Προεδρικά Διατάγματα — ΦΕΚ A' 19/2007

1 This regulation applies to oil tankers of 5,000 tonnes deadweight and above constructed on or after 1 January 2007. 2 The pump-room shall be provided with a double bottom such that at any crosssection the depth of each double bottom tank or space shall be such that the distance h between the bottom of the pump-room and the ship's base line measured at right angles to the ship's base line is not less than specified below: h = B/15(m)or h = 2 m, whichever is the lesser. The minimum value of h = 1 m. 3 In case of pump rooms whose bottom plate is located above the base line by at least the minimum height required in paragraph 2 above (e.g. gondola stern designs), there will be no need for a double bottom construction in way of the pump-room. 4 Ballast pumps shall be provided with suitable arrangements to ensure efficient suction from double bottom tanks.5 Notwithstanding the provisions of paragraphs 2 and 3 above, where the flooding of the pump-room would not render the ballast or cargo pumping system inoperative, a double bottom need not be fitted. Regulation 23 Accidental oil outflow performance 1 This regulation shall apply to oil tankers delivered on or after 1 January 2010, as defined in regulation 1.28.8. 2 For the purpose of this regulation, the following definitions shall apply: .1 "Load line draught (dS)" is the vertical distance, in metres, from the moulded baseline at mid-length to the waterline corresponding to the summer freeboard to be assigned to the ship. Calculations pertaining to this regulation should be based on draught dS, notwithstanding assigned draughts that may exceed dS, such as the tropical loadline. .2 "Waterline (dB)" is the vertical distance, in metres, from the moulded baseline at mid-length to the waterline corresponding to 30% of the depth DS. .3 "Breadth (BS)" is the greatest moulded breadth of the ship, in metres, at or below the deepest load line dS. .5 "Depth (DS)" is the moulded depth, in metres, measured at mid-length to the upper deck at side. .6 "Length (L)" and "deadweight (DW)" are as defined in regulations 1.19 and 1.23, respectively. 3 To provide adequate protection against oil pollution in the event of collision or stranding the following shall be complied with: .1 for oil tankers of 5,000 tonnes deadweight (DWT) and above, the mean oil outflow parameter shall be as follows: OM ≤ 0.015 forC≤ 200,000 m3 OM ≤ 0.012 + (0.003/200,000) (400,000-C) for 200,000 m3 <C< 400,000 m3 OM ≤ 0.012 for C ≥ 400,000 m3 for combination carriers between 5,000 tonnes deadweight (DWT) and 200,000 m3 capacity, the mean oil outflow parameter may be applied, provided calculations are submitted to the satisfaction of the Administration, demonstrating that after accounting for its increased structural strength, the combination carrier has at least equivalent oil out flow performance to a standard double hull tanker of the same size having a OM < = 0.015. OM ≤ 0.021 for C ≤ 100,000 m3 OM ≤ 0.015 + (0.006/100,000) (200,000-C) for 100,000 m3 < C ≤ 200,000 m3 OM = mean oil outflow parameter. C = total volume of cargo oil, in m3 , at 98% tank filling for oil tankers of less than 5,000 tonnes deadweight (DWT): The length of each cargo tank shall not exceed 10 m or one of the following values, whichever is the greater: . 1 where no longitudinal bulkhead is provided inside the cargo tanks: (0.5 B bi +0.1)L but not to exceed 0.2L .2 where a centreline longitudinal bulkhead is provided inside the cargo tanks:

.3 where two or more longitudinal bulkheads are provided inside the cargo tanks: .1 for wing cargo tanks: 0.2L .2 for centre cargo tanks: .1 if bi ≥0.2L : 0.2L .2 if bi is 0.2L : where no centreline longitudinal bulkhead is provided: (0.5 B bi +0.1)L where a centreline longitudinal bulkhead is provided: .4 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. 4 The following general assumptions shall apply when calculating the mean oil outflow parameter: . 1 The cargo block length extends between the forward and aft extremities of all tanks arranged for the carriage of cargo oil, including slop tanks. .2 Where this regulation refers to cargo tanks, it shall be understood to include all cargo tanks, slop tanks and fuel tanks located within the cargo block length. .3 The ship shall be assumed loaded to the load line draught dS without trim or heel. follows: ρ n = 1000 (DWT)/C (kg/m3 ) .5 For the purposes of these outflow calculations, the permeability of each space within the cargo block, including cargo tanks, ballast tanks and other non-oil spaces shall be taken as 0.99, unless proven otherwise. .6 Suction wells may be neglected in the determination of tank location provided that such wells are as small as practicable and the distance between the well bottom and bottom shell plating is not less than 0.5h, where h is the height as defined in regulation 19.3.2. 5 The following assumptions shall be used when combining the oil outflow parameters: . 1 The mean oil outflow shall be calculated independently for side damage and for bottom damage and then combined into the non-dimensional oil outflow parameter OM, as follows: OM= (0.4 OMS + 0.6 OMB)/C OMS = mean outflow for side damage, in m3 ; and OMB = mean outflow for bottom damage, in m3 . .2 For bottom damage, independent calculations for mean outflow shall be done for 0 m and minus 2.5 m tide conditions, and then combined as follows: OMB = 0.7 OMB(0) + 0.3OMB(2.5) OMB(0) = mean outflow for 0 m tide condition; and OMB(2.5)= mean outflow for minus 2.5 m tide condition, in m3 . 6 The mean outflow for side damage OMS shall be calculated as follows: OMS = (m 3 s(i) s(i) n i C 6P O 3 ) i = represents each cargo tank under consideration;

damage, calculated in accordance with paragraph 8.1 of this regulation; Os(i) = the outflow, in m3 , from side damage to cargo tank i, which is assumed equal to the total volume in cargo tank i at 98% filling, unless it is proven through the application of the Guidelines referred to in regulation 19.5 that any significant cargo volume will be retained; and C3 = 0.77 for ships having two longitudinal bulkheads inside the cargo tanks, provided these bulkheads are continuous over the cargo block and Ps(i) is developed in accordance with this regulation. C3 equals 1.0 for all other ships or when Ps(i) is developed in accordance with paragraph 10 of this regulation. 7 The mean outflow for bottom damage shall be calculated for each tidal condition as follows: n i 6P O C 3 ) i = represents each cargo tank under consideration; n = the total number of cargo tanks; PB(i) = the probability of penetrating cargo tank i from bottom damage, calculated in accordance with, paragraph 9.1 of this regulation; ΟB(i) = the outflow from cargo tank i, in m3 , calculated in accordance with paragraph 7.3 of this regulation; and CDB(i) = factor to account for oil capture as defined in paragraph 7.4 of this regulation .2 OMΒ(2.5) = (m B(i) B(i) DB(i) n i 6P O C 3 ) i,n, PB(i) and C DB(I) = as