 6.3.11 of the NOx Technical Code will
not apply. In addition, procedures detailed under Chapter 5 of the NOx Technical
Code if adopted shall conform to (1) above;
(3) Direct on-board
measurement and monitoring method
This measurement method
is to be compliant with 6.4 and Appendix VIII of the NOx Technical
Code. In addition, provisions under (a) through (g) below must be satisfied:
(a) Data is collected
in the last 30 days compliant with (i) or (ii):
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(ii) Results of
constant supervision and data storage.
(b) Supervision
records are to be kept on-board for 3 months;
(c) Data are to be
calibrated on the basis of environmental and fuel oil characteristics;
(d) Measuring
instruments are to be inspected by manufacturing facilities, operational, and
calibrated in accordance with procedures provided under technical documents of
engine;
(e) Where installation
of exhaust treatment equipment affects NOx emission, measurement
points are to be situated along exhaust stream after such equipment;
(f) Adequate data are
to be collected to calculate practical mean NOx emission;
(g) Where exhaust
cleaning system is installed for marine diesel engines to abate NOx
emission, appropriate observable parameters are to be approved by the VR.
Schedule
8.2 E2 test cycle
Speed
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100%
100%
100%(2)
Power
100%
75%
50%
25%
Weighting
factor(1)
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0,5
0,15
0,15
Schedule
8.3 E3 test cycle
Speed
100%
91%
80%
63%
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100%
75%
50%
25%
Weighting
factor(1)
0,2
0,5
0,15
0,15
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Speed
100%
100%
100%
100%
Power
100%
75%
25%
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Weighting
factor(1)
0,05
0,25
0,3
0,1
Schedule
8.5 C1 test cycle
Speed
Rated
Intermediate(4)
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Torque(3)
100%
75%
50%
10%
100%
75%
50%
0%
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0,15
0,15
0,15
0,1
0,1
0,1
0,1
0,15
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(2) There are exceptional
cases, including large bore engines intended for E2 applications, in which, due
to their oscillating masses and construction, engines cannot be run at low load
at nominal speed without the risk of damaging essential components. In such
cases, the
engine manufacturer shall make application to the VR that the test cycle as
given in table 1 above may be modified for the 25% power mode with regard to
the engine speed. The adjusted engine speed at 25% power, however, shal1 be as
close as possible to the rated engine speed, as recommended by the engine manufacturer
and approved by the VR. The applicable weighting factors for the test cycle
shall remain unchanged;
(3) Ratio between the
required torque and highest torque at determined speed;
(4) Provided by engine
manufacturer, taking into account:
(a) For engines that
are designed to operate over a speed range on a full load torque curve:
(i) If the declared
maximum torque speed is less than 60% of rated speed, then the intermediate
speed shall be 60% of the rated speed;
(ii) The intermediate
speed shall be the declared maximum torque speed if it occurs between 60% and
75% of rated speed;
(i) If the declared
maximum torque speed is greater than 75% of the rated speed, then the
intermediate speed shall be 75% of rated speed.
(b) For engines that
are not designed to operate over a speed range on the full load torque curve at
steady state conditions, the intermediate speed will typically be between 60%
and 75% of the maximum rated speed.
2.1.3 Technical files
and engine specification record books
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Each marine diesel
engine is to be accompanied by a technical file provided by the manufacturer.
The technical file shall contain:
(1) Identification of
those components, settings and operating values of the engine that influences
its NOx emissions including any NOx emission reducing
device or system;
(2) Identification of
the full range of allowable adjustments or alternatives for the components of
the engine;
(3) Full record of the
relevant engine's performance, including the engine's rated speed and rated
power;
(4) At least any of NOx
emission evaluation methods provided under 2.1.2-2(2) and adoption capability
in inspection under 3.2.2-4(2) Part 2, or inspection method for on-board marine
diesel engine specifications, compliant with 6.2 of the NOx
Technical Code. Where direct on-board measurement and monitoring method is
adopted, procedures for calibrating and employing measuring instruments
provided by marine diesel engine manufacturing are required. In addition, where
exhaust cleaning system is installed to reduce NOx emission,
on-board procedures for determining NOx are to be provided;
(5) A copy of test
data compliant with Part 2 Annex V of the NOx Technical Code (where
simplified on-board measurement is adopted compliant with 2.2.5.2 of the NOx
Technical Code to evaluate emission, both test records are required). In
respect of engines associated to a family or group of engine, test data of
sample engines shall also suffice;
(6) If applicable, the
designation and restrictions for an engine that is an engine within an engine
family or engine group in accordance with requirements under Chapter 4 of the
NOx Technical Code;
(7) Specifications of
those spare parts/components that, when used in the engine, according to those
specifications, will result in continued compliance of the engine with the
applicable NOx compliant with 2.1.2-1;
(8) The EIAPP
Certificate, as applicable;
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(10) Where other additional
auxiliary substance is added, such as ammonia, urea, steam, water, fuel oil
additives, etc., means for proving that quantity of such substances suffices to
comply with limits of NOx;
(11) Relevant
information.
2 Engine specification
record books
Each engine is to be
accompanied by an specification record books or electronic specification record
books which contain recordings of all amendments, revision, changes to
specifications, including to components and settings of the engine that may
affect NOx emission after technical documents are appraised.
2.1.4 Recording
information related to NOx emission
The Tier (Tier II or
Tier III) and on/off status of marine diesel engines to which 2.1.2-1(1)(c)
applies and which are certified to both Tier II and Tier III or which are
certified to Tier II only shall be recorded in such logbook or electronic
record book, as deemed by the VR compliant with MEPC.312(74) together with the
date, time and position of the ship in the following cases:
(1) Upon entering a NOx
emission control area under 1.1.2(15);
(2) Upon leaving a NOx
emission control area under 1.1.2(15); or
(3) Upon changing
on/off status in a NOx emission control area under 1.1.2(15).
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2.2.1 Fuel oil
conversion on ships operating in SOx emission control areas
1 For ships using
different fuel oil types compliant with 1.2.2-2 and entering or leaving SOx
emission control area, procedures for fuel oil conversion with sufficient time
to enable fuel oil system to remove fuel oil of which sulfur contents exceed
the limit under 1.2.2-2 before entering the emission control area. Volume of fuel oil of
which sulfur contents are low (satisfactory to 1.2.2-2) in each tank,
information on time, date, and ship location compliant with cases (1) and (2)
below are to be recorded in logbook or electronic record books deemed by the VR
compliant with MEPC.312(74).
(1) Upon completion of
fuel oil conversion before entering SOx emission control area in
order to completely remove all fuel oil used outside of the area and start
using fuel oil compliant with 1.2.2-2;
(2) Upon starting to
convert fuel oil after leaving SOx emission control area and use
regular fuel oils outside of the area.
2 Within the first 12
months from the date on which a SOx emission control area is
established, requirements under 2.2.1 do not apply to the use of fuel oil in
said area.
2.2.2 In-use sampling
points
1 Ships (including mobile
platforms and other platforms) of a gross tonnage 400 or higher and engaged in
international voyages, built on or after April 1, 2022 shall be so outfitted
with or designated sampling points where representative samples (in-use samples)
of fuel oil are collected in accordance with MEPC.1/Circ 864/rev.1 - Guidelines
for on board sampling for the verification of the sulfur content of the fuel
oil used on board ships, 2019, amendments thereto.
2 Ships (including mobile
platforms and other platforms) of a gross tonnage above 400 and engaged in
international voyages, built before April 1, 2022 shall be outfitted with or
designated sampling points mentioned in -1 at a date not later than the first
periodic inspection on or after April 1, 2023.
3 Requirements under -1
and -2 do not apply to systems serving fuel oil in respect of fuel with low flash point used for
propulsion or ship operations.
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1 Ships mentioned in (1)
and (2) are to be outfitted with vapour collection system compliant with -4
upon receiving goods in ports or docks where administrative governments impose
regulations on volatile organic compounds.
(1) Bulk cargo ships;
(2) Ships carrying
liquefied gas in bulk (where cargo handling and storage system allows safe
storage of VOCs that do not contain methane and safe discharge on shore).
2 For ships outfitted
with vapour collection system under -1, guidelines relating to system operating
and containing information below are to be provided:
(1) Piping diagram;
(2) Maximum
permissible transfer rates;
(3) Maximum pressure
drop in the vessel's vapour collection system for various transfer rates;
(4) Relief setting of
each pressure and vacuum relief valve;
(5) Pre-transfer
procedures; and
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3 All tankers carrying
crude oil are have an approved and effectively implemented ship specific VOC
Management Plan appraised by the VR for compliance with MEPC.185(59). Such Plan
shall be so drafted on a case-by-case basis and satisfactory to requirements
below:
(1) Procedures are
provided to minimize VOC emission during loading, voyage, and unloading;
(2) Accounts are to be
taken for VOCs produced by crude oil washing;
(3) Person responsible
for implementation of the Plan is defined;
(4) For ships engaged
in international voyages, such Plan is to be presented in working languages of
masters and officers. Where working languages of masters and officers are not
English, French, or Spanish, a translation to any of these languages is to be
provided.
