IE
S.I. No. 44/1994 - Sea Pollution (Prevention of Oil Pollution) Regulations, 1994
Table of Provisions (93)
Statutory Text (93 Articles)
1. Place of loading.
2. Type of oil loaded and identity of tank(s).
3. Total quantity of oil loaded (state quantity added and the total content of tank(s)).
(B) Internal transfer of oil cargo during voyage
4. Identity of tank(s)
.1 from
.2 to: (state quantity transferred and total quantity of tank(s)).
5. Was (were) the tank(s) in 4.1 emptied? (If not, state quantity retained.)
(C) Unloading of oil cargo
6. Place of unloading.
7. Identity of tank(s) unloaded.
8. Was (were) the tank(s) emptied? (If not, state quantity retained.)
(D) Crude oil washing (COW tankers only)
(
To be completed for each tank being crude oil washed
).
9. Port where crude oil washing was carried out or ship's position if carried out between two discharge ports.
10. Identity of tank(s) washed.
1
11. Number of machines in use.
12. Time of start of washing.
13. Washing pattern employed.
2
13A. Requirements for oil tankers with dedicated clean ballast tanks.
13B. Requirements for crude oil washing.
13C. Existing tankers engaged in specific trades.
13D. Existing oil tankers having special ballast arrangements.
13E. Protective location of segregated ballast spaces.
13F. Prevention of oil pollution in the event of collision or stranding.
13G. Measures for existing tankers for the prevention of oil pollution in the event of collision or stranding
13G.
Measures for existing tankers,
(1) This Regulation shall.
(
a
) apply to crude oil tankers of 20,000 tons deadweight and above and to product carriers of 30,000 tons deadweight and above, which are contracted, the keels of which are laid, or which are delivered before the dates specified in Regulation 13F (1) of these Regulations; and
(
b
) not apply to oil tankers complying with Regulation 13F of these Regulations, which are contracted, the keels of which are laid, or are delivered before the dates specified in Regulation 13F (1) of these Regulations; and
(
c
) not apply to oil tankers covered by subparagraph (a) above which comply with Regulation 13F (3) (
a
) and (
b
) or 13F (4) or 13F (5) of these Regulations, except that the requirement for minimum distances between the cargo tank boundaries and the ship side and bottom plating need not be met in all respects. In that event, the side protection distances shall not be less than those specified in the International Bulk Chemical Code for type 2 cargo tank location and the bottom protection shall comply with Regulation 13E (4) (
b
) of these Regulations.
(2) The requirements of this Regulation shall take effect as from 6 July, 1995.
(3) The owner of an oil tanker to which this Regulation applies shall ensure that—
(
a
) the tanker is subject to an enhanced programme of inspections during periodical, intermediate and annual surveys, the scope and frequency of which shall at least comply with the guidelines developed by the Organisation;
(
b
) in case the tanker is more than five years old, it has on board, available to the competent authority of any Government of a Party, a complete file of the survey reports, including the results of all scantling measurement required, as well as the statement of structural work carried out, and
(
c
) the aforesaid file is accompanied by a condition evaluation report, containing conclusions on the structural condition of the ship and its residual scantlings, endorsed to indicate that it has been accepted by or on behalf of the flag Administration.
This file and condition evaluation report shall be prepared in a format approved by the Minister as contained in the guidelines developed by the Organisation.
(4) The owner of an oil tanker shall ensure that—
(
a
) if the tanker does not meet the requirements of a new oil tanker as defined in Regulation 2 (1) of these Regulations it complies with the requirements of Regulation 13F of these Regulations not later than 25 years after its date of delivery, unless wing tanks or double bottom spaces, not used for the carriage of oil and meeting the width and height requirements of Regulation 13E (4) of these Regulations, cover at least 30 per cent. of L
t
for the full depth of the ship on each side or at least 30 per cent. of the projected bottom shell areaΣPA
S
within the length L
t
, where L
t
and the projected bottom shell area ΣPA
s
are as defined in Regulation 13E (2) of these Regulations, in which case compliance with Regulation 13F of these Regulations is required not later than 30 years after its date of delivery,
(
b
) if the tanker meets the requirements of a new oil tanker as defined in regulation 2 (1) of these Regulations it complies with the requirements of Regulation 13F of these Regulations not later than 30 years after its date of delivery,
(
c
) any new ballast and load conditions resulting from the application of this paragraph shall be subject to approval of the Minister which shall have regard, in particular, to longitudinal and local strength, intact stability and, if applicable, damage stability.
(5) Other structural or operational arrangements such as hydrostatically balanced loading may be accepted as alternatives to the requirements prescribed in paragraph (4) of this Regulation, provided that such alternatives ensure at least the same level of protection against oil pollution in the event of collision or stranding and are approved by the Minister based on guidelines developed by the Organisation.
14 Segregation of oil and water ballast and carriage of oil in forepeak tanks
14.
The owner and master of a ship or oil tanker, as the case may be, shall ensure that—
(
a
) except as provided in paragraph (
b
) of this Regulation, in the case of new ships of 4,000 tons gross tonnage and above other than oil tankers, and in the case of new oil tankers of 150 tons gross tonnage and above, ballast water is not carried in any oil fuel tank;
(
b
) where abnormal conditions or the need to carry large quantities of oil fuel render it necessary to carry ballast water which is not a clean ballast in any oil fuel tank, such ballast water is discharged to reception facilities or into the sea in compliance with Regulation 10 using the equipment specified in Regulation 16 (1) (
b
) of these Regulations and an entry shall be made in the Oil Record Book to this effect;
(
c
) in the case of any other ship, that it complies with the requirements of paragraph (
a
) of this Regulation as far as is reasonable and practicable to do so;
(
d
) in the case of a ship of 400 tons gross tonnage and above, for which the building contract is placed after 1 January, 1982 or, in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction after 1 July, 1982, oil is not carried in a forepeak tank or a tank forward of the collision bulkhead; and
(
e
) in the case of a ship other than a ship to which paragraph (
d
) of this Regulation applies, that the ship complies with the provisions of that paragraph, as far as is reasonable and practicable to do so.
