MARPOL Annex I

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REGULATIONS FOR THE PREVENTION OF POLLUTION BY OIL

1.0       DEFINITIONS :

1     OIL :  means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products.( A list of such oils is given in Marpol annex 1)

Note: Animal and Vegetable oil Fall under NLS Annex 2)

Oil Rags are to be treated under Annex 5

2       OILY MIXTURE : means a mixture with any oil content.

3       OIL FUEL : means an oil used as fuel in connection with the propulsions and auxiliary machinery of the ship in which such oil is carried.

4.      OIL TANKER : Means a ship constructed or adapted to carry oil in bulk in its cargo spaces.(Note FPSO and FSU are NOT OIL TANKERS and are not to be used for transport of oil except by agreement by flag state and relevant coastal state on a VOYAGE BASIS and under RARE circumstances(FPSO =Floating ,Production , Storage and Offloading Facilities.)(FSU=Floating storage Units)

5       CRUDE OIL : Hydrocarbon Mixture, occurring naturally in the earth, whether treated or not to facilitate transportation, even if a certain distillate fraction has been added to or removed from it.

6       SEGREGATED BALLAST : Means ballast introduced into a tank which is completely separated from cargo and fuel system. Nevertheless, Emergency discharge of segregated ballast may be carried out by providing a connection to the cargo pump via a portable spool piece. Non – return valves should be fitted to prevent passage of oil to SBT.

7       CLEAN BALLAST :  Means ballast in an oil tank, which has been so cleaned prior to ballasting, that when the ballast is discharged from a stationary ship, into calm waters, on a clear day it will not leave traces of oil on the surface of water. If the same ballast is discharged through ODMCS and it shows that the oil content <15 PPM, then the ballast is said to be clean notwithstanding the presence of visible traces of oil the surface of water.

8       NEAREST LAND :  Is the distance from land measured from the base line from which the territorial sea of a state is measured as per international law.

9       INSTANTANEOUS RATE OF DISCHARGE OF OIL CONTENTS: Means rate of discharge of oil per hour at any instant divided by the speed of the ship in knots at the same instant.

10      SLOP TANK : Means a tank specifically designed for the collection of tank draining, tank washings and other oily mixtures.

11      COMBINATION CARRIERS : Ships designed to carry oil or solid bulk cargoes.

12      WING TANK :  Tanks adjacent to shell plating

13      CENTRE TANK : Tank located inboard of a longitudinal bulkhead

2.0       Annex I applies to all ships to which MARPOL 73/78 applies.  The discharge of oil into the sea is prohibited in some areas and severely restricted in others. Ships are required to meet certain equipment and constructional standards and to maintain an Oil Record Book. With the   exception of small ships, a survey is required and, for ships trading internationally, certification in prescribed form in necessary. Ports are required to provide adequate reception facilities for oily mixtures and residues to meet the needs of ships using the ports. As per SOLAS resolution, all ships carrying ANNEX 1 materials are to be provided by MSDS (SAFETY DATA SHEETS) prior to loading cargo.

Requirements for the control of operational discharges :

ANNEX – 1

SEA AREADISCHARGE CRITERIA
Within 50 nautical miles from landOnly clean or segregated ballast (as for special areas)
Outside a special area more than 50 nautical miles from landOnly either
 a) Clean or segregated ballast or  
 b) When :
  1)The tanker is en route ; and
  2)The instantaneous rate of discharge of oil does not exceed 30 litres per nautical mile; and
  3)The total quantity of oil discharged does not exceed 1/30,000 of the total quantity of cargo which was carried on the previous voyage; and
  4)The tanker has in operation an oil discharge monitoring and control system and slop tank arrangement
Within a special area : Only clean or segregate ballast

Control of discharge of oil from cargo tank areas 

NOTE: The following three points are to be added to all the three tables

a)    Whenever visible traces of oil are observed on/below the waters of the ship or its wake, the government will investigate into the matter

b)    No discharge of chemicals or other substances in concentrations which are hazardous to the marine environment is permitted.

c)    The oil residues which cannot be discharged into the sea as per the stated criteria have to be retained on board for subsequent transfer to reception facilities.

ANNEX – 1

Anywhere outside a special areaShips of 400 G.T  and aboveNo discharge except when : 1)     The ship is proceeding en route; and 2)     The oil content without dilution of the effluent is 15 ppm or less; and 3)     The ship has in operation an oily- water filtering equipment and 4)     On oil tankers, the bilge water does not originate from cargo pump-room bilges or is not mixed with oil cargo residue.