4 Vapour collection
system must satisfies requirements below:
(1) VR deems compliant
with MSC/Circ.585 of IMO;
(2) Components must
include:
(a) Vapour inlet
ducts;
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(c) High liquid level
alarm;
(d) Pressure gauge.
2.4 Waste incinerators
1 For each ship on which
waste or other substances produced during normal ship operation are
incinerated, incinerating equipment satisfactory to requirements below is to be
provided. However,
incineration of wastewater or sludge oil (collected from filtration of fuel oil
or lubricants, lubricants residue of main propulsion or secondary propulsion,
sludge oil from filter or trays) can be implemented in marine diesel engine or
boilers where the ships are outside of port waters, docks, and estuaries.
(1) Waste incinerators
are to be designed for the primary purpose of incinerating wastes, etc.;
(2) Each waste
incinerator installed onboard on or after January 1, 2000 is to satisfy
requirements below: However, waste incinerators installed onboard before May
19, 2005 can be exempted from the requirement (2) as long as the ships on which
they are installed are not engaged in international voyages;
(a) Is to be
recognized by the VR for compliance with MEPC.244(66) and, upon using standard
oil/waste according to Schedule 8.6, operating within limits defined under
Schedule 8.7;
(b) It is to be
capable of monitoring of combustion flue gas outlet temperature at all times;
(c) In case waste is
fed into the combustion chamber without human assistance while the incinerator
is in normal operating conditions, waste is not to be fed into the unit when
the combustion chamber gas outlet temperature is below 850 oC;
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Schedule
8.6 Standard oil/waste
Oil/waste
Composition
Sludge oil
Sludge oil from heavy fuel oil
75%
Waste lubricating oil
5%
Emulsified water
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Solid waste
(Mixture will have up to 50% moisture and 7%
incombustible solids)
Food waste
50%
Rubbish
50%
Component
Paper
15%
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20%
Rags
5%
Plastic
10%
2 All ships outfitted
with waste incinerators compliant with -1(2) shall be so required to carry
operation manuals provided by manufacturers. Such manuals shall provide instruments
on operation waste incinerators within the limits defined under Schedule 8.7
and include:
(1) Drawings;
(2) Electric diagrams;
(3) Instruction and
maintenance manual.
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Schedule
8.7 Limits for operation of waste incinerators
Item
Limit
O2 in
combustion chamber
6-12%
CO in flue gas
maximum average
220
mg/MJ
Soot number maximum
average
BACHARACH 3 or
RINGELMAN 1 (20% opacity) (A higher soot number is acceptable only during
very short periods such as starting up)
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Maximum
10% by mass
Combustion chamber
flue gas outlet temperature range
850
ºC - 1200 ºC
CHAPTER
3 ENERGY EFFICIENCY OF SHIPS
3.1 General provisions
3.1.1 Objectives
The goal of this
Chapter is to reduce the carbon intensity of international shipping, working
towards the “levels of ambition” set out in the Initial IMO Strategy on
reduction of GHG emissions from ships”.
3.1.2 Functional
requirements
In order to achieve
3.1.1 above, ships subject to this chapter are to comply, as applicable, with
the following functional requirements (1) and (2) to reduce their carbon
intensities:
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(2) The operational
carbon intensity requirements specified in 3.6 to 3.9.
3.1.3 Scope
1 The requirements in
this Chapter apply to all ships of 400 gross tonnage and above other than those
solely engaged in international voyages. However, they do not apply to ships not
propelled by mechanical means, and platforms including FPSOs, FSUs and drilling
rigs, regardless of their propulsion.
2 Notwithstanding -1,
3.2, 3.3, 3.4 and 3.5 do not to apply to ships which have non-conventional
propulsion, except the following (1) and (2).
(1) Requirements 3.2
and 3.4 apply to cruise passenger ships having non-conventional propulsion and
LNG carriers having conventional or non-conventional propulsion delivered on or
after 1 September 2019; and
(2) Requirements 3.3
and 3.5 apply to cruise passenger ships having non-conventional propulsion and
LNG carriers having conventional or non-conventional propulsion.
3 Notwithstanding -1
above, 3.2, 3.3, 3.4, 3.5 and 3.9 do not to apply to category A ships as
defined in the Polar Code.
4 Notwithstanding -1
above, 3.2 and 3.4 need not be applied to ships of 400 gross tonnage and above
which are exempted by the VR from complying with the requirements except in the
following cases:
(1) Ships for which
the building contract is placed on or after 1 January 2017;
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(3) Ship for which the
delivery is on or after 1 July 2019;
(4) New ships or
existing ships in which a major conversion is carried out on or after 1 January
2017.
5 Notwithstanding -1 to
-4, the requirements in this Chapter need not be applied to ships that are not
engaged in international voyages but in an exception of an international voyage
deemed appropriate by the VR.
3.1.4 Terminology
1 In this Chapter, the
definitions below have their meaning attributed to them as follows:
(3) “A ship delivered
on or after 1 July 2019” means:
(a) Ships for which
the building contract is placed on or after September 1, 2015;
(b) In the absence of
a building contract, ships at the beginning stage of construction on or after
March 1, 2016;
(c) Ships for which
the delivery is on or after September 1, 2019.
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(3) “Attained EEDI” is
the EEDI value achieved by an individual ship in accordance with 3.2.
(4) “Attained EEXI” is
the EEXI value achieved by an individual ship in accordance with 3.3.
(5) “Bulk carrier”
means a ship which is intended primarily to carry dry cargo in bulk, including
such types as ore carriers, but excluding combination carriers;
(6) “Calendar year”
means the period from January 1 until December 31 inclusive;
(7) “Combination
carrier” means a ship designed to load 100 % deadweight with both liquid and
dry cargo in bulk;
(8) “Company” means
the owner of the ship or any other organization or person such as the manager,
or the bareboat charterer, who has assumed the responsibility for operation of
the ship from the owner of the ship and who on assuming such responsibility has
agreed to take over all the duties and responsibilities imposed by the
International Management Code for the Safe Operation of Ships and for Pollution
Prevention, as amended.
(9) “Containership”
means a ship designed exclusively for the carriage of containers in holds and
on deck;
(10) “Conventional
propulsion” means a method of propulsion where a main reciprocating internal combustion
engine is the prime mover and coupled to a propulsion shaft either directly or
through a gear box;
(11) “Cruise passenger
ship” means a passenger ship not having a cargo deck, designed exclusively for
commercial transportation of passengers in overnight accommodations on a sea
voyage;
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(13) “Gas carrier”
means a cargo ship constructed or adapted and used for the carriage in bulk of
any liquefied gas but does not include LNG carrier specified in (15);
(14) “General cargo
ship” means a ship with a multi-deck or single deck hull designed primarily for
the carriage of general cargo. This definition excludes specialized dry cargo
ships (e.g. livestock carriers, barge carriers, heavy load carriers, yacht
carriers and nuclear fuel carriers) not included in the calculation of
reference lines for general cargo ships;
(15) “LNG carrier”
means a cargo ship constructed or adapted and used for the carriage in bulk of
liquefied natural gas (LNG).
(16) “Major
conversion” means any of the following:
(a) A conversion that
substantially alters the dimensions, carrying capacity or engine power of the
ship, such as to ship length, designated dry board, increased designated dry
board (unless temporary), or increased total capacity of main engine by at
least 5%;
(b) A conversion that
changes the type of the ship;
(c) A conversion whose
intent in the opinion of the VR is to substantially prolong the life of the
ship;
(d) A conversion which
otherwise so alters the ship that, if it were a newly constructed ship, it
would become subject to relevant provisions of the present convention not
applicable to it as an existing ship;
(e) A conversion which
substantially alters the energy efficiency of the ship and includes any
modifications that could cause the ship to exceed the applicable required EEDI
specified in 3.4 and required EEXI specified in 3.5.
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(a) Ships for which
the building contract is placed on or after January 1, 2013;
(b) In the absence of
a building contract, ships at the beginning stage of construction on or after
July 1, 2013;
(c) ships for which
the delivery is on or after September 1, 2015.
(18) “Non-conventional
propulsion” means a method of propulsion, other than conventional propulsion,
including diesel-electric propulsion, turbine propulsion, and hybrid propulsion
systems.
(19) “Passenger ship”
means a ship which carries more than 12 passengers;
(20) International
code for ships operating in polar waters (Polar Code) is a code consisting of
introduction, Part I-A, Part II-A, Part I-B, and Part II-B approved by
Resolutions MSC.385(94) and MEPC.264(68) and amendments thereto under the
conditions that:
(a) The amendments
relating to environment in the introduction section and Chapter 1 Part II-A of
the Code are approved and coming into force in a manner appropriate to clauses
under Article 16 of the applicable MARPOL, relating to amendment procedures
applicable to headings of an appendix;
(b) Amendments to Part
II-B of the Code are approved by Marine Environment Protection Committee (MEPC)
in a manner appropriate to procedures of the Committee.