15 Retention of oil on board.
15.
(1) Subject to the provisions of paragraphs (5) and (6) of this Regulation, the owner and master of an oil tanker of 150 tons gross tonnage and above shall ensure that the oil tanker is provided with arrangements in accordance with the requirements of paragraphs (2) and (3) of this Regulation, provided that in the case of existing tankers the requirements for oil discharge monitoring and control systems and slop tank arrangements shall not apply until one year after the date of commencement of these Regulations.
(2) (
a
) Adequate means shall be provided for cleaning the cargo tanks and transferring the dirty ballast residue and tank washings from the cargo tanks into a slop tank of a type approved by the Minister. In existing oil tankers, any cargo tank may be designated as a slop tank;
(
b
) in this system arrangements shall be provided to transfer the oily waste into a slop tank or combination of slop tanks in such a way that any effluent discharge into the sea will be such as to comply with the provisions of Regulation 10 of these Regulations;
(
c
) the arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to retain the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity of the slop tank or tanks shall not be less than 3 per cent of the oil carrying capacity of the ships, except that the Minister may accept
(i) 2 per cent for such oil tankers where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system;
(ii) 2 per cent where segregated ballast tanks or dedicated clean ballast tanks are provided in accordance with Regulation 13 of these Regulations or where a cargo tank cleaning system using crude oil washing is fitted in accordance with Regulation 13B of these Regulations. This capacity may be further reduced to 1.5 per cent for such oil tankers where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system;
(iii) 1 per cent for combination carriers where oil cargo is only carried in tanks with smooth walls. This capacity may be further reduced to 0.8 per cent where the tank washing arrangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system.
New oil tankers of 70,000 tons deadweight and above shall be provided with at least two slop tanks.
(
d
) 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.
(3) (
a
) Every oil tanker shall be fitted with an oil discharge monitoring and control system, the design and installation of which is in compliance with the specification recommended by the Organisation and has been approved by the Minister. The system shall be fitted with a recording device to provide a continuous record of the discharge in litres per nautical mile and total quantity discharged, or the oil content and rate of discharge. This record shall be identifiable as to time and date and shall be kept for at least three years. The oil discharge monitor and control system shall come into operation when there is any discharge of effluent into the sea and shall be such as will ensure that any discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds that permitted by Regulation 10 (1) (
a
) of these Regulations. Any failure of this monitoring and control system shall stop the discharge and be noted in the Oil Record Book. A manually operated alternative method shall be provided and may be used in the event of such failure, but the defective unit shall be made operable before the oil tanker commences its next ballast voyage unless it is proceeding to a repair port. The oil discharge monitoring and control system shall be designed and installed in compliance with the Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers developed by the Organisation and approved by the Minister;
(
b
) effective oil/water interface detectors approved by the Minister shall be provided for a rapid and accurate determination of the oil/water interface in slop tanks and shall be available for use in other tanks where the separation of oil and water is effected and from which it is intended to discharge effluent direct to the sea;
(
c
) instructions as to the operation of the system shall be in accordance with an operational manual approved by the Minister. They shall cover manual as well as automatic operations and shall be intended to ensure that at no time shall oil be discharged except in compliance with the conditions specified in Regulation 10 of these Regulations.
(4) The requirements of paragraphs (1), (2) and (3) of this Regulation shall not apply to oil tankers of less than 150 tons gross tonnage, for which the control of discharge of oil under Regulation 10 of these Regulations shall be effected by the retention of oil on board with subsequent discharge of all contaminated washings to reception facilities. The total quantity of oil and water used for washing and returned to a storage tank shall be recorded in the Oil Record Book. This total quantity shall be discharged to reception facilities unless adequate arrangements are made to ensure that any effluent which is allowed to be discharged into the sea is effectively monitored to ensure that the provisions of Regulation 10 of these Regulations are complied with.
(5) (
a
) The Minister may waive the requirements of paragraphs (1), (2) and (3) of this Regulation for any oil tanker which engages exclusively on voyages both of 72 hours or less in duration and within 50 miles from the nearest land, provided that the oil tanker is engaged exclusively in trades between ports or terminals within a Party. Any such waiver shall be subject to the requirement that the oil tanker shall retain on board all oily mixtures for subsequent discharge to reception facilities and to the determination by the Minister that facilities available to receive such oily mixtures are adequate.
(
b
) The Minister may waive the requirements of paragraph (3) of this Regulation for oil tankers other than those referred to in subparagraph (
a
) of this paragraph in cases where
(i) the tanker is an existing oil tanker of 40,000 tonnes deadweight or above, as referred to in Regulation 13 C (1) of these Regulations, engaged in specific trades, and the conditions specified in Regulation 13 C (2) are complied with; or
(ii) the tanker is engaged exclusively in one or more of the following categories of voyages
(I) voyages within special areas; or
(II) voyages within 50 miles from the nearest land outside special areas where the tanker is engaged in
(A) trades between ports or terminals of a Party; or
(B) restricted voyages as determined by the Minister and of 72 hours or less in duration;
provided that all of the following conditions are complied with
(1) all oily mixtures are retained on board for subsequent discharge to reception facilities;
(2) for voyages specified in subparagraph (
b
) (ii) (II) of this paragraph, the Minister has determined that adequate reception facilities are available to receive such oily mixtures in those oil loading ports or terminals the tanker calls at;
(3) the IOPP Certificate, when required, is endorsed to the effect that the ship is exclusively engaged in one or more or the categories of voyages specified in subparagraphs (
b
) (ii) (I) and (
b
) (ii) (II) (B) of this paragraph; and
(4) the quantity, time, and port of the discharge are recorded in the Oil Record Book.