Control Of Discharge Of Oil From Machinery Spaces Of All Ships

ANNEX – 1

Sea areaShip type and sizeDischarge criteria
Anywhere within a special areaShips of 400 G.T and aboveNo discharge except when : 1)     The ship is proceeding en route; and 2)     The oil content of the effluent without dilution does not exceed 15 ppm; and 3)     The ship has in operation oil filtering equipment with automatic 15 ppm stopping device; and 4)     For oil tankers, the bilge – water does not originate from cargo pump-room bilges or is not mixed with oil cargo residue.
AntarcticAll ShipsNo Discharge

Control of discharge of oil from machinery Spaces of all Ships.

2.2       Exceptions to the above discharge controls are as follows: It does not apply to 

1.     The discharge into the sea of oil or oily mixture necessary for the purpose of securing safety of the ship or saving life at sea;

2.     The discharge into the sea of oil or oily mixture resulting from damage to a ship or its equipment:

3.     All reasonable precautions have been taken after the occurrence of the damage or discovery of the discharge for the purpose of preventing or minimizing the discharge.

4.     This exception will not apply if the owner or the master acted either with intent to cause damage or recklessly and with knowledge that damage would probably result.

3.0     Ballasting Arrangements for tankers :

1)       a)  Oil tankers between 600 dwt and 5,000 dwt : to provided with double bottom tanks with height not less then 0.76m.

b)  Oil tankers of 5,000 dwt and above : to be provided with double hull .     

c)  Oil tankers of 20,000 dwt and above in addition to above  are required to comply with bottom raking damage survivability criteria.

2)       In tanker > 5000 DWT, segregated ballast shall be carried in tanks which shall be constructed and located as follows: 

  • Wing Tanks:

1)     For full cargo tank length.

2)     For full depth of tanker and

3)     Each SBT of width between 1.0m to 2.0m

  • D.B. Tanks :

1)     For full cargo tank length, and

2)     Each SBT of height between 1.0 to 2.00 mtrs. 

3)       For Tanker : > 5000 DWT, ballast sounding and vent pipes to the ballast tanks shall not pass through the cargo tanks, whilst cargo and similar pipes to the cargo tanks shall not pass through the ballast tanks.

4)       CRUDE TANKERS : >20,000 DWT and product carrier > 30,000 DWT should have sufficient SBT which, when ballasted, shall satisfy all the following conditions.

i)        Tanker can operate safely without ballasting cargo tanks.

ii)       Sufficient amidships molded draft (2+.02L) mtrs.

iii)      Trim by stern (< 0.015L)

Propeller is fully submerged.

NOTE: The date for application of double hull for tankers greater than 5000 dwt is from 6/07/96. This means after 6/7/96 all tankers will have double hull and most of the tankers not having double hull will be phased out by 2015 or by the year ship becomes 25 yrs old whichever occurs early. This implies that only a tanker delivered after 1984 may be permitted to operate beyond 2010, up to 2015(subject to CAS) after its delivery. A tanker delivered before 1984 would complete 25yrs before 2010, hence there is no question of granting any extention to it beyond 2010.Flag state shall communicate to IMO if any extention is granted. PSC may deny entry to a tanker which has been granted extention.

4)       Regulations exist for following topics : (a)         Condition assessment scheme (CAS) to verify history of vessel, its cargo and condition of tank etc. CAS is in addition to Classification approved Enhanced Survey Programme to vessels which are used for thickness measurement and determination of structural strength of spaces. CAS  inspections are mandated by the need to make the older tankers be phased out early or make them operational by complying with the DBS/Double Hull requirements in their design etc .CAS is a hull structure survey scheme which focuses on planning diligence and greater transparency in reporting.

  • In the Antarctic Area, all ships, irrespective of  their DWT/GT shall not carry HGO( Heavy Grade Oil) as cargo or carriage and use as  fuel oil of HGO. HGO means any oil having a density greater than 900 kg/m3 at 15 deg C. Such oils include bitumen, tar and their emulsons. Such oils have a large sulphur content in them which cause excessive pollution .In other areas carriage of HGO in single hull ships is not permitted
  • For tankers built after 1/1/2007  and > 5000 tons DWT, the Pump Room Spaces  shall be provided with Double bottom protection having minimum height 1.0mtrs.
  • For tankers to be delivered after 1/1/2010 and more than 5000 tons DWT, provisions exist to limit the mean oil outflow parameter  between 0.021 & 0.012m3   of ships total cargo capacity (in m3) at 98% full Volume for protection in event of collision / stranding.
  • On existing tankers, the hypothetical outflow in case of damage to side & bottom is calculated as per regulations. Cargo tanks on tankers shall be such that the hypothetical oil outflow is less than 40,000m3 . The capacity of one wing tank shall not exceed 75% of this calculated hypothetical outflow. The volume of any one center tank done not exceed 50000m3 .
  • Intact stability criteria, sub-division and damage stability calculations are provided in the regulations.
  • Fixed / floating platforms shall comply with the discharge requirements of this Annex as far as reasonable & keep a record of all operations pertaining to oil in a form approved by administration.
  • PROTECTIVE LOCATION(PL)  means  Segregated Ballast Tanks  are selectively located along the shipside to give optimum protection to crew and cargo in case of grounding or collision so that in eventuality of accident ,it is water that is spilt and not oil.