(21) “Refrigerated
cargo carrier” means a ship designed exclusively for the carriage of refrigerated
cargoes in holds;
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(23) “Required EEDI”
is the maximum value of attained EEDI that is allowed by 3.4 for the specific
ship type and size;
(24) “Required EEXI”
is the maximum value of attained EEXI that is allowed by 3.5 for the specific
ship type and size;
(25) “Ro-ro cargo
ship” means a ship designed for the carriage of roll-on-roll-off cargo
transportation units;
(26) “Ro-ro cargo ship
(vehicle carrier)” means a multi deck roll-on-roll-off cargo ship designed for
the carriage of empty cars and trucks;
(27) “Ro-ro passenger
ship” means a passenger ship with roll-on-roll-off cargo spaces;
(28) “Tanker” means an oil
tanker as defined in 2.1.1(6), Part 1, an NLS tanker as defined in 2.1.1(7),
Section 1 hereof, or a chemical tanker as defined in 1.3.1(7), Part 8E Section
II of National Technical Regulation on classification and construction of
sea-going steel ships;
3.2 Attained energy
efficiency design index (attained EEDI)
1 The attained EEDI is to
be calculated for the following and is to be verified in accordance with
guidelines deemed compliant with MEPC365(79) by VR, based on the EEDI Technical
File.
(1) New ships that
fall into one or more of the categories in 3.1.4-1(5), (7), (9), (11), (13) to
(15), (19), (21) and (25) to (28);
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(3) New ships or
existing ships that have undergone a major conversion (i.e. the conversion is
so extensive that the ship is regarded as newly constructed by VR) and that fall
into one or more of the categories in 3.1.4-1(5), (7), (9), (11), (13) to (15),
(19), (21) and (25) to (28).
2 The attained EEDI is to
be specific to each ship and is to indicate the estimated performance of the
ship in terms of energy efficiency; moreover, it is to be accompanied by the
EEDI Technical File that contains the information necessary for the calculation
of the attained EEDI and shows the process of calculation.
3 The attained EEDI is to
be calculated in accordance with MEPC.364(79).
3. 3 Attained energy
efficiency existing ship index (attained EEXI)
1 The attained EEXI is to
be calculated for the following and is to be verified in accordance with
guidelines deemed compliant with MEPC.351(78) by VR (based on the EEXI
Technical File).
(1) New ships that
fall into one or more of the categories in 3.1.4-1(5), (7), (9), (11), (13) to
(15), (21) and (25) to (28);
(2) Ships that have
undergone a major conversion and that fall into one or more of the categories
in 3.1.4-1(5), (7), (9), (11), (13) to (15), (21) and (25) to (28);
2 The attained EEXI is to
be specific to each ship and is to indicate the estimated performance of the
ship in terms of energy efficiency; moreover, it is to be accompanied by an
EEXI Technical File that contains the information necessary for the calculation
of the attained EEXI and shows the process of calculation.
3 The attained EEXI is to
be calculated in accordance with MEPC.350(78) and amendments thereto and
MEPC.1/Circ.901 and amendments thereto (if applicable).
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5 Notwithstanding -1 and
-2 above, for ships to which 3.2 applies, the attained EEDI verified by VR in
accordance with 3.2-1 and -2 may be taken as the attained EEXI if the value of
the attained EEDI is equal to or less than that of the EEXI required by 3.5. In
this case, the attained EEXI is to be verified based on the EEDI technical
file.
3. 4 Required energy
efficiency design index (required EEDI)
1 The attained EEDI of
the following (1) to (3) is not to exceed the required EEDI calculated
according to the equation specified below:
(1) New ships that
fall into one or more of the categories in 3.1.4-1(5), (7), (9), (11), (13) to
(15), (21) and (25) to (28);
(2) New ships that
have undergone a major conversion and that fall into one or more of the
categories in 3.1.4-1(5), (7), (9), (11), (13) to (15), (21) and (25) to (28);
(3) New ships or
existing ships that have undergone a major conversion (i.e. the conversion is
so extensive that the ship is regarded as newly constructed by VR) and that
fall into one or more of the categories in 3.1.4-1(5), (7), (9), (11), (13) to
(15), (21) and (25) to (28).
Attained EEDI ≦ Required EEDI =
(1-X/100) × reference line value
Where:
X: reduction factor
specified in Schedule 8-8 for the required EEDI compared to the EEDI reference
line.
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a, b, and c: Parameters
provided in Schedule 8.9.
2 For each new and
existing ship that has undergone a major conversion which is so extensive that
the ship is regarded as newly constructed by VR, the attained EEDI is to be
calculated and satisfy the requirements of -1 with the reduction factor
applicable corresponding to type and size of the converted ship at the date of
the contract of the conversion, or the commencement date of the conversion in
the absence of a contract.
3 If the design of a ship
allows it to fall into more than one of the above ship type definitions, the
required EEDI for the ship is to be the most stringent (i.e., the lowest)
required EEDI.
4 For each ship to which
3.3 applies, the installed propulsion power is not to be less than the
propulsion power needed to maintain ship manoeuvrability under adverse
conditions as defined in guidelines deemed compliant with MEPC.232(65) by VR.
3.5 Required energy
efficiency existing ship index (required EEXI)
1 The attained EEXI of
the following (1) to (3) is not to exceed the required EEXI calculated according
to the formulae specified below:
(1) Ships that fall
into one or more of the categories in 3.1.4-1(5), (7), (9), (11), (13) to (15),
(21) and (25) to (28);
(2) ships that have
undergone a major conversion and that fall into one or more of the categories
in 3.1.4-1(5), (7), (9), (11), (13) to (15), (19), (21) and (25) to (28);
Attained EEXI ≦ Required EEXI =
(1-Y/100) × Reference line value
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Y: reduction factor
specified in Schedule 8-10 for the required EEXI compared to the EEDI reference
line.
Reference line value: a
×b -c
a, b and c: parameters
given in Schedule 8-9. For ro-ro cargo ships and ro-ro passenger ships, the
reference line value to be used from phase 2 and is to be referred to
thereafter as such.
2 If the design of a ship
allows it to fall into more than one of the above ship type definitions, the
required EEXI for the ship is to be the most stringent (i.e. the lowest)
required EEXI.
Schedule
8.8 Reduction Factors (In Percentage) for EEDI Relative to the EEDI Reference
Line
Ship type
Size
(DW; GT)
Reduction
factor (%)
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Phase 1(5)
Phase 2(6)
Phase 3(7)
January 1,
2013 - December 31, 2014
January 1,
2015 - December 31, 2019
January 1,
2020 - March 31, 2022
January 1,
2020 - December 31, 2024
April 1, 2022
and onwards
January 1,
2025 and onwards
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20.000 DW and
higher
0
10
20
30
10.000 -
20.000 DW
-
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0-20(1)
0-30(1)
Gas carrier
15.000 DW and
higher
0
10
20
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30
10.000 -
15.000 DW
0
10
20
30
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-
0-10(1)
0-20(1)
0-30(1)
Tanker
20.000 DW and
higher
0
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20
30
4.000 - 20.000
DW
-
0-10(1)
0-20(1)
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0-30(1)
Container Ship
200.000 or
more
0
10
20
50
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0
10
20
45
80.000 -
120.000 DW
0
10
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40
40.000 -
80.000 DW
0
10
20
35
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15.000 -
40.000 DW
0
10
20
30
10.000 -
15.000 DW
-
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0-20(1)
15-30(1)
General Cargo Ships
15.000 or more
0
10
15
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30
3.000 - 15.000
DW
-
0-10(1)
0-15(1)
0-30(1)
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5.000 or more
0
10
15
30
3.000 - 5.000
DW
-
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0-15(1)
0-30(1)
Combination Carrier
20.000 or more
0
10
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30
4.000 - 20.000
DW
-
0-10(1)
0-20(1)
0-30(1)
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10.000 DW and
higher
-
10(2)
20
30
Ro-ro cargo ship (vehicle carrier) (3)
10.000 DW and
higher
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5(2)
15
30
Ro-ro cargo ship(3)
2.000 DW and
higher
-
5(2)
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20
30
1.000 - 2.000
DW
-
0-5(1)(2)
0-20(1)
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Ro-ro passenger ship(3)
1.000 DW and
higher
-
5(2)
20
30
250 - 1.000 DW
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0-5(1)(2)
0-20(1)
0-30(1)
Cruise passenger ship
85.000 GT and
higher
-
5(2)
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30
25.000 -
85.000 GT
-
0-5(1)(2)
0-20(1)
0-30(1)
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Note:
(1) Reduction factor
to be linearly interpolated between the two values dependent upon vessel size.
The lower value of the reduction factor is to be applied to the smaller ship
size.
(2) Phase 1 commences
for those ships on 1 September 2015;
(3) Reduction factor
applies to those ships delivered on or after September 1, 2019, as defined in
3.1.4-1(1);
(4) Phase 0 applies to
new ships below:
(a) a ship for which
the building contract is placed in Phase 0, and the delivery of which is before
January 1, 2019; or
(b) a ship for which
the building contract is placed before January 1, 2013, and the delivery of
which is on or after July 1, 2015 and before January 1, 2019; or
(c) in the absence of
a building contract, the ships referred to in the following (a) or (b):
(i) a ship at
beginning stage of construction on or after July 1, 2013 and before July 1,
2015, and the delivery of which is before January 1, 2019; or
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(5) Phase 1 applies to
new ships below:
(a) a ship for which
the building contract is placed in Phase 1, and the delivery of which is before
January 1, 2024; or
(b) a ship for which
the building contract is placed before January 1, 2015, and the delivery of
which is on or after July 1, 2019 and before January 1, 2024; or
(c) in the absence of
a building contract, the ships referred to in the following:
(i) a ship at beginning
stage of construction on or after July 1, 2015 and before July 1, 2020, and the
delivery of which is before January 1, 2024; or
(ii) a ship at
beginning stage of construction before July 1, 2015, and the delivery of which
is on or after July 1, 2019 and before January 1, 2024.