(6) Where in view of the Organisation equipment required by Regulation 10 (1) (
a
) (vi) of these Regulations and specified in subparagraph (3) (
a
) of this Regulation is not obtainable for the monitoring of discharge of light refined products (white oils), the Minister may waive compliance with such requirement, provided that discharge shall be permitted only in compliance with procedures established by the Organisation which shall satisfy the conditions of Regulation 10 (1) (
a
) of these Regulations except the obligation to have an oil discharge monitoring and control system in operation.
(7) The requirements of paragraphs (1), (2) and (3) of this Regulation shall not apply to oil tankers carrying asphalt or other products subject to the provisions of these Regulations, which through their physical properties inhibit effective product/water separation and monitoring, for which the control of discharge under Regulation 10 of these Regulations shall be effected by the retention of residues on board with discharge of all contaminated washings to reception facilities.
16 Oil discharge monitoring and control system and oil filtering equipment.
16.
(1) The owner and master of a ship shall ensure that—
(
a
) in case the ship is of 400 tons gross tonnage and above but less than 10,000 tons gross tonnage it is fitted with oil filtering equipment complying with paragraph (3) (
b
) of this Regulation; any such ship which carries large quantities of oil fuel complies with paragraph (1) (
b
) of this Regulation or paragraph (
a
) of Regulation 14 of these Regulations, and
(
b
) in case the ship is of 10,000 tons gross tonnage and above, it is provided with oil filtering equipment, and with arrangements for an alarm and for automatically stopping any discharge of oily mixture when the oil content in the effluent exceeds 15 parts per million.
(2) The Minister may waive the requirements of paragraph (1) of this Regulation for any ship engaged exclusively on voyages within special areas provided that all of the following conditions are complied with
(
a
) the ship is fitted with a holding tank having a volume adequate, to the satisfaction of the Minister, for the total retention on board of the oily bilge water;
(
b
) all oily bilge water is retained on board for subsequent discharge to reception facilities;
(
c
) the Minister has determined that adequate reception facilities are available to receive such oily bilge water in a sufficient number of ports or terminals the ship calls at;
(
d
) the IOPP Certificate, when required, is endorsed to the effect that the ship is exclusively engaged on the voyages within special areas; and
(
e
) the quantity, time, and port of the discharge are recorded in the Oil Record Book.
(3) The owner of a ship shall ensure that—
(
a
) in case the ship is of less than 400 tons gross tonnage, it is equipped, as far as practicable, to the satisfaction of the Minister, to retain on board oil or oily mixtures or discharge them in accordance with the requirements of Regulation 10 (1) (
b
) of these Regulations,
(
b
) oil filtering equipment referred to in paragraph (1) (
a
) of this Regulation is of a design approved by the Minister and shall be such 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. In considering the design of such equipment, the Minister shall have regard to the specification recommended by the Organisation, and
(
c
) the oil filtering equipment referred to in paragraph (1) (
b
) of this Regulation is of a design approved by the Minister and is such as will ensure that any oily mixture discharged into the sea after passing through the system or systems has an oil content not exceeding 15 parts per million and that it is provided with alarm arrangements to indicate when this level cannot be maintained and that the system is also provided with arrangements such as will ensure that any discharge of oily mixtures is automatically stopped when the oil content of the effluent exceeds 15 parts per million. In considering the design of such equipment and arrangements, the Minister shall have regard to the specification recommended by the Organisation.
(4) For ships delivered before 6 July, 1993 the requirements of this Regulation shall apply by 6 July, 1998, provided that these ships can operate with oily-water separating equipment (100 ppm equipment).
17 Tanks for oil residues (sludge).
17.
(1) The owner of a ship of 400 tons gross tonnage and above shall ensure that the ship is provided with a tank or tanks of adequate capacity, having regard to the type of machinery and length of voyage, to receive the oily residue (sludges) which cannot be dealt with otherwise in accordance with the requirements of these Regulations such as those resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces.
(2) In new ships, such tanks shall be designed and constructed so as to facilitate their cleaning and the discharge of residues to reception facilities. Existing ships shall comply with this requirement as far as is reasonable and practicable.
(3) Piping to and from sludge tanks shall have no direct connection overboard, other than the standard discharge connection referred to in Regulation 19.
18 Pumping, piping and discharge arrangements of oil tankers.
18.
(1) The owner of an oil tanker shall ensure that—
(
a
) in the tanker, a discharge manifold for connection to reception facilities for the discharge of dirty ballast water or oil contaminated water is located on the open deck on both sides of the ship;
(
b
) in the tanker, pipelines for the discharge to the sea of ballast water or oil contaminated water from cargo tank areas which may be permitted under Regulation 10 or Regulation 11 of these Regulations are led to the open deck or to the ship's side above the waterline in the deepest ballast condition. Different piping arrangements to permit operation in the manner permitted in paragraphs (1) (
f
) and (2) of this Regulation may be accepted;
(
c
) in case the tanker is a new tanker, means are provided for stopping the discharge into the sea of ballast water or oil contaminated water from cargo tank areas, other than those discharges below the waterline permitted under paragraph (1) (
f
) of this Regulation, from a position on the upper deck or above located so that the manifold in use referred to in paragraph (1) (
a
) of this Regulation and the discharge to the sea from the pipelines referred to in paragraph (1) (
b
) of this Regulation 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;
(
d
) in case the tanker is a new oil tanker and is required to be provided with segrated ballast tanks or fitted with a crude oil washing system, it complies with the following requirements
(i) it shall be equipped with oil piping so designed and installed that oil retention in the lines is minimised; and
(ii) 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. The line and pump drainings shall be capable of being discharged both ashore and to a cargo tank or a slop tank. For discharge ashore a special small diameter line shall be provided and shall be connected outboard of the ship's manifold valves;
(
e
) in case the tanker is an existing crude oil tanker and is required to be provided with segregated ballast tanks, or to be fitted with a crude oil washing system, or to operate with dedicated clean ballast tanks, it complies with the provisions of paragraph (1) (
d
) (ii) of this Regulation, and
(
f
) the discharge of ballast water or oil contaminated water from cargo tank areas takes place above the waterline, except as follows
(i) segregated ballast and clean ballast may be discharged below the waterline
(I) in ports or at offshore terminals, or
(II) at sea by gravity,
provided that the surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place.