5)       Ballast in Cargo Tanks:On tankers fitted with SBT, ballast can be only carried in cargo tanks only under the following circumstances:

1.    On those rare voyages when weather conditions are so severe that, in the  opinion of the Master, it is necessary to carry additional ballast water in cargo tanks for the safety of the ship.

2.    When tankers are required to pass under low bridge

3.    When local port or canal regulations require specific draughts for safe navigation.

4.    On crude oil tankers, the additional ballast so carried (as per 1,2,3) shall

 be carried in cargo tanks only if such tanks have been crude oil washed

 before departure from oil unloading port or terminal. The resulting ballast is to be considered dirty ballast and discharged as per discharge criteria (ODMCS is provided; tank cleanings and slop tank arrangements are provided etc)  

7)       Ballast In Fuel Oil Tanks : New ships of 4000 G.T and above and new oil tankers of 150 G.T and above, ballast water shall not normally be carried in any oil fuel tank

If ballast is carried in fuel oil tank due to abnormal conditions, it shall be discharged to shore reception facility or discharged as per discharge control criteria.  

Vessels constructed after 01 July 1982, oil shall not be carried in the forepeak tank, or a tank forward of collision bulkhead

5.0     OTHER EQUIPMENTS ON TANKERS (IN ADDITION TO SBTS)

a)       Slop Tank (Tankers):

Tankers of over 150 GT shall be provided with slop tank to collect tank washings. The capacity of the slop tank shall be 3 % of the cargo carrying capacity of the ship. This can be reduced to 2% where the vessel is fitted with closed cycle washing or where the vessel is fitted with Segregated Ballast Tank For combination carriers with smooth walls, it can be reduced 1%. If tanker operates in Antarctic, then capacity of the slop tanks shall be sufficient to retain all oil residues on board and discharge them at a port outside Antarctic. Tankers of over 70000 tons shall be provided with two slop tanks.

b)      Crude oil washing system: (Tankers)

  • This is provided for new crude tanker greater / equal 20,000 DWT.
  • Inert gas system shall be provided for all cargo and slop tanks.
  • Approved operation manual is provided as per IMO specifications.

c)       Oil Discharge Monitoring And Control System:  (Tankers)

  • It shall be approved by the Administration and should be provided with a ODMCS manual
  • It shall be fitted with a recording device to provide a continuous record of discharge in litres per nautical mile and total quantity discharged or the oil content and the rate of discharge. The system consists of control, calculating, computing unit and is fitted with interlocks and/automatic stopping devices. The oil content meter should be suitable for use with black, white oils or oil like NLS.
  • The record shall be retained for 3 years.
  • It shall come into operation when there is any discharge of effluent into the sea.
  • It shall ensure the discharge is stopped when the instantaneous rate of discharge exceeds that permitted.  
  • Any failure of the monitoring system shall stop the discharge.
  • The failure shall be noted in the oil record book. Failure must be repaired and only one failure per year is permitted.
  • A manual operated alternate method shall be provided and may be used in the event of such failure.
  • The defective unit shall be operable as soon as possible

(Note: Analysing unit is generally in Pumproom, Converting unit is in E/Room and the Display unit is in CCR)

d)      Oil Water Interface Detector:  (Tankers)

  • It shall be approved by the Administration
  • It shall be provided for rapid and accurate determination of oil water interface in slop tanks and shall be available for use in other tanks where separation of oil water is effected.

e)       Sludge Tank:  (Machinery Space)

  • Shall be provided for vessels of over 400 tons gross.
  • It shall be used for collecting oil residue (sludge) obtained from the purification of fuel and lubricating oils and leakages in the machinery spaces.
  • It shall be provided with a standard pipe connection for discharge  and suitable pump.
  • It shall have sufficient capacity as regards the type of machinery and length of voyage.