(6) Phase 2 applies to
new ships below:
(a) For ship types
where Phase 2 ends on March 31, 2022:
(i) a ship for which
the building contract is placed in Phase 2, and the delivery of which is before
April 1, 2026; or
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(iii) in the absence
of a building contract, the ships referred to in the following:
- A ship at beginning
stage of construction on or after July 1, 2020 and before October 1, 2022, and
the delivery of which is before April 1, 2026; or
- (ii) a ship at
beginning stage of construction before July 1, 2020, and the delivery of which
is on or after January 1, 2024 and before April 1, 2026.
(b) For ship types
where Phase 2 ends on December 31, 2024:
(i) a ship for which
the building contract is placed in Phase 2, and the delivery of which is before
January 1, 2029; or
(ii) a ship for which
the building contract is placed before January 1, 2020, and the delivery of
which is on or after January 1, 2024 and before January 1, 2029; or
(iii) in the absence
of a building contract, the ships referred to in the following:
- A ship at beginning stage
of construction on or after July 1, 2020 and before July 1, 2025, and the
delivery of which is before January 1, 2029; or
- A ship at beginning
stage of construction before July 1, 2020, and the delivery of which is on or
after January 1, 2024 and before January 1, 2029.
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(a) For ship types
where Phase 3 commences with April 1, 2022 and onwards:
(i) A ship for which
the building contract is placed in Phase 3; or
(i) A ship for which
the building contract is placed in Phase 3, and the delivery of which is on or
after April 1, 2026; or
(iii) In the absence
of a building contract, the ships referred to in the following:
- A ship at beginning
stage of construction on or after October 1, 2022; or
- A ship at beginning
stage of construction before 1 October 2022, and the delivery of which is on or
after April 1, 2026.
(b) For ship types
where Phase 3 commences with January 1, 2025 and onwards:
(i) A ship for which
the building contract is placed in Phase 3; or
(i) A ship for which
the building contract is placed in Phase 3, and the delivery of which is on or
after January 1, 2029; or
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- A ship at beginning
stage of construction on or after July 1, 2025; or
- A ship at beginning
stage of construction before July 1, 2025, and the delivery of which is on or
after January 1, 2029.
“-”: EEDI is not
required.
Schedule
8.9 Parameters for Determination of Reference Values for Different Ship Types
Ship
type defined in 3.1.4
a
b
c
(5) Bulk carrier
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(i) Deadweight of
the ship (referred to as “DWT” hereinafter in this Table) where DWT ≤ 279,000
(ii) 279.000 where
DW > 279.000
0,477
(7) Combination
carrier
1.219,00
DWT
0,488
Container carrier
174,22
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(11) Cruise
passenger ship having non-conventional propulsion
170,84
Gross
tonnage of the ship (GT)
0,214
(13) Gas carrier
1.120,00
DWT
0,456
(14) General cargo
ship
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0,216
(15) LNG carrier
2.253,7
0,474
(21) Refrigerated
cargo carrier
227,01
0,244
(25) Ro-ro cargo
ship
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DWT
0,498
1.686,17(1)
(i) DWT where DWT ≤
17,000(1)
(ii) 17.000 where DW
> 17.000(1)
(26) Ro-ro cargo
ship (vehicle carrier)
(DW/GT)-0,7 x 780,36 where
DW/GT<0,3; 1.812,63 where DW/GT ≥ 0,3
DWT
0,471
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752,16
DWT
0,381
902,59(1)
(i) DWT where DWT ≤
10,000(1)
(ii) 10.000 where DW
> 10.000(1)
(28) Tanker
1.218,80
DWT
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Note:
(1) To be used from
Phase 2 and thereafter. However, these values may also be applied to Phase 1 in
cases where deemed appropriate by VR.
Schedule
8.10 Reduction Factors (%) for EEXI Relative to the EEDI Reference Line
Ship
type
Size
(DW;
GT)
Reduction
factor (%)
Bulk carrier
200.000
DW and higher
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20.000
- 200.000 DW
20
10.000
- 20.000 DW
0-20*
Gas carrier
15.000
DW and higher
30
10.000
- 15.000 DW
20
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0-20*
Tanker
200.000
DW and higher
15
20.000
- 200.000 DW
20
4.000
- 20.000 DW
0-20*
Container ship
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50
120.000
- 200.000 DW
45
80.000
- 120.000 DW
35
40.000
- 80.000 DW
30
15.000
- 40.000 DW
20
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0-20*
General Cargo Ships
15.000
DW and higher
30
3.000
- 15.000 DW
0-30*
Refrigerated Cargo
Carrier
5.000
DW and higher
15
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0-15*
Combination Carrier
20.000
DW and higher
20
4.000
- 20.000 DW
0-20*
LNG Carrier
10.000
DW and higher
30
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10.000
DW and higher
15
Ro-ro Cargo Ship
2.000
DW and higher
5
1.000
- 2.000 DW
0-5*
Ro-ro Passenger Ship
1.000
DW and higher
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250
- 1.000 DW
0-5*
Cruise Passenger Ship
Having Non-Conventional Propulsion
85.000
DW and higher
30
25.000
- 85.000 DW
0-30*
Note:
* Reduction factor to
be linearly interpolated between the two values dependent upon vessel size. The
lower value of the reduction factor is to be applied to the smaller ship size.
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1 Ships are to maintain
on board a ship specific Ship Energy Efficiency Management Plan (SEEMP). This
may form part of the ship’s Safety Management System (SMS).
2 For ships of 5,000
gross tonnage and above, the SEEMP is to include a description of the
methodology that is to be used to collect the data required by Regulation 27.1
of Annex VI and the processes that are to be used to report the data to VR.
Ships delivered before
March 1, 2018 are to be inspected on or before December 31, 2018 to ensure that
description of the aforementioned methodology and processes are provided in
SEEMP.
3 SEEMPs are to be
developed and reviewed in accordance with guidelines deemed compliant with
MEPC.346(78) by VR.
4 Ships of 5.000 gross
tonnage and above that fall into one or more of the categories in 3.1.4-1(5),
(7), (9), (11), (13) to (15), (21) and (25) to (28) are to satisfy the
following (1) to (3) on or before January 1, 2023:
(1) SEEMPs are to
include the following (a) to (d):
(a) A description of
the methodology that is to be used to calculate the ship’s attained annual
operational CII required by 3.9 and the processes that are to be used to report
this value to VR.
(b) The required
annual operational CII, as specified in 3.9, for the next three years.
(c) An implementation
plan documenting how the required annual operational CII is to be achieved
during the next three years.
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(2) For ships rated as
D for three consecutive years or rated as E in accordance with 3.9, the SEEMP
is to be reviewed in accordance with 3.9.4-2 and is to include a plan for
corrective actions for achieving the required annual operational CII.
(3) SEEMPs are to be
subject to verification and company audits in accordance with MEPC.347(78). .
5 The Confirmation of
Compliance, which indicates that an SEEMP satisfying in -2 and -4(1) above is
to be maintained on board.
3.7 Statements of
Compliance related to Fuel Oil Consumption Reporting and Operational Carbon
Intensity Rating to be kept
In the case of ships to
which the requirements of 3.6-2 and 3.6-4 apply, valid Statements of Compliance
related to fuel oil consumption reporting which are issued as a result of the
requirements specified in 3.8 and 3.9 in accordance with Regulation 6.6 and/or
Regulation 6.7 of Annex VI are to be maintained on board for at least five
years.
3.8 Collecting,
reporting, and storage of data relating to energy consumption data report
1 Data collection and
reporting to be carried out to obtain the Statements of Compliance required by
3.7 are to be in accordance with the following (1) to (3):
(1) Each ship is to
collect the data (i.e. that specified in Appendix IX of Annex VI) according to
the methodology included in the SEEMP for that and each subsequent calendar
year.
(2) The ship is to
aggregate the data collected in accordance with the preceding (1) and report
them to VR in accordance with the following (a) or (b):
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(b) Notwithstanding
the preceding (a), in cases where a ship is transferred to another Flag
Administration or the Company changes, either of the following (i) to (iii) is
to be followed:
(i) In the event of
the transfer of a ship from one Flag Administration to another:
The ship is, on the day
of completion of the transfer or as close as practical thereto, to report to
the losing Flag Administration or authorized organizations, the aggregated
data, which has been collected in accordance with the preceding (1), for the
period of the calendar year corresponding to that Flag Administration and, upon
prior request of that Flag Administration, the disaggregated data.
(ii) In the event of a
change from one Company to another:
The ship is, on the day
of completion of the change or as close as practical thereto, to report to its
Flag Administration or authorized organizations, the aggregated data, which has
been collected in accordance with the preceding (1), for the portion of the
calendar year corresponding to the Company and, upon request of its Flag
Administration, the disaggregated data.