(ii) existing oil tankers which, without modification, are not capable of discharging segregated ballast above the waterline may discharge segrated ballast below the waterline at sea, provided that the surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place.
(2) (
a
) Existing oil tankers operating with dedicated clean ballast tanks, which without modification are not capable of discharging ballast water from dedicated clean ballast tanks above the warterline, may discharge this ballast below the waterline provided that the discharge of the ballast water is supervised in accordance with Regulation 13A (3) of these Regulations;
(
b
) on every oil tanker at sea, dirty ballast water or oil contaminated water from tanks in the cargo area, other than slop tanks, may be discharged by gravity below the waterline, provided that sufficient time has elapsed in order to allow oil/water separation to have taken place and the ballast water has been examined immediately before the discharge with an oil/water interface detector referred to in Regulation 15 (3) (
b
) of these Regulations in order to ensure that the height of the interface is such that the discharge does not involve any increased risk of harm to the marine environment;
(
c
) on existing oil tankers at sea, dirty ballast water or oil contaminated water from cargo tank areas may be discharged below the waterline, subsequent to or in lieu of the discharge by the method referred to in subparagraph (
b
) of this paragraph, provided that
(i) a part of the flow of such water is led through permanent piping to a readily accessible location on the upper deck or above where it may be visually observed during the discharge operation; and
(ii) such part flow arrangements comply with the requirements established by the Minister, which shall contain at least all the provisions of the Specifications for the Design, Installation and Operation of a Part Flow System for Control of Overboard Discharges adopted by the Organisation;
(
d
) the master of an oil tanker to which this paragraph applies shall ensure that this paragraph is complied with in relation to the tanker.
19 Standard discharge connection.
19.
To enable pipes of reception facilities to be connected with the ship's discharge pipeline for residues from machinery bilges, the owner of the ship shall ensure that both lines shall be fitted with a standard discharge connection in accordance with the following table
STANDARD DIMENSIONS OF FLANGES FOR DISCHARGE CONNECTIONS
Description
Dimension
Outside diameter
215 mm
Inner diameter
According to pipe outside diameter
Bolt circle diameter
183 mm
Slots in flange
6 holes 22 mm in diameter equidistantly placed on a bolt circle of the above diameter, slotted to the flange periphery. The slot width to be 22 mm
Flange thickness
20 mm
Bolts and nuts
quantity diameter
6, each of 20 mm in diameter and of suitable length
The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall be of steel or other equivalent material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 6 kg/cm
2
.
20 Oil record book.
20.
(1) Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross tonnage and above other than an oil tanker shall be provided by the owner with an Oil Record Book Part I (Machinery Space Operations). Every oil tanker shall also be provided by the owner with an Oil Record Book Part II (Cargo/Ballast Operations). The Oil Record Book, whether as a part of the ship's official log book or otherwise, shall be in the form specified in the Third Schedule to these Regulations or in a form to the like effect.
(2) The Oil Record book shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following operations take place in the ship
(
a
) for machinery operations (all ships)
(i) ballasting or cleaning of oil fuel tanks;
(ii) discharge of dirty ballast or cleaning water from tanks referred to under (i) of the subparagraph;
(iii) disposal of oily residues (sludge);
(iv) discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces.
(
b
) for cargo/ballast operations (oil tankers)
(i) loading of oil cargo;
(ii) internal transfer of oil cargo during voyage;
(iii) unloading of oil cargo;
(iv) ballasting of cargo tanks and dedicated clean ballast tanks;
(v) cleaning of cargo tanks including crude oil washing;
(vi) discharge of ballast except from segregated ballast tanks;
(vii) discharge of water from slop tanks;
(viii) closing of all applicable valves or similar devices after slop tank discharge operations;
(ix) closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations;
(x) disposal of residues.
(3) In the event of such discharge of oil or oily mixture as is referred to in section 11 of the Act or in the event of accidental or other exceptional discharge of oil not excepted by that section, a statement shall be made in the Oil Record Book of the circumstances of, and the reasons for, the discharge.
(4) Each operation specified in paragraph (2) of this Regulation shall be fully recorded without delay in the Oil Record Book so that all the entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of the ship.
(5) The Oil Record Book shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made.
(6) An inspector may inspect the Oil Record Book on board any ship to which these Regulations apply while the ship is in a port or in an offshore terminal in the State and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry. The inspection of an Oil Record Book and the taking of a certified copy by the inspector under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.
(7) The master of a ship to which this regulation applies shall ensure that paragraphs (2) to (5) are complied with in realtion to the ship.
21 Special requirements for drilling rigs and other platforms.
21.
The owner and master of fixed and floating drilling rigs shall ensure that the said fixed and floating drilling rigs, when engaged in the exploration, exploitation and associated offshore processing of sea-bed mineral resources and other platforms comply with the requirements of these Regulations applicable to ships of 400 tons gross tonnage and above other than oil tankers, except that
(
a
) they shall be equipped as far as practicable with the installations required in regulations 16 and 17 of these Regulations;
(
b
) a record of all operations involving oil or oily mixture discharges originating from platform drainage, shall be kept by the master in a form approved by the Minister; and
(
c
) subject to the provisions of section 11 of the Act the discharge into the sea of oil or oily mixture originating from platform drainage, is hereby prohibited except when the oil content of the discharge without dilution does not exceed 15 parts per million.