(Note: The sludge is collected from the purification of fuel and lubricating  oils and the leakages. After passing through Oily Water Separator, the bilge water/oily mixtures if less than 15 p p m can be discharged as per the discharge criteria. What is more than 15 ppm, is collected in sludge tank. The sludge tank is to be discharged ashore through the Standard Discharge Connection or burnt in the incinerator as per the procedure. The quantity  of sludge should not be less than 1% of Fuel oil on board)

f)       Oil Filtering Equipment:  (Machinery Space)

  • Any ship of over 400 G.T but less than 10000 G.T shall be fitted with oil filtering equipment.
  • The equipment may consist of a combination of SEPARATOR OR FILTER OR COALESCER OR A SINGLE UNIT to ensure oil content does not exceed 15ppm
  • It shall be approved by the Administration
  • It shall be such that as will ensure that any oily mixture discharged into the sea after passing through the system has an oil content not exceeding 15 parts per million.
  • any vessel of over 10000 tons gross shall be provided with oil filtering equipment, and with arrangements for alarm with automatic stopping any discharge of oily mixture when the oil content in the effluent exceeds 15 parts per million.

g)      Bilge Water Holding Tank: (Machinery space)

  • If a vessel is operating exclusively in special areas, in lieu of oil filtering unit, bilge water holding tank shall be provided.
  • The volume shall be adequate for the total retention on board of oily bilge water.
  • All bilge water retained on board shall be for subsequent discharge to reception facilities.
  • The International Oil pollution prevention certificate is endorsed when required to be provided with a holding tank to the effect, that the ship is exclusively engaged on the voyages within special areas.
  • The quantity, time and port of discharge are recorded in the oil record book.

h)      Standard Discharge Connection: (Machinery Space)

  • To enable pipes of reception facilities to be connected with the ship’s discharge pipeline for residues from machinery bilges and sludge tanks, both lines shall be fitted with a standard discharge connection. The flange has 6 slots with bolts to distinguish it from ISC for Fire Fighting with following further description.

Outside Diameter:  215 mm  

Inner Diameter:    Max 125 mm( according to pipe outside diameter)

Bolt PCD:               183mm

Slots in flange:  6 Holes 22mm Dia equidistant, slotted to flange periphery, slot width 22mm)

Flange thickness:   20mm

Bolts/ Nut:              6 Nos.  of Dia 20mm and of suitable length

Flange Material: Steel with Flat face to be fitted with oil proof gasket, service pressure: 6kg/cm2

i)       Pumping, piping and discharge arrangements including details of

– overboard discharge connections (location-above/below waterline)

– Marpol line with small diameter pipeline for discharge   to drains, slop tank or ashore. This line leads from the vessels  stripping pump to one of the manifold. The Marpol line is connected on the outboard side of the manifold valve. When using this line , it is important to keep the specific manifold valve closed to avoid the cargo returning into the vessels line

j)       SOPEP  (Refer to para. 6.3)

k)       SHIP TO SHIP TRANSFER(STS):  ALL TANKERS ENGAGED IN THE TRANSFER OF OIL CARGO AT SEA (STS) have to comply with these requirements . Vessels will need an  administration approved STS operation plan  whenever such activities are conducted within the territorial sea or the exclusive economic zone  of the party. All STS operations are to be duly  noted in the Oil record Book and records must be retained for a period of 3 years . The vessel must inform the coastal state party at least 48 hours prior to any STS intended  operations along with following data

  • name/flag/callsign IMO number and ETA of the vessel
  • date, time location of the STS operation
  • whether will be done at anchor/underway
  • oil type and qty
  • planned duration of STS OPERATION
  • identification of the service provider with full details
  • confirmation that the vessel has an STS operarion plan.

The STS is to be developed taking into account  the IMO   publication” Manual on Oil Pollution” and ICS/OCIMF   Manual “ Ship to Ship Transfer Guide”. These regulations do not apply for fuel bunkering operations, oil transfers associated with fixed or floating platforms and STS operations necessary for safety/ securing life at sea  or combating specific pollution incidents or to naval vessels.

6.0     Manuals, record and documents : 

.1         OIL RECORD BOOK:        

1)       It is required for ship greater / equal 400 GRT and tanker greater / equal 150 GRT. 

2)       Part I of ORB is meant for every ship, including tanker, whilst part II it is only for tanker.