(iii) In the event of
change from one Flag Administration to another and from one Company to another
concurrently:
The preceding i) is to
apply.
(c) Report information
under (a) and (b) above is to include information under Appendix IX of Annex
VI.
(3) The data reported
in accordance with the preceding (2) is to be verified according to procedures
established by VR, taking into account guidelines compliant with MEPC.348(78) .
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(1) The data is to be
readily accessible for a period of not less than 12 months from the end of the
calendar year in which the data was collected; and
(2) The data is to be
made available to VR upon request.
3.9 Operational carbon
intensity
3.9.1 Attained Annual
Operational Carbon Intensity Indicator (attained Annual Operational CII)
1 After the end of
calendar year 2023 and after the end of each following calendar year, ships of
5.000 gross tonnage and above that fall into one or more of the categories in
3.1.4-1(5), (7), (9), (11), (13) to (15), (21) and (25) to (28) are to
calculate the attained annual operational CII over a 12-month period from
January 1 to December 31 for the preceding calendar year, using the data
collected in accordance with 3.8, taking into account MEPC.352(78) and
MEPC.355(78).
2 Within three months
after the end of each calendar year, the ship is to report to VR the attained
annual operational CII via electronic communication and using a standardized
format compliant with MEPC.346(78).
3 Notwithstanding -1 and
-2 above, in the event of any transfer of a ship addressed in regulations
3.8-1.(2)(b)(i), (ii) or (iii) completed after January 1, 2023, the ship is to,
after the end of the calendar year in which the transfer takes place, calculate
and report the attained annual operational CII for the full 12-month period
from January 1 to December 31 in the calendar year during which the transfer
took place, in accordance with -1 and -2 above, for verification in accordance
with Regulation 6.6 of Annex VI, MEPC.352(78), MEPC.355(78). Nothing in this
requirement relieves any ship of its reporting obligations under 3.8 or this
requirement.
3.9.2 Required Annual
Operational Carbon Intensity Indicator (Required Annual Operational CII)
1 For ships of 5.000
gross tonnage and above that fall into one or more of the categories in
3.1.4-1(5), (7), (9), (11), (13) to (15), (21) and (25) to (28), the required
annual operational CII is to be determined as follows:
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Where:
Z: Annual reduction
factor to ensure continuous improvement of the ship’s operational carbon
intensity within a specific rating level.
CIIR: Reference value
2 The annual reduction
factor Z and the reference value CIIR are to be the values defined
taking into account MEPC.353(78) and MEPC.338(76).
3.9.3 Operational
Carbon Intensity Rating
The attained annual
operational CII is to be documented and verified against the required annual
operational CII to determine an operational carbon intensity rating of A, B, C,
D or E, indicating a major superior, minor superior, moderate, minor inferior,
or inferior performance level, by VR, taking into account MEPC.348(78) and
MEPC.354(78). The middle point of the rating level C is to be a value
equivalent to the required annual operational CII set out in 3.9.2.
3.9.4 Corrective
actions
1 Ships rated as D for
three consecutive years or rated as E are to develop a plan of corrective
actions for achieving the required annual operational CII.
2 SEEMPs are to be
reviewed and include an appropriate plan of corrective actions, taking into
account guidelines developed by the IMO. The revised SEEMP is to be submitted
to the Administration or the Society for verification, preferably together
with, but in no case later than one month after reporting the attained annual
operational CII in accordance with 3.9.1-2.
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PART
9 PREVENTION OF POLLUTION CAUSED BY GARBAGE
CHAPTER
1 GENERAL PROVISIONS
1.1 General provisions
1.1.1 Application
requirement
1 Regulations of this
Part apply to all ships.
2 Notwithstanding
regulations in -1, regulations under this Part apply to ships built before July
1, 2019 on the date of delivery on or after January 1, 2020 or the on the
closest inspection since January 1, 2020 if ships are delivered before January
1, 2020.
1.1.2 Terminology
In this Part, the
definitions below have their meaning attributed to them as follows:
1 Animal carcasses means
the bodies of any animals that are carried on board as cargo and that die or
are euthanized during the voyage.
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3 Cooking oil means any
type of edible oil or animal fat used or intended to be used for the
preparation or cooking of food, but does not include the food itself that is
prepared using these oils.
4 Domestic wastes means all
types of wastes not covered by other Annexes that are generated in the
accommodation spaces on board the ship. Domestic wastes does not include grey
water.
5 En route means that the
ship is underway at sea on a course or courses, including deviation from the
shortest direct route, which as far as practicable for navigational purposes,
will cause any discharge to be spread over as great an area of the sea as is
reasonable and practicable.
6 Fishing gear means any
physical device or part thereof or combination of items that may be placed on
or in the water or on the sea-bed with the intended purpose of capturing, or
controlling for subsequent capture or harvesting, marine or fresh water
organisms.
7 Fixed or floating
platforms means fixed or floating structures located at sea which are engaged
in the exploration, exploitation or associated offshore processing of sea-bed
mineral resources.
8 Food wastes means any
spoiled or unspoiled food substances and includes fruits, vegetables, dairy
products, poultry, meat products and food scraps generated aboard ship.
9 Garbage means all kinds
of food wastes, domestic wastes and operational wastes, all plastics, cargo
residues, cooking oil, fishing gear, and animal carcasses generated during the
normal operation of the ship and liable to be disposed of continuously or
periodically except those substances which are defined or listed in other
Annexes to the present Convention. Garbage does not include fresh fish and parts
thereof generated as a result of fishing activities undertaken during the
voyage, or as a result of aquaculture activities which involve the transport of
fish including shellfish for placement in the aquaculture facility and the
transport of harvested fish including shellfish from such facilities to shore
for processing.
10 Incinerator ashes means
ash and clinkers resulting from shipboard incinerators used for the
incineration of garbage.
11 Operational wastes
means all solid wastes (including slurries) not covered by other Annexes that
are collected on board during normal maintenance or operations of a ship, or
used for cargo stowage and handling. Operational wastes also includes cleaning
agents and additives contained in cargo hold and external wash water.
Operational wastes does not include grey water, bilge water, or other similar
discharges essential to the operation of a ship.
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13 Special area means a
sea area, where for recognized technical reasons in relation to its
oceanographical and ecological condition and to the particular character of the
traffic, the adoption of special mandatory methods for the prevention of sea
pollution by garbage is required. Special areas are specified under 1.14 of
Appendix V.
1.2 General provisions
pertaining to prohibition against sea dumping
1.2.1 General
provisions
1 Discharge of all
garbage into the sea is prohibited, except as provided otherwise in 1.2.2,
1.2.3, 1.2.4, and 1.2.5 of this Part.
2 Except as provided in
1.2.5 of this Part, discharge into the sea of all plastics, including but not
limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and
incinerator ashes from plastic products is prohibited.
3 Except as provided in
1.2.5 of this Part , the discharge into the sea of cooking oil is prohibited.
1.2.2 Discharge of
garbage outside special areas
1 Discharge of the
following garbage into the sea outside special areas shall only be permitted
while the ship is en route and as far as practicable from the nearest land, but
in any case not less than:
(1) 3 nautical miles
from the nearest land for food wastes which have been passed through a
comminuter or grinder. Such comminuted or ground food wastes shall be capable
of passing through a screen with openings no greater than 25 mm;
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(3) 12 nautical miles
from the nearest land for cargo residues that cannot be recovered using
commonly available methods for unloading. These cargo residues shall not
contain any substances classified as harmful to the marine environment, taking
into account regulations under Appendix I of Annex V;
(4) For animal
carcasses, discharge shall occur as far from the nearest land as possible, and
at least 100 nautical miles away from the nearest shore where depth is at the
greatest and ships are en route. Carcasses should be split or otherwise treated
to ensure the carcasses will sink immediately.
2 Cleaning agents or
additives contained in cargo hold, deck and external surfaces wash water may be
discharged into the sea, but these substances must not be harmful to the marine
environment. Substances
are deemed not harmful to the environment if:
(1) They are not
classified as "harmful substances” in accordance with Annex III; and
(2) They do not
contain any elements that are known carcinogens, genetic modifying substances,
toxic substances to the reproductive system.
3 Solid bulk cargoes as
defined under VI/1-1.2 of SOLAS, 1974 other than granular cargo are to be
classified in accordance with Appendix I of Annex V and declared by the sender
whether they are harmful to marine environment.
4 When garbage is mixed
with or contaminated by other substances prohibited from discharge or having
different discharge requirements, the more stringent requirements shall apply.
1.2.3 Special
requirements for discharge of garbage from fixed or floating platforms
1 Subject to the
provisions of -2 below, the discharge into the sea of any garbage is prohibited
from fixed or floating platforms and from all other ships when alongside or
within 500 m of such platforms.