PART III Requirements for Minimising Oil Pollution from Oil Tankers due to Side and Bottom Damages
22 Damage assumptions.
22.
(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 the case of bottom damages two conditions are set forth to be applied individually to the stated portions of the oil tanker
(
a
) side damage
(i) longitudinal extent (1
c
)
1/3 L
2/3
or 14.5 metres, whichever is less
(ii) transverse extent (t
c
) (inboard from the ship's side at right angles to the centreline at the level corresponding to the assigned summer freeboard)
or 11.5 metres, whichever is less.
(iii) vertical extent (V
c
)
from the base line upwards without limit,
(
b
) bottom damage
For 0.3L from the forward perpendicular of the ship
Any other part of the ship
(i) longitudinal extent (1
s
)
or 5 metres, whichever is less
(ii) transverse extent (t
s
)
or 10 metres,
5 metres
whichever is less but not less than 5 metres
(iii) vertical extent from the base line (V
s
)
or 6 metres, whichever is less.
(2) Wherever the symbols given in this Regulation appear in this Part, they have the meaning as defined in this Regulation.
23 Hypothetical outflow of oil.
23.
(1) The hypothetical outflow of oil in the case of side damage (Oc) and bottom damage (Os) shall be calculated by the following formulae with respect to compartments breached by damage to all conceivable locations along the length of the ship to the extent as defined in Regulation 22 of these Regulations.
( a ) for side damages
O
c
= Σ
i
+ ΣK
i
C
i
(I)
( b ) for bottom damages
O
s
= 1/3 (ΣZ
i
W
i
+ ΣZ
i
C
i
(II)
where
W
i
= volume of a wing tank in cubic metres assumed to be breached by the damage as specified in Regulation 22 of these Regulations; W
1
for a segregated ballast tank may be taken equal to zero,
C
i
=
volume of a centre tank in cubic metres assumed to be breached by the damage as specified in Regulation 22 of these Regulations; C
i
for a segregated ballast tank may be taken equal to zero,
K
i
=
1 -
when b
i
is equal to or greater than t
c
, K
i
shall be taken equal to zero,
Z
i
=
1 -
when h
i
is equal to or greater than V
s
, Z
i
shall be taken equal to zero,
b
i
=
width of wing tank in metres under consideration measured inboard from the ship's side at right angles to the centreline at the level corresponding to the assigned summer freeboard,
h
i
=
minimum depth of the double bottom in metres under consideration; where no double bottom is fitted h
i
shall be taken equal to zero.
Whenever symbols given in this paragraph appear in this Part, they have the meaning as defined in this Regulation.
(2) If a void space or segregated ballast tank of a length less than l
c
as defined in Regulation 22 of these Regulations is located between wing oil tanks, O
c
in formula (I) in paragraph (1) (
a
) of this Regulation may be calculated on the basis of volume W
i
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 S
i
as defined in this paragraph and taking for all other wing tanks involved in such a collision the value of the actual full volume.
where l
i
= length in metres of void space or segregated ballast tank under consideration.
(3) (
a
) 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;
(
b
) 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) in paragraph (1) (
b
) of this Regulation even if the tank is not considered breached because of the installation of such a partial double bottom;
(
c
) suction wells may be neglected in the determination of the value h
i
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, h
i
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. These valves shall be kept closed at sea at any time when the tank contains oil cargo, except that they may be opened only for cargo transfer needed for the purpose of trimming of the ship.
(4) In the case where bottom damage simultaneously involves four centre tanks, the value of O
s
may be calculated according to the formula
O
s
= ¼ (Σ
i
W
i
+ ΣZ
i
C
i
) (III).
(5) The Minister may credit as reducing oil outflow in case of bottom damage, an installed cargo transfer system having an emergency high suction in each cargo oil tank, capable of transferring from a breached tank or tanks to segregated ballast tanks or to available cargo tankage if it can be assured that such tanks will have sufficient ullage. Credit for such a system would be governed by ability to transfer in two hours of operation oil equal to one half of the largest of the breached tanks involved and by availability of equivalent receiving capacity in ballast or cargo tanks. The credit shall be confined to permitting calculation of O
s
according to formula (III) in paragraph (4) of this Regulation. The pipes for such suctions shall be installed at least at a height not less than the vertical extent of the bottom damage v
s
.
24 Limitation of size and arrangement of cargo tanks.
24.