3)       Entries in part I relate to following operations :

a)       Ballasting, De-Ballasting and cleaning of fuel tanks, and discharge of cleaning water from the same.

b)       Collection and disposal of sludge (to be recorded weekly)

c)       Automatic or non-automatic discharge or disposal of bilge water.

d)       Condition of Oil Filtering System(also alarm and automatic device if fitted)

e)       Accidental or exceptional discharge, or additional procedures, general remarks

f)       Bunkering

4)       Entries in part II relate to following operations:

a)       Loading, internal transfer and unloading of oil cargo,

b)      Ballasting and de-ballasting of cargo tanks and CBT,

c)       Cleaning of cargo tanks and cow operation,

d)      Discharge of water from slop tank,

e)       Closing of valves, etc., after slop tank discharge,

f)       Closing of valves, etc., for isolating CBT from cargo lines after slop tank discharge.

g)      Disposal of residue,

h)       Condition of ODMCS,

i)        Accidental or exceptional discharge.

j)        STS  operations ( after 1/4/2012)

5)       All entries shall be promptly made after the operation in the official language of the flag state and also in English or French.  These shall be signed and dated by the officer in charge. Each page shall be signed by the master.   

6)       If tank washings, dirty ballast, residues or oily water transferred to reception facility, then a receipt shall be obtained and attached to the oil record book. This may aid the master in proving that his ship was not involved in an alleged pollution incident.

7)       ORB shall be retained on board up to 3 years after the date of the last entry.    

OIL RECORD BOOK

GENERAL INSTRUCTIONS

1.       An Oil Record Book Part I shall be carried on board every oil tanker of 150 gross tons and above and every other ship of 400 gross tons and above to record relevant machinery space operations.  In addition, Oil Tankers of 150 gross tons and above shall carry an Oil Record Part II to record cargo and ballast operations. 

2.       The Oil Record Book must be available at all times for examination by Nautical Inspectors or Inspectors of any port State when within the jurisdiction of that State. The Oil Record Book must be preserved for three (3) years from the date of the last entry. 

3.       The Oil Record Book must be properly completed.  All machinery space operations must be clearly and accurately recorded. 

4.       Owners and their Legal Advisors, Masters and Officers are reminded that, in addition to statutory requirements concerning maintenance of an Oil Record Book, this record is a valuable means of providing proof that the ship has complied with anti-pollution regulations. 

5.       Pages (i) and (ii) contain a comprehensive list of items which are, when appropriate, to be recorded in the Oil Record Book in accordance with Regulation 20 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL ),  The items have been grouped into operational sections, each of which is denoted by a letter code. 

6.       When making entries in the Oil Record Book, the date, operational letter code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank spaces. The Oil Record Book shall be maintained in the English language. 

7.       Each completed operation shall be signed for and dated by the officer or officers in charge.  Each completed page shall be countersigned by the Master of the ship. 

All entries in the ORB have to be recorded with inedible ink. Entries recorded in pencil are not acceptable by most authorities.

In case that a wrong entry has been recorded in the ORB, it should be immediately be struck through by a single line in such a way that the wrong entry is still legible. The wrong entry will be signed and the new correct entry will follow.

However if a serious mistake is discovered at a later stage, contemporaneous evidence is needed to prove that such entry was wrong, and that it was an innocent mistake.

It is not permitted to leave any full lines empty between each entry. When an entry is made and the whole line is not completed, this line is not a “full line entry”, and is permitted to make another entry on the next line.

  • The ORB must be preserved for three -3-years from the date of the last entry.
  • On board the ship one official ORB only must be Kept. It is not permitted to keep a scrap ORB.

PART I – MACHINERY SPACE OPERATIONS (ALL SHIPS)

LIST OF ITEMS TO BE RECORDED

(A)        BALLASTING OR CLEANING OF OIL FUEL TANKS

1.     Identity of tank(s) ballasted.

2.     Whether cleaned since they last contained oil and, if not, type of oil previously carried.

3.     Cleaning process:

  1. position of ship and time at the start and completion of cleaning;
  2. identify tank(s) in which one or another method has been employed (rinsing through, steaming, cleaning with chemicals; type and quantity of chemicals used, in m3);

.3       identity of tank(s) into which cleaning water was transferred.

4.       Ballasting:

  1. position of ship and time at start and end of ballasting;
  2. quantity of ballast if tanks are not cleaned, in m3;

(B)        DISCHARGE OF DIRTY BALLAST OR CLEANING WATER FROM OIL FUEL TANKS REFERRED TO UNDER SECTION (A)

5.     Identity of tank(s).

6.     Position of ship at start of discharge.

7.     Position of ship on completion of discharge.

8.     Ship’s speed(s) during discharge.

9.     Method of discharge:

  1. Through 15 ppm equipment;
  2. To reception facilities.

10.   Quantity discharged, in m3.

(C)        COLLECTION AND DISPOSAL OF OIL RESIDUES (SLUDGE)

11.   Collection of oil residues.

Quantities of oil residues (sludge and other oil residues) retained on board. The quantity should be recorded weekly1: (This means that the quantity must be recorded once a week even if the voyage lasts more than one week.)