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1.2.4 Discharge of
garbage within special areas
1 The discharge of the
following garbage into the sea within special areas shall only be permitted
while the ship is en route and as follows:
(1) Discharge into the
sea of food wastes as far as practicable from the nearest land, but not less
than 12 nautical miles from the nearest land or the nearest ice shelf. Food
wastes shall be comminuted or ground and shall be capable of passing through a
screen with openings no greater than 25 mm. Food wastes shall not be
contaminated by any other garbage type. Discharge of introduced avian products,
including poultry and poultry parts, is not permitted in the Antarctic area
unless it has been treated to be made sterile’
(2) Discharge of cargo
residues that cannot be recovered using commonly available methods for
unloading, where all the following conditions are satisfied:
(a) Cargo residues
contained in hold washing water do not include any substances classified as
harmful to the marine environment, taking into account standards under Appendix
I of Annex V;
(b) Solid bulk cargoes
as defined under VI/1-1.2 of SOLAS, 1974 other than granular cargo are to be
classified in accordance with Appendix I of Annex V and declared by the sender
whether they are harmful to marine environment.
(c) Cleaning agents or
additives in hold washing water not containing substances classified as harmful
to the marine environment. Substances deemed harmful to the marine environment
are:
(1) Substances
classified as "harmful substances” in accordance with Annex III; and
(ii) Substances
containing any elements that are known carcinogens, genetic modifying
substances, toxic substances to the reproductive system.
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(e) Appropriate
reception facilities are not available at aforementioned ports; and
(f) Where conditions
(a) to (e) are to be met, discharge of hold washing water containing cargo residues
is to be implemented as far as practicable from the nearest land or the nearest
ice shelf but not less than 12 nautical miles from the nearest land or the
nearest ice shelf.
2 Cleaning agents or
additives contained in cargo hold, deck and external surfaces wash water may be
discharged into the sea, but these substances must not be harmful to the marine
environment. Substances
not harmful to the marine environment are substances specified under 1.2.2-2(1)
and (2).
3 When garbage is mixed
with or contaminated by other substances prohibited from discharge or having
different discharge requirements, the more stringent requirements shall apply.
1.2.5 Reduction and
exemption
1 Regulations under
1.2.1, 1.2.2, 1.2.3, and 1.2.4 do not apply to:
(1) Garbage discharge
from ship is necessary for the purpose of ensuring safety for ships, ship
occupants or saving people at sea; or
(2) Unexpected garbage
discharge due to malfunctioning of ship equipment as long as all appropriate
preventive measures have been so taken before and after said incidents to
prevent or minimize such unexpected discharge.
2 Exception en route:
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Chapter
2 PLACARD, WASTE MANAGEMENT PLAN AND WASTE RECORD
2.1 Placard, waste
management plan and waste record
2.1.1 Placard
1 Ships of which overall
length is 12 m or higher and fixed or mobile platforms are to be outfitted with
placards to inform crew members and passengers about garbage discharge
requirements under 1.2 of this Part.
2 Placards under -1 are
of sufficient size to adequately depict information under 2.2 in a
comprehensible manner, made of sufficiently durable materials taking into
account use environment, and positioned at visible locations (at eye level)
where crew members live and work, including kitchens, dining rooms, bridges,
main decks, and areas where garbage bins are located. For passenger ships,
such placards are to be located at accommodation areas and crowded areas,
including cabins, decks used by passengers for recreation and relaxation.
3 Placards are to be
replaced if they are damaged beyond comprehension.
4 Placards are to be
presented in working languages of crew members for ships engaged in
international voyages, including English, French, or Spanish.
2.1.2 Garbage
management plans
For ships of 100 gross
tonnage and above and certified to carry 15 people and higher and mobile or
fixed platforms, garbage management plans deemed appropriate by the VR are to
be prepared. Such Plan is to include procedures, presented in written form, for
minimizing, collecting, containing, processing, discharging garbage, and using
equipment on board. Such Plan must also specify individual or individuals
responsible for implementing the plan and be presented in working languages of
crew members. The Plan is to be prepared in accordance with MEPC.220(63).
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1 For ships of 100 gross
tonnage and above and ships certified to carry 15 people and higher and engaged
in international voyages or arriving at off-shore ports of other countries,
Garbage record book is to be required. Garbage record book, whether or not a part of
official maritime record, is to be prepared using form under Appendix II of
Annex V:
(1) All garbage
discharge at sea or to reception facilities or incineration are to be
immediately recorded in garbage record book and signed by officers in charge on
the date on which the garbage is discharged or incinerated. Each filled page of
garbage record book is to be signed by the masters. Garbage record book is to
be presented at least in English, French, or Spanish;
(2) Recording of each
garbage discharge at sea compliant with 1.2.2, 1.2.3, and 1.2.4 is to include
date, time, location of ships (latitude, longitude), type of garbage and
estimated amount of garbage discharged (m3). Discharge of cargo
residues is to be recorded at the beginning and end of discharge;
(3) Recording of
finished garbage incineration is to include date, time, location of ships
(latitude, longitude) of ships at the beginning and end of incineration
process, type of incinerated garbage, and estimated amount of garbage
incinerated (m3) of each type;
(4) Recording of
discharge onto reception facilities at ports or other ships is to include date
and time of discharge, ports or reception facilities or reception ships, type
of garbage and estimated amount of garbage discharged (m3) of each
type;
(5) Garbage record
book, receipts of delivery provided by facilities supplying reception
facilities are to be stored on board or mobile or fixed platforms at such
location that unplanned inspection is carried out with ease. Record book is to
be kept for at least 2 years since the last time it was recorded;
(6) Any discharge or
unexpected loss specified under 1.2.5 is to be recorded. For ships of gross
tonnage below 100, time and date of occurrence, ports or position of the ships
(latitude, longitude, and depth, if known), cause of occurrence, details of
garbage discharged or lost, estimated amount of garbage (m3) of each
type, appropriate preventive measures to prevent or minimize similar occurrences
and general notes are to be recorded in official maritime record book of the
ships.
2 Ships mentioned in -1,
certified to carry 15 people or more, and making voyages under 1 hour is not
required to be outfitted with Garbage record book.
2.2 Requirements for
placard
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1 For the purpose of
requirements under 2.1.1, placards for crew members regarding garbage
regulations are to contain:
Discharge
of all garbage into the sea is prohibited except provided otherwise
The MARPOL Convention
and domestic law prohibit the discharge of most garbage from ships. Only the
following garbage types are allowed to be discharged and under the specified
conditions.
1. Comminuted or
ground food wastes (capable of passing through a screen with openings no
larger than 25 mm) may be discharged not less than 3 nm from the nearest
land.
2. Other food wastes
may be discharged not less than 12 nm from the nearest land.
3. Cargo residues
classified as not harmful to the marine environment may be discharged not
less than 12 nm from the nearest land.
4. Washing agents or
additives in cargo hold, deck and external surfaces washing water may be
discharged only if they are not harmful to the marine environment.
5. With the exception
of discharging washing agents or additives that are not harmful to the marine
environment and are contained in washing water, the ship must be en route and
as far as practicable from the nearest land.
2 For ships carrying
livestock, placards under -1 must also include “animal carcasses can be
discharged as far from shore as practicable, but at least 100 nm from the
nearest shore”.
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Discharge
of all garbage into the sea is prohibited except provided otherwise
The MARPOL Convention
and domestic law prohibit the discharge of most garbage from ships.
All garbage are to be
kept on board and contained in garbage bins.
2.2.2 Placards for
mobile or fixed platforms and ships operating within 500 m of such platforms
1 For the purpose of
requirements under 2.1.1, for mobile or fixed platforms and ships operating
within 500 m of such platforms, placards informing crew members about garbage
discharge regulations are to contain:
Discharge
of all garbage into the sea is prohibited except provided otherwise
The MARPOL Convention
and domestic law prohibit the discharge of all garbage into the sea from
fixed or floating platforms and from all other ships when alongside or within
500 meters of such platforms.
Comminuted or ground
food wastes (capable of passing through a screen no larger than 25 mm) may be
discharged from fixed or floating platforms located more than 12 miles from
the nearest land and from all other ships when alongside or within 500 meters
of such platforms.
2 Where platforms in -1
engaged in international operation, the placards are to be accompanied by
English translation below:
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The MARPOL Convention
and domestic law prohibit the discharge of all garbage into the sea from
fixed or floating platforms and from all other ships when alongside or within
500 meters of such platforms.
Exception: Comminuted
or ground food wastes may be discharged from fixed or floating platforms
located more than 12 miles from the nearest land and from all other ships
when alongside or within 500 meters of such platforms. Comminuted or ground
food wastes must be capable of passing through a screen no larger than 25 millimeters.
2.2.3 Placards for
ships engaged in international voyages
1 For the purpose of
requirements under 2.1.1, placards informing crew members about garbage
regulations for ships engaged in international voyages are to accompanied by
English translation which includes:
Discharge
of all garbage into the sea is prohibited except provided otherwise
The MARPOL Convention
and domestic law prohibit the discharge of most garbage from ships. Only the
following garbage types are allowed to be discharged and under the specified
conditions.
Outside special areas
designated under MARPOL Annex V and Arctic waters:
• Comminuted or
ground food wastes (capable of passing through a screen with openings no
larger than 25 mm) may be discharged not less than 3 nm from the nearest
land.
• Other food wastes
may be discharged not less than 12 nm from the nearest land.
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• Washing agents or
additives in cargo hold, deck and external surfaces washing water may be
discharged only if they are not harmful to the marine environment.