The owner of an oil tanker shall ensure that—
(
a
) in case of the tanker is a new tanker, it complies with the provisions of this Regulation. In case the tanker is an existing tanker, that within one year after the commencement of these Regulations, it complies with the provisions of this Regulation if such a tanker falls into either of the following categories
(i) a tanker, the delivery of which is after 1 January, 1977; or
(ii) a tanker to which both the following conditions apply
(I) delivery is not later than 1 January, 1977; and
(II) the building contract is placed after 1 January, 1974, or in cases where no building contract has previously been placed, the keel is laid or the tanker is at a similar stage of construction after 30 June, 1974;
(
b
) cargo tanks of oil tankers are of such size and arrangements that the hypothetical outflow O
c
or O
s
calculated in accordance with the provisions of Regulation 23 of these Regulations anywhere in the length of the ship does not exceed 30,000 cubic metres or 400
3
√ DW, whichever is the greater, but subject to a maximum of 40,000 cubic metres;
(
c
) the volume of any one wing cargo oil tank of an oil tanker does not exceed seventy-five per cent of the limits of the hypothetical oil outflow referred to in paragraph (
b
) of this Regulation; the volume of any one centre cargo oil tank does not exceed 50,000 cubic metres. However, in segregated ballast oil tankers as defined in Regulation 13 of these Regulations, the permitted volume of a wing cargo oil tank situated between two segregated ballast tanks, each exceeding l
c
in length, may be increased to the maximum limit of hypothetical oil outflow provided that the width of the wing tanks exceeds t
c
;
(
d
) the length of each cargo tank does not exceed 10 metres or one of the following values, whichever is the greater
(i) where no longitudinal bulkhead is provided inside the cargo tanks
but not to exceed 0.2L
(ii) where a centreline longitudinal bulkhead is provided inside the cargo tanks
(iii) where two or more longitudinal bulkheads are provided inside the cargo tanks
(I) for wing cargo tanks: 0.2L
(II) for centre cargo tanks
(A) If
is equal to or greater than one-fifth: 0.2L
(B) if
is less than one-fifth
—where no centreline longitudinal bulkhead is provided
—where a centreline longitudinal bulkhead is provided
(iv) bi is the minimum distance from the ship's side to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard;
(
e
) in order not to exceed the volume limits established by paragraphs (
b
), (
c
) and (
d
) of this Regulation 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 are provided for separating the tanks from each other and that those valves or devices are kept closed when the tanker is at sea; and
(
f
) lines of piping which run through cargo tanks in a position less than t
c
from the ship's side or less than v
c
from the ship's bottom are fitted with valves or similar closing devices at the point at which they open into any cargo tank and that those valves are 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 the purpose of trimming of the ship.
25 Subdivision and stability.
25.
(1) The owner of a new oil tanker shall ensure that it stability, complies with the subdivision and damage stability criteria as specified in paragraph (3) of this Regulation, after the assumed side or bottom damage as specified in paragraph (2) of this Regulation, for any operating draught reflecting actual partial or full load conditions consistent with trim and strength of the ship as well as specific gravities of the cargo and that such damage is applied to all conceivable locations along the length of the ship as follows
(
a
) in tankers of more than 225 metres in length, anywhere in the ship's length;
(
b
) in tankers of more than 150 metres, but not exceeding 225 metres in length, anywhere in the ship's length except involving either after or forward bulkhead bounding the machinery space located aft. The machinery space shall be treated as a single floodable compartment; and
(
c
) in tankers not exceeding 150 metres in length, anywhere in the ship's length between adjacent transverse bulkheads with the exception of the machinery space. For tankers of 100 metres or less in length where all requirements of paragraph (3) of this Regulation cannot be fulfilled without materially impairing the operational qualities of the ship, the Minister may exempt the ship from compliance with the requirements concerned.
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 the character of the assumed damage shall apply
(
a
) side damage
(i) longitudinal extent
1/3 (L2/3) or 14.5 metres, whichever is less
(ii) transverse extent (Inboard from the ship's side at right angles to the centreline at the level of the summer load line)
or 11.5 metres, whichever is less
(iii) vertical extent
From the moulded line of the bottom shell plating at centreline, upwards without limit;
(b) bottom damage
For 0.3L from the forward perpendicular of the ship
Any other part of the ship
(i) longitudinal extent
1/3 (L2/3) or 14.5 metres, whichever is less
1/3 (L2/3) or 5 metres, whichever is less
(ii) transverse extent
or 10 meters, whichever is less
or 5 meters whichever is less
(iii) vertical extent
or 6 meters, whichever is less, measured from the moulded line of the bottom shell plating at centreline
or 6 meters, whichever is less, measured from the moulded line of the bottom shell plating at centreline;
(
c
) if any damage of a lesser extent than the maximum extent of damage specified in subparagraphs (
a
) and (
b
) of this paragraph would result in a more severe condition, such damage shall be considered;
(
d
) where the damage involving transverse bulkheads is envisaged as specified in paragraphs (1) (
a
) and (
b
) of this Regulation, transverse watertight bulkheads shall be spaced at least at a distance equal to the longitudinal extent of assumed damage specified in paragraph (1) (
a
) of this Regulation in order to be considered effective. Where transverse bulkheads are spaced at a lesser distance, one or more of these bulkheads within such extent of damage shall be assumed as non-existent for the purpose of determining flooded compartments;
(
e
) where the damage between adjacent transverse watertight bulkheads is envisaged as specified in paragraph (1) (
c
) of this Regulation, no main transverse bulkhead or a transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged, unless
(i) the spacing of the adjacent bulkheads is less than the longitudinal extent of assumed damage specified in subparagraph (
a
) of this paragraph; or
(ii) there is a step or a recess in a transverse bulkhead of more than 3.05 metres in length, located within the extent of penetration of assumed damage. The step formed by the after peak bulkhead and after peak tank top shall not be regarded as a step for the purpose of this Regulation;
(
f
) if pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements shall be made so that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage.
(3) Oil tankers shall be regarded as complying with the damage stability criteria if the following requirements are met
(
a
) the final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place. Such openings shall include air-pipes and those 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 side scuttles of the non-opening type;
(
b
) in the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 25 degrees, provided that this angle may be increased up to 30 degrees if no deck edge immersion occurs;
(
c
) 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 20 degrees beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1 metre within the 20 degrees range; the area under the curve within this range shall not be less than 0.0175 metre 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 subparagraph (
a
) of this paragraph and other openings capable of being closed weathertight may be permitted;
(
d
) the Minister shall be satisfied that the stability is sufficient during intermediate stages of flooding; and
(
e
) equalisation arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted, shall not be considered for the purpose of reducing an angle of heel or attaining the minimum range of residual stability to meet the requirements of subparagraphs (
a
), (
b
) and (
c
) of this paragraph and sufficient residual stability shall be maintained during all stages where equalisation is used. Spaces which are linked by ducts of a large cross-sectional area may be considered to be common.