  1. identity of tank(s) …………………
  2. capacity of tank(s) ……………….. m3
  3. total quantity of retention ………… m3;

12.   Methods of disposal of residue.

State quantity of oil residues disposed of, the tank(s) emptied and the quantity of contents retained, in m3:

  1. to reception facilities (identify port)2;
  2. transferred to another (other) tank(s) (indicate tank(s) and the total content of tank(s));
  3. incinerated (indicate total time of operation);
  4. other method (state which).

(D)       NON-AUTOMATIC DISCHARGE OVERBOARD OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES

13.     Quantity discharged or disposed of, in cubic meters.3

14.     Time of discharge or disposal (start and stop).

15.     Method of discharge or disposal:

  1. through 15 ppm equipment (state position at start and end);
  2. to reception facilities (identify port)2;
  3. transfer to slop tank or holding tank (indicate tank(s); state quantity transferred and the total quantity retained in tank(s) , in m3).

(E)        AUTOMATIC DISCHARGE OVERBOARD OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES

16.     Time and position of ship at which the system has been put into automatic mode of operation for discharge overboard, through 15 ppm equipment..

17.     Time when the system has been put into automatic mode of operation for transfer of bilge water to holding tank (identify tank).

18.     Time when the system has been put into manual operation.

(F)        CONDITION OF OIL FILTERING EQUIPMENT

19.     Time of system failure.

20.     Time when system has been made operational.

21.     Reasons for failure.

(G)       ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL

22.     Time of occurrence.

23.     Place or position of ship at time of occurrence.

24.     Approximate quantity and type of oil.

25.     Circumstances of discharge or escape, the reasons therefore and general remarks.

(H)        BUNKERING OF FUEL OR BULK LUBRICATING

26.     Bunkering:

  1. Place of bunkering.
  2. Time of bunkering.
  3. Type and quantity of fuel oil and identity of tank(s) (state quantity added and total content of tank(s)).
  4. Type and quantity of lubricating oil and identity of tank(s)(state quantity added and total content of tank(s)).

(I)         ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS  

NOTE: A SAMPLE ENTRY IS CONTAINED IN THE BACK OF THE OIL RECORD  BOOK.

PART II- CARGO AND BALLAST OPERATIONS (TANKERS)

LIST OF ITEMS TO BE RECORDED

(A)        LOADING OF OIL CARGO

1.     Place of loading.

2.     Type of oil loaded and identity of tank(s).

3.     Total quantity of oil loaded (state quantity added, in m3 at 15°C and the total content of tank(s) , in m3).

(B)        INTERNAL TRANSFER OF OIL CARGO DURING VOYAGE

4.     Identity of tank(s):

  1. from:
  2. to: (state quantity transferred and total quantity of tank(s) , in m3)

5.     Was (were) the tank(s) in 4.1 emptied?  (If not, state quantity retained, in m3.)

(C)        UNLOADING OF OIL CARGO

6.     Place of unloading.

7.     Identity of tank(s) unloading.

8.     Was (were) the tank(s) emptied? (If not, state. quantity retained, in m3.)

(D)       CRUDE OIL WASHING (COW TANKERS ONLY)

(To be completed for each tank being crude oil washed)

9.     Port where crude oil washing was carried out or ship’s position if carried out between two discharge ports.

10.   Identity of tank(s) washed.(When an individual tank has more machines than can be operated simultaneously, as described in the Operations and Equipment Manual, then the section being crude oil washed should be identified, e.g. No. 2 center, forward section.)

11.   Number of machines in use.

12.   Time of start of washing.

13.   Washing pattern employed.(In accordance with the Operations and Equipment Manual, enter whether single-stage or multi-stage method of washing in employed. If multistage method is used, give the vertical arc covered by the machines and the number of times that arc is covered for that particular stage of the program.)

14.   Washing line pressure.

15.   Time washing was completed or stopped.

16.   State method of establishing that tank(s) was (were) dry.

17.   Remarks.(If the programs given in the Operations and Equipment Manual are not followed, then the reasons must be given under Remarks.)

(E)        BALLASTING OF CARGO TANKS

18.   Position of ship at start and end of ballasting.

19.   Ballasting process:

  1. identity of tank(s) ballasted;
  2. time of start and end; and
  3. quantity of ballast received. Indicate total quantity of ballast for each tank involved in the operation, in m3.

(F)        BALLASTING OF DEDICATED CLEAN BALLAST TANKS (CBT TANKERS ONLY)

20.   Identity of tank(s) ballasted.

21.   Position of ship when water intended for flushing, or port ballast was taken to dedicated clean ballast tank(s).

22.   Position of ship when pump(s) and lines were flushed to stop tank.

23.   Quantity of the oily water which, after line flushing, is transferred to the stop tank(s) or cargo tank(s) in which slop is preliminarily stored (identify tank(s)). State the total quantity, in m3.