• With the exception
of discharging washing agents or additives that are not harmful to the marine
environment and are contained in washing water, the ship must be en route and
as far as practicable from the nearest land.
Within special areas
designated under MARPOL Annex V and Arctic waters
• More stringent
discharge requirements apply for the discharges of food wastes and cargo
residues; AND
• Consult MARPOL
Annex V, chapter 5 of part II-A of the Polar Code and the shipboard garbage
management plan for details.
For all areas of the
sea, ships carrying specialized cargoes such as live animals or solid bulk
cargoes should consult Annex V and the associated Guidelines for the
implementation of Annex V.
Discharge of any type
of garbage must be entered in the Garbage Record Book.
2 Where working language
on board is Vietnamese, placards informing crew members about garbage
regulations must also be accompanied by Vietnamese translation as follows:
Discharge
of all garbage into the sea is prohibited except provided otherwise
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.
Outside
special areas defined by Annex V of MARPOL and Arctic waters
• Comminuted or
ground food wastes (capable of passing through a screen with openings no
larger than 25 mm) may be discharged not less than 3 nm from the nearest
land.
• Other food wastes
may be discharged not less than 12 nm from the nearest land.
• Cargo residues
classified as not harmful to the marine environment may be discharged not
less than 12 nm from the nearest land.
• Washing agents or
additives in cargo hold, deck and external surfaces washing water may be
discharged only if they are not harmful to the marine environment.
• With the exception
of discharging washing agents or additives that are not harmful to the marine
environment and are contained in washing water, the ship must be en route and
as far as practicable from the nearest land.
Inside
special areas defined by Annex V of MARPOL and Arctic waters
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• Consult MARPOL
Annex V, chapter 5 of part II-A of the Polar Code and the shipboard garbage management
plan for details.
Discharge
of any type of garbage must be entered in the Garbage Record Book
CHAPTER
3 GARBAGE CONTAINMENT STATION AND GARBAGE COLLECTION EQUIPMENT
3.1 Garbage containment
station
3.1.1 General
provisions
1 Ships under 2.1.2 are
to be outfitted with garbage containment stations to hold garbage of the whole
ship. Location
of garbage containment stations on ship are to be identified.
2 Garbage containment
stations are so designed that garbage does not harm health and safety of ships
and of sufficient size to hold garbage on the ships.
3.1.2 Requirements for
garbage containers
1 Garbage containers
under 3.1.1-2 are to satisfy requirements below:
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(2) Garbage containers
in garbage containment stations are to be made from non-combustible materials,
airtight, and physically covered to prevent unexpected discharge;
(3) Storage capacity
of garbage containers are to be determined on the basis of ship size, number of
personnel, journey, and equipment. Consult Schedule 9.1 to determine storage
capacity of garbage containers.
Schedule
9.1 Storage capacity of garbage containers
Gross
tonnage and number of personnel
Storage
capacity of garbage containers (m3)
GT < 400 where ≤
10 people
0,1
GT < 400 where ≤
50 people
0,5
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0,4
1600 ≤ GT< 4000
1,2
4000 ≤ GT< 10000
2,5
10000 ≤ GT
5,0
More than 50 people
1,0
m3
every
100 people/day
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3.2 Garbage bins
3.2.1 General
provisions
Ships under 2.1.2 are
to be outfitted with garbage bins and garbage containers at appropriate
locations depending on garbage collection procedures in garbage management plan
of the ships.
3.2.2 Requirements for
garbage bins
1 Garbage bins are to be
made from non-combustible materials and not perforated on the sides and at the
bottom. However,
bins made of non-combustible materials are allowed in kitchens, pantries,
garbage containment and processing stations and garbage incinerator rooms where
they only contain wet garbage, glass bottles, metal container and are
appropriately marked.
2 Garbage bins located on
decks, upper decks, or areas where they are exposed to the weather are to be
secured in place to prevent garbage therein from being discharged, overflowed. Garbage ins are to be
clearly marked and distinguished via symbols, sizes, and location. Garbage bins
are to be located at appropriate locations on ships and, when appropriate, in
machine rooms, dining rooms, kitchens, accommodations, and working quarters of
crew members, passengers, and areas crowded with passengers.
3 For the purpose of
reducing or avoiding segregation of collected garbage and enabling recovery,
garbage bins are to be marked for the intended type of garbage in accordance
with garbage management plan of ship and garbage segregation requirements under
3.1.2-1(1).
4 Locations of garbage
bins are to be accompanied by markings which indicate location, bin size, and
type of garbage.
PART
10 STRUCTURE AND EQUIPMENT FOR PREVENTING POLLUTION FROM SHIPS OPERATING IN
POLAR SEAS
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1.1 General provisions
1.1.1 Scope
1 In addition to
regulations compliant with this document, ships operating in Polar seas are to
adhere to requirements under this Part.
2 For hovercrafts,
hydrofoils, and other new ship types (ships operating near water surface, ships
operating below water surface, etc.), where the application of regulations
under 2.2 of this Part related to structures and/or equipment is not
structurally feasible or structurally appropriate, exemption can be made.
However, such exemption is only implemented if the ships are similarly
equipped, taking into account use purpose, structure, and equipment for
preventing pollution.
1.2 Definitions
1.2.1 Terminology
Definitions under this
Part have their meaning attributed to them as follows:
(1) “Category A ship”
means a ship designed for operation in polar waters in at least medium first-year
ice, which may include old ice inclusions;
(2) “Category B ship”
a ship, other than a category A ship, designed for operation in polar waters in
at least thin first-year ice, which may include old ice inclusions;
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(4) “First-year ice”
means sea ice of not more than one winter growth developing from young ice with
thickness from 0,3 m to 2,0 m;
(5) “Ice free waters”
means no ice present. If ice of any kind is present this term shall not be
used. Where ice is present, this terminology will not be used;
(6) “Ice of land
origin” means ice formed on land or in an ice shelf, found floating in water;
(7) “Medium first-year
ice” means first-year ice of 70 cm to 120 cm thickness;
(8) “Old ice” means
sea ice which has survived at least one summer's melt; typical thickness up to
3 m or more. It is subdivided into residual first-year ice, second-year ice and
multi-year ice;
(9) “Open water” means
a large area of freely navigable water in which sea ice is present in
concentrations less than 1/10. No ice of land origin is present;
(10) “Sea ice” means
any form of ice found at sea which has originated from the freezing of sea
water;
(11) “Thin first-year
ice” means first-year ice of 30 cm to 70 cm thickness;
(12) “Polar seas” mean
the Arctic Sea and Antarctic Sea;
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(14) “Arctic Sea”
means sea defined under 1.3 of Chapter XIV of SOLAS, 1974.
CHAPTER
2 PREVENTION OF POLLUTION CAUSED BY OIL SPILL
2.1 Shipboard oil
pollution emergency plan and other issues
2.1.1 General
provisions
Upon operation in Polar
seas, compliance with documents (1) to (5) is to be required where appropriate:
(1) Oil record books
under 1.2.2 Part 3.
(2) Manuals of
procedures and systems detailing COW system and operating procedures under
1.3.2-1(1)(b) Part 2.
(3) Instruction
manuals for oil discharge monitoring and control systems under 3.3.1-9 Part 3.
(4) Instruction
manuals for clean ballast tanks under 4.3.4-4 Part 3.
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2.2 Structural
requirements
2.2.1 Fuel tank
For ships of Category A
and Category B built on or after January 1, 2017 with total volume of fuel tank
below 600 m3, all fuel tanks are to be at least 0,76m away from ship
shells. This regulation does not apply to small fuel tanks where storage
capacity of the largest tank is not larger than 30 m3.
2.2.2 Oil cargo tank
For Category A ships
and category B ships that are not oil tankers built on or after January 1,
2017, all cargo tanks built and use for oil storage are to be at least 0,76 m
from ship shells.
2.2.3 Cargo tank length
For Category A and
Category B oil tankers below 5.000 deadweight tonnage built on or after January
1, 2017, the entire length of cargo tank is to be protected by:
(1) Double bottom
tanks or compartments satisfactory to relevant requirements under 3.2.4(2)(a)
Part 3;
(2) Side tanks or
compartments compliant with 3.2.4(1)(a)(i) Part 3 and satisfactory to relevant
requirements with distance w under 3.2.4(2)(b) Part 3.
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For Category A and
Category B ships built on or after January 1, 2017, all oil residue tanks and
oil-contaminated ballast tanks are to be at least 0,76 m away from ship shells.
This regulation does not apply to small tanks where storage capacity of the
largest tank is not larger than 30 m3.
CHAPTER
3 PREVENTION OF POLLUTION CAUSED BY NOXIOUS LIQUID SUBSTANCES
3.1 Shipboard marine
pollution emergency plan and other issues
3.1.1 General
provisions
Upon operation in Polar
seas, compliance with documents (1) to (3) is to be required where appropriate:
(1) Cargo record books
under 2.2.1-6 Part 4.
(2) Manual for
procedures and arrangements for discharge of noxious liquid substances under
2.2.1-5 Part 4.
(3) Shipboard noxious
liquid substances pollution emergency plan under Part 6 or Shipboard marine
pollution emergency plan under 2.2.3 Part 6.