(4) The requirements of paragraph (1) of this Regulation shall be confirmed by calculations which take into consideration the design characteristics of the ship, the arrangements, configurations and contents of the damaged compartments; and the distribution, specific gravities and the free surface effect of liquids. The calculations shall be based on the following
(
a
) account shall be taken of any empty or partially filled tank, the specific gravity of cargoes carried, as well as any outflow of liquids from damaged compartments;
(
b
) the permeabilities assumed for spaces flooded as a result of damage shall be as follows:—
Spaces
Permeabilities
appropriated to stores
0.60
occupied by accommodation
0.95
occupied by machinery
0.85
voids
0.95
intended for consumable liquids
0 to 0.95*
intended for other liquids
0 to 0.95*;
*The permeability of partially filled compartments shall be consistent with the amount of liquid carried in the compartment. Whenever damage penetrates a tank containing liquids, it shall be assumed that the contents are completely lost from that compartment and replaced by salt water up to the level of the final plane of equilibrium.
(
c
) the buoyancy of any superstructure directly above the side damage shall 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 bulkheads and the requirements of paragraph (3) (
a
) of this Regulation in respect of these intact spaces are complied with. Hinged watertight doors may be acceptable in watertight bulkheads in the superstructure;
(
d
) the free surface effect shall be calculated at an angle of heel of 5 degrees for each individual compartment. The Minister may require or allow the free surface corrections to be calculated at an angle of heel greater than 5 degrees for partially filled tanks; and
(
e
) in calculating the effect of free surfaces of consumable liquids it shall be assumed that, for each type of liquid at least one transverse pair or a single centreline tank has a free surface and the tank or combination of tanks to be taken into account shall be those where the effect of free surfaces is the greatest.
(5) The master of every new oil tanker and the person in charge of a non-self-propelled oil tanker to which these Regulations apply shall be supplied by the owner in an approved form with
(
a
) information relative to loading and distribution of cargo necessary to ensure compliance with the provisions of this Regulation; and
(
b
) data on the ability of the ship to comply with damage stability criteria as determined by this Regulation, including the effect of relaxations that may have been allowed under paragraph (1) (
c
) of this Regulation.
PART IV. Prevention of pollution arising from an oil pollution incident
26 Shipboard oil pollution emergency plan.
26.
(1) The owner of an oil tanker of 150 tons gross tonnage and above and every ship other than an oil tanker of 400 tons gross tonnage and above shall ensure that there is carried on board a shipboard oil pollution emergency plan approved by the Minister. In the case of ships built before 4 April, 1993 this requirement shall apply 24 months after that date.
(2) Such a plan shall be in accordance with guidelines developed by the Organisation and written in the English language. The plan shall consist at least of
the procedure to be followed by the master or other persons having charge of the ship to report an oil pollution incident based on the guidelines developed by the Organisation.
FIRST SCHEDULE
List of Oils*
Asphalt solutions
Gasoline Blending Stocks
Blending Stocks
Alkylates — fuel
Roofers Flux
Reformates
Straight Run Residue
Polymer — fuel
Oils
Gasolines
Clarified
Casinghead (natural)
Crude Oil
Automotive
Mixtures containing crude oil
Aviation
Diesel Oil
Straight Run
Fuel Oil No. 4
Fuel Oil No. 1 (Kerosene)
Fuel Oil No. 5
Fuel Oil No. 1-D
Fuel Oil No. 6
Fuel Oil No. 2
Residual Fuel Oil
Fuel Oil No. 2-D
Road Oil
Transformer Oil
Jet Fuels
Aromatic Oil (excluding vegetable oil)
JP-1 (Kerosene)
Lubricating Oils and Blending Stocks
JP-3
Mineral Oil
JP-4
Motor Oil
JP-5 (Kerosene, Heavy)
Penetrating Oil
Turbo Fuel
Spindle Oil
Kerosene
Turbine Oil
Mineral Spirit
Distillates.
Naphtha
Straight Run
Solvent
Flashed Feed Stocks
Petroleum
Heartcut Distillage Oil
Gas Oil
Cracked
*This list of oils shall not necessarily be considered as comprehensive.
SECOND SCHEDULE
Form of Certificate
International Oil Pollution Prevention Certificate
(Note: This Certificate shall be supplemented by a Record of Construction and Equipment)
Issued under the provisions of the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978 relating thereto, and as amended by resolution MEPC, 39 (29), (hereinafter referred to as "the Convention") under the authority of the Government of Ireland
by the Minister for the Marine.
Particulars of ship
Name of ship ............................................................ ............................................................ ...........................
Distinctive number or letters ............................................................ ............................................................ ...
Port of registry ............................................................ ............................................................ ........................
Gross tonnage ............................................................ ............................................................ .........................
Deadweight of ship (metric tons)φ ............................................................ ......................................................
............................................................ ....................................
IMO Number ............................................................ ..............
Type of ship *
Oil tanker
Ship other than an oil tanker with cargo tanks coming under Regulation 2 (2) of Annex I of the Convention.
Ship other than any of the above.
This is to certify.
14. Washing line pressure.
15. Time washing was completed or stopped.
16. State method of establishing that tank(s) was (were) dry.
17. Remarks.
3
1
When an individual tank has more machines than can be operated simultaneously, as described in the Operations and Equipment Manual, then the section being crude oil washed should be identified, e.g. No. 2 centre, forward section.
2
In accordance with the Operations and Equipment Manual, enter whether single-stage or multi-stage method of washing is employed. If multi-stage method is used, give the vertical arc covered by the machines and the number of times that arc is covered for that particular stage of the programme.