24.   Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).

25.   Time and position of ship when valves separating the dedicated clean ballast tanks from cargo and stripping lines were closed.

26.   Quantity of clean ballast taken on board, in m3.

(G)       CLEANING OF CARGO TANKS

27.   Identity of tank(s) cleaned.

28.   Port or ship’s position.

29.   Duration of cleaning.

30.   Method of cleaning.(Hand-hosing, machine washing and/or chemical cleaning. Where chemically cleaned, the chemical concerned and amount used should be stated.)

31.   Tank washings transferred to:

  1. reception facilities (state port and quantity, in m3)(Ships’ masters should obtain from the operator of the reception facilities, which includes barges and tank trucks, a receipt or certificate, detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book Part II, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book Part II.); and
  2. slop tank(s) or cargo tank(s) designated as slop tank(s) (identify tank(s); state quantity transferred and total quantity, in m3).

(H)        DISCHARGE OF DIRTY BALLAST

32.   Identity of tank(s).

33.   Position of ship at start of discharge into the sea.

34.   Position of ship on completion of discharge into the sea.

35.   Quantity discharged into the sea, in m3.

36.   Ship’s speed(s) during discharge.

37.   Was the discharge monitoring and control system in operation during the discharge?

38.   Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?

39.   Quantity of oily water transferred to slop tank(s) (identify slop tank(s). State total quantity, in m3).

40.   Discharged to shore reception facilities (identify port and quantity involved, in m3).

(I)         DISCHARGE OF WATER FROM SLOP TANKS INTO THE SEA

41.   Identity of slop tanks.

42.   Time of settling from last entry of residues, or

43.   Time of settling from last discharge.

44.   Time and position of ship at start of discharge.

45.   Ullage of total contents at start of discharge.

46.   Ullage of oil/water interface at start of discharge.

47.   Bulk quantity discharged, in m3 and rate of discharge, in m3/hour.

48.   Final quantity discharged and rate of discharge.

49.   Time and position of ship on completion of discharge.

50.   Was the discharge monitoring and control system in operation during the discharge?

51.   Ullage of oil/water interface on completion of discharge, in metres.

52.   Ship’s speed(s) during discharge.

53.   Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?

54.   Confirm that all applicable valves in the ship’s piping system have been closed on completion of discharge from the slop tanks.

(J)        DISPOSAL OF RESIDUES AND OILY MIXTURES NOT OTHERWISE DEALT WITH

55.   Identity of tank(s).

56.   Quantity disposed of from each tank. (State the quantity retained, in m3.)

57.   Method of disposal:

  1. to reception facilities (identify port and quantity involved) (Ships’ masters should obtain from the operator of the reception facilities, which includes barges and tank trucks, a receipt or certificate, detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book Part II, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book Part II.)
  2. mixed -with cargo (state quantity);
  3. transferred to (an)other tank(s) (identify tank(s); state quantity transferred and total quantity in tank(s) , in m3); and
  4. other method (state which); state quantity disposed of, in m3.

(K)        DISCHARGE OF CLEAN BALLAST CONTAINED IN CARGO TANKS

58.   Position of ship at start of discharge of clean ballast.

59.   Identity of tank(s) discharged.

60.   Was (were) the tank(s) empty on completion?

61.   Position of ship on completion if different from 58.

62.   Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?

(L)        DISCHARGE OF BALLAST FROM DEDICATED CLEAN BALLAST TANKS (CBT TANKERS ONLY)

63.   Identity of tank(s) discharged.

64.   Time and position of ship at start of discharge of clean ballast into the sea.

65.   Time and position of ship on completion of discharge into the sea.

66.   Quantity discharged, in m3:

  1. into the sea; or
  2. to reception facility (identify port). (Ships’ masters should obtain from the operator of the reception facilities, which includes barges and tank trucks, a receipt or certificate, detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book Part II, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book Part II.)

67.   Was there any indication of oil contamination of the ballast water before, or during discharge into the sea?

68.   Was the discharge monitored by an oil content meter?

69.   Time and position of ship when valves separating dedicated clean ballast tanks from the cargo and stripping lines were closed on completion of deballasting.