3.2 Structure and
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For Category A and
Category B ships built on or after January 1, 2017, cargo tanks indicated under
Chapter 17, column e that are type 3 ships or tanks of type 3 ships carrying
products indicated under Chapter 18 of the IBC are to be at least 0,76 m away
from ship shells.
III
REGULATIONS ON MANAGEMENT
CHAPTER
1 REGULATION ON CERTIFICATION
1.1 General provisions
1 Ships regulated by
1.1.1 Section I hereof are to be examined by VR which will issue certificate of
pollution prevention in accordance with 1.2 and 1.3 below.
2 Procedures for issuance
and re-issuance of certificate to ships under 1.2 and 1.4 below shall conform
to Circular No. 40/2016/TT-BGTVT
and Circular No. 17/2023/TT-BGTVT.
3 Forms of certificate
issued to ships under 1.2 are to conform to Circular No. 20/2022/TT-BGTVT.
1.2 Certificates issued
to the ship
1.2.1 For ships engaged
in international voyages
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2 Ships are to be issued
with International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk (NLS), International Certificate of Fitness for the
Carriage of Dangerous Chemicals in Bulk (CHM) or the Certificate of Fitness for
the Carriage of Dangerous Chemicals in Bulk (E.CHM) after deemed satisfactory
to requirements under Part 4 and Part 6 and IBC Code by VR.
3 Ships are to be issued
with International Sewage Pollution Prevention Certificate (ISPP) after deemed
satisfactory to Part 7 hereof by VR.
4 Marine diesel engines
are to be issued Engine International Air Pollution Prevention Certificate
(EIAPP) after the engines are tested and inspected in compliance with
requirements in 2.1.3-5(3) (except (d)(iii)) Part 2 hereof). Ships engaged in
international voyages are to be issued an International Air Pollution
Prevention Certificate (IAPP) and an International Energy Efficiency
Certificate (IEE) upon the completion of VR’s surveys satisfying requirements
in Part 8 hereof.
1.2.2 For ships engaged
in domestic voyages
1 Ships are to be issued
Oil Pollution Prevention Certificate (OPP) after deemed satisfactory to
requirements under Part 3 and Part 5 Section II hereof by VR.
2 Ships are to be issued
Domestic Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk (D.NLS) or Domestic Certificate of Fitness for the Carriage
of Dangerous Chemicals in Bulk (D.CHM) after deemed satisfactory to
requirements under Part 4 and Part 6 hereof by VR.
1.3 Effective period of
certificates
1 The OPP, IOPP, NLS,
D.NLS, CHM, E.CHM, D.CHM, ISPP, IAPP, and APP certificates are valid for at
most 5 years from the date on which initial inspection under Part 2 hereof
concludes. IEE
does not expire.
2 For periodic inspection
under Part 2 hereof, OPP, IOPP, NLS, D.NLS, CHM, E.CHM, D.CHM, ISPP, and IAPP
are effective for a maximum of 5 years from the date on which previous
certificate expires where periodic inspection concludes within 3 months prior
to expiry of the previous certificate.
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3 EIAPP is to be issued
to marine diesel engines and effective for the entirety of engine useful life.
4 The aforementioned
certificates (other than EIAPP, IEE, and ISPP) are to be verified during
regular inspection under Part 2 hereof.
1.4 Storage,
re-issuance, and return of certificates
1 The master is to have
responsibility to carry certificates onboard the ship and present the same to
VR upon request.
2 Ship owner,
manufacturer of engines or the Master is to request VR without delay to reissue
relevant certificates when:
(1) The certificates
are lost or damaged;
(2) The contents in
those certificates are changed.
3 In case of reissuance
of EIAPP and IEE mentioned in -2 above, ship owner, manufacturer of engines or
the master are to submit a written request letter enclosed with approved
technical file of the engine.
4 Ship owner or the
master is to return to VR the replaced soiled certificates right after reissued
in accordance with -2 above, except in cases those are lost.
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1 Based on 2.1.10 Part 1A
Section II of National Technical Regulation on the Classification and
Construction of Sea-going steel ships, “Energy Efficiency Design Index-phase X”
(abbreviated as EEDI-pX in which X refers to the adopted phase) is to be
affixed to the classification characters of ships whose attained EEDI satisfies
a required value calculated using a phase reduction factor which is stricter
than the phase reduction factor to be applied according to Chapter 3 Part 8.
However, for ro-ro cargo ships and ro-ro passenger ships, this requirement only
applies if EEDI requirement is stricter.
2 Based on 2.1.10 Part 1A
Section II of National Technical Regulation on the Classification and
Construction of Sea-going steel ships, “Nitrogen Oxides Emission-Tier III”
(abbreviated as NOx-III) is to be affixed to the classification characters of
ships installed with diesel engines satisfying the maximum allowable NOx
emission limit criteria specified in 2.1.2-1(1)(c) of Part 8 which are
permitted to operate in NOx emission control areas. For ships using
selective catalytic reduction systems, exhaust gas recirculation systems, dual
fuel engines or gas-only engines to satisfy the maximum allowable NOx emission
limits criteria specified in 2.1.2-1(1)(c) Part 8, the notations referred to in
(1) to (4) below are listed in parentheses after NOx-III according to the
installed equipment/engine.
(1) Ships using
selective catalytic reduction systems: Selective Catalytic Reduction
(abbreviated as “SCR”);
(2) Ships using
exhaust gas recirculation systems: Exhaust Gas Recirculation (abbreviated as
“EGR”);
(3) Ships using dual
fuel engines complying with 16.1 and 16.7 Part 8D or 1.1.3-1(20) Part 8I of
National Technical Regulation on the Classification and Construction of
Sea-going steel ships: Dual Fuel Engine (abbreviated as “DFE”);
(4) Ships using
gas-only engines complying with 1.1.3-1(20) Part 8I of National Technical
Regulation on the Classification and Construction of Sea-going steel ships:
Gas-only Engine (abbreviated as “GOE”).
(5) Ships using
technologies other than (1) to (4) above: Other technology.
3 Based on 2.1.10 Part 1A
Section II of National Technical Regulation on the Classification and
Construction of Sea-going steel ships, the notations “Sulfur oxide”
(abbreviated as “SOx”) is to be affixed to class notations of ships so
outfitted in accordance with (1) and/or (2) below satisfactory to sulfur
content requirements under -1 or -2 of 1.2.2 Part 2, or at least equivalent to
ships outfitted in a manner satisfactory to this regulation. Class notations
satisfactory to (1) and (2) below are to be placed outside of parentheses after
SOx depending on the type of system and arrangement in place. Fuel details
related to (1) and specifications of engine specified in (1) and machines
containing system specified in (2) are to be included in class notations.
(1) Systems using fuel
with low flashpoint under 2.2.1-28 Part 8I National Technical Regulation on the
Classification and Construction of Sea-going steel ships and satisfactory to
Chapter 16 Part 8D of National Technical Regulation on the Classification and
Construction of Sea-going steel ships or Part 8I of National Technical
Regulation on the Classification and Construction of Sea-going steel ships: Low-Flashpoint
Fuel (abbreviated as “LFF”);
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CHAPTER
2 DOCUMENT MANAGEMENT
2.1 Ship documents
Ship documents include:
(1) Approved design
documentation, including plans and data provided in Chapter 1 Part 2 Section II
and in relevant parts (if any), as well as approval certificate and suitable
pollution prevention certificates;
(2) Approved technical
documents/instructions;
(3) Survey records
including test, survey reports (as a basis for the issuance of relevant
certificates) and certificates including certificates of materials and
pollution prevention machinery/equipments installed on board ship.
2.2 Survey document
storage
All documents issued by
VR for ships are to be kept and maintained on board. Those are to be ready to
present to VR or other competent authorities as requested.
IV
RESPONSIBILITIES OF ORGANIZATIONS AND INDIVIDUALS
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1 To fully comply with
relevant requirements in this Regulation.
2 To comply with
regulations on survey of VR given in this Regulation.
1.2 Responsibilities of
Vietnam Register
1.2.1 Design approval,
technical supervision
To carry out the
approval of design documents, technical supervision in accordance with
requirements specified in this Regulation.
1.2.2 To control
exemption and equivalent replacement
Where VR personnel is
given the authority to decide in accordance with this document, VR personnel
have the responsibility to report to and operate under VR.
1.2.3 To inform the
Ministry of Transport and IMO
To report to the
Ministry of Transport and IMO on cases where equivalents, exemptions and
waivers are applied in lieu of requirements in MARPOL, in accordance with the
regulations on equivalents and exemptions and waivers provided in the
Convention.
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To give instructions
for the application of requirements of this Regulation to ship owners, design
companies, yards of ship construction, conversions, renovations and repair,
manufacturers of engines and pollution prevention equipments installed onboard
the ship.
1.2.5 To amend and
update the Regulation
Based on practical
demands, Vietnam Register is to have responsibility to request the Ministry of
Transport to amend, update the Regulation when needed or on a basis specified
in Law on Technical Standards and Technical Regulations.
V
ORGANIZING IMPLEMENTATION
1.1 VR has the
responsibility to arrange inspection system satisfactory to requirements
hereof.
1.2 Where documents
referred to under this document are amended or superseded, the new versions
shall prevail.