3
If the programmes 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
.1identity of tank(s) ballasted;
.2 time of start and end;
.3 quantity of ballast received. Indicate total quantity of ballast for each tank involved in the operation.
(F) Ballasting of dedicated clean ballast tanks (CBT tankers only)
20. Identity of tank(s) ballasted.
21. Position of ship when water intended for flushing, or port ballast was taken to dedicated clean ballast tank(s).
22. Position of ship when pump(s) and lines were flushed to slop tank.
23. Quantity of the oily water which, after line flushing, is transferred to the slop tank(s) or cargo tank(s) in which slop is preliminarily stored (identify tank(s)). State the total quantity.
24. Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).
25. Time and position 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.
(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.
4
.
31. Tank washings transferred to
.1 reception facilities (state port and quantity)
5
;
.2 slop tank(s) or cargo tank(s) designated as slop tank(s) (identify tank(s); state quantity transferred and total quantity).
4
Hand-hosing, machine washing and/or chemical cleaning. Where chemically cleaned, the chemical concerned and amount used should be stated.
5
Ships' masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book.
(H) Discharge of dirty ballast
32. Identity of tank(s).
33. Position of ship at start of discharge into the sea.
34. Position of ship on completion of discharge into the sea.
35. Quantity discharged into the sea.
36. Ship's speed(s) during discharge.
37. Was the discharge monitoring and control system in operation during the discharge?
38. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
39. Quantity of oily water transferred to slop tank(s) (identify slop tank(s). State total quantity).
40. Discharged to shore reception facilities (identify port and quantity involved).
5
(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 and rate of discharge.
48. Final quantity discharged and rate of discharge.
49. Time and position of ship on completion of discharge.
50. Was the discharge monitoring and control system in operation during the discharge?
51. Ullage of oil/water interface on completion of discharge.
52. Ship's speed(s) during discharge.
53. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
54. Confirm that all applicable valves in the ship's piping system have been closed on completion of discharge from the slop tanks.
5
Ships' masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book.
(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.)
57. Method of disposal
.1 to reception facilities (identify port and quantity involved);5
.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));
.4 other method (state which); state quantity disposed of.
(K) Discharge of clean ballast contained in cargo tanks
58. Position of ship at start of discharge of clean ballast.
59. Identity of tank(s) discharged.
60. Was (were) the tank(s) empty on completion?
61. Position of ship on completion if different from 58.
62. Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
(L) Discharge of ballast from dedicated clean ballast tanks (CBT tankers only)
63. Identity of tank(s) discharged.
64. Time and position of ship at start of discharge of clean ballast into the sea.
65. Time and position of ship on completion of discharge into the sea.
66. Quantity discharged
.1 into the sea; or
.2 to reception facility (identify port).
67. Was there any indication of oil contamination of the ballast water before or during discharge into the sea?
68. Was the discharge monitored by an oil content meter?
69. Time and position of ship when valves separating dedicated clean ballast tanks from the cargo and stripping lines were closed on completion of deballasting.
5
Ship's masters should obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book.
(M) Condition of oil discharge monitoring and control system
70. Time of system failure.
71. Time when system has been made operational.
72. Reasons for failure.
(N) Accidental or other exceptional discharges of oil
73. Time of occurrence.
74. Port or ship's position at time of occurrence.
75. Approximate quantity and type of oil.
76. Circumstances of discharge or escape, the reasons therefor and general remarks.
(O) Additional operational procedures and general remarks
TANKERS ENGAGED IN SPECIFIC TRADES.
(P) Loading of ballast water
77. Identity of tank(s) ballasted.
78. Position of ship when ballasted.
79. Total quantity of ballast loaded in cubic metres.
80. Remarks.
(Q) Re-allocation of ballast water within the ship
81. Reasons for re-allocation.
(R) Ballast water discharge to reception facility
82. Port(s) where ballast water was discharged.
83. Name or designation of reception facility.
84. Total quantity of ballast water discharged in cubic metres.
85. Date, signature and stamp of port authority official.
Name of ship ............................................................ ............................................................ ..............................
Distinctive number or letters ............................................................ ............................................................ ..
CARGO/BALLAST OPERATIONS (OIL TANKERS)*/
MACHINERY SPACE OPERATIONS (ALL SHIPS)*
Date
Code (letter)
Item (number)
Record of operations/signature of officer in charge
*Delete as appropriate.
Signature of master ............................................................ ............................................................ .................
GIVEN under my Official Seal, this 18th day of February, 1994.
DAVID ANDREWS,
Minister for the Marine.
EXPLANATORY NOTE.
These Regulations give effect to Annex I of the International Convention for the Prevention of Pollution from Ships, adopted by the International Maritime Organisation on 2 November, 1973 and as amended by its Protocol adopted by the International Maritime Organisation on 17 February, 1978 and as further amended under resolutions adopted by the Marine Environment Protection Committee (MEPC) of the International Maritime Organisation.
The Regulations apply to all Irish ships wherever they may be and to all other ships when they are in the territorial waters of the State.
The Regulations prohibit and control discharge into the sea of oil and oily mixtures. The Regulations require ships to follow specified procedures when washing cargo tanks. Ballasting arrangements and the discharge of ballast water are also controlled. The Regulations also provide for adequate facilities at ports and terminals for the reception of oil and oily mixtures.
Ships are required to be surveyed for the purposes of the Regulations and to carry an International Pollution Prevention Certificate. Ships are also required to carry an Operations and Equipment Manual, an Oil Record Book and a shipboard oil pollution emergency plan approved by the Minister.
Section 29
of the
Sea Pollution Act, 1991
provides for penalties for breaches of these Regulations.
S.I. No. 44 of 1994.
SEA POLLUTION (PREVENTION OF OIL POLLUTION) REGULATIONS, 1994
ARRANGEMENT OF REGULATIONS
PART I
General
Regulation