(M)       CONDITION OF OIL DISCHARGE MONITORING AND CONTROL SYSTEM

70.   Time of system failure.

71.   Time when system has been made operational.

72.   Reasons for failure.

(N)        ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL

73.   Time of occurrence.

74.   Port or ship’s position at time of occurrence.

75.   Approximate quantity, in m3 and type of oil.

76.   Circumstances of discharge or escape, the reasons therefore and general remarks.

(O)       ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS

TANKERS ENGAGED IN SPECIFIC TRADES

(P)        LOADING OF BALLAST WATER

77.   Identity of tank(s) ballasted.

78.   Position of ship when ballasted.

79.   Total quantity of ballast loaded in cubic metres.

80.   Remarks.

(Q)       RE-ALLOCATION BALLAST WATER WITHIN THE SHIP

81.   Reasons for reallocation.

(R)        BALLAST WATER DISCHARGE TO RECEPTION FACILITY

82.   Port(s) where ballast waster was discharged.

83.   Name or designation of reception facility.

84.   Total quantity of ballast water discharged in cubic metres.

85.   Date, signature and stamp of port authority official.

NOTE: A SAMPLE ENTRY IS CONTAINED IN THE BACK OF THE OIL RECORD BOOK

6.2        MANUALS:

These are required for following:

a)       Crude oil washing system

b)       Inert gas manual 

c)       Oil discharge, monitoring and control system,

d)       Filtering / separating equipments,

e)       Interface detector.

6.3        Ship board oil pollution emergency plan (SOPEP):

1)         This applies to ship greater / equal 400 GRT and tanker greater / equal 150 GRT. 

2)         It shall be prepared, as per IMO guidelines, in the working language of the master and officers, and it shall be approved by the flag state of the ship.

3)         The plan shall contain the following :

  • Procedure for sending pollution incident reports.
  • List of authorities or persons to be contacted.
  • Detailed description of action to be taken to reduce or control the discharge of oil.
  • Procedure for coordinating with the local authorities to combat pollution.
  • It may be combined with the Plan required by Annex-2( in which case the combined Plan is known as SMPEP(Shipboard Marine Pollution Emergency Plan)

NOTE: Tankers greater than 5000 DWT, shall have prompt access to computerised shore based damage stability calculations and programmes.

6.4        Loading and damage stability information booklet

ANNEX I – REVISION

  • For the purposes of Annex I, defines:

a.    Oil

b.    Oily mixture

c.    Oil fuel

d.    Oil tanker

e.    Combination carrier

f.     Nearest land

g.    Special area

h.    Instantaneous rate of discharge of oil content

i.     Wing tank

j.     Centre tank

k.    Clean ballast

l      Segregated ballast

  • States that the condition of the ship and its equipment should be maintained to conform with the provisions of the convention
  • States that the certificate issued after survey is the international Oil Pollution Prevention (IOPP)
  • States that the IOPP Certificate should be available on board the ship at all times
  • States the conditions under which oily mixtures may be discharged into the sea from an oil tanker
  • States the condition under which oily mixtures from machinery space bilges may be discharged into the sea
  • Explains that the provisions do not apply to the discharge of clean or segregated ballast
  • Explains the conditions under which the provisions do not apply to the discharge of oily mixtures from machinery spaces where the oil content without dilution does not exceed 15 parts per million
  • States that residues which cannot be discharged into the sea in compliance with the regulations must be retained on board or discharged to reception facilities
  • Lists special areas for the purposes of Annex I as the Antarctic area, the Baltic Sea area, Mediterranean sea area, Black Sea area, the Gulf area, Gulf of Aden area, Red Sea area and north-west European waters
  • States that any discharge into the sea of oil or oily mixtures from an oil tanker or other ships of 400 tons gross tonnage and above is prohibited while in a special area
  • States the conditions under which a ship, other than an oil tanker, may discharge oily mixtures in a special area
  • States that the regulation does not apply to the discharge of clean or segregated ballast
  • Describes conditions in which processed bilge water from machinery spaces may be discharged in a special area
  • Describes the exceptional circumstances in which the regulations on the discharge of oil or oily mixtures do not apply
  • Explains that ballast water should not normally be carried in cargo tanks of tankers provided with segregated ballast tanks
  • Explains the exceptions in which ballast may be carried in cargo tanks
  • States that every oil tanker operating with crude oil washing systems should be provided with an operations and equipment manual
  • States that, in new ships of 4,000 tons gross tonnage and above and in new oil tankers of 150 tons gross tonnage and above, no ballast water should normally be carried in any oil fuel tank
  • States the requirements for the provision of Oil Record Books
  • Lists the entries required for machinery space operations in part A of the Oil Record Book
  • Lists the entries required in respect of cargo or ballast operations in oil tankers
  • States the entries required for accidental or other exceptional discharge of oil
  • States that the Oil Record Book should be kept on board readily available for inspection and should be preserved for a period of three years after the last entry has been made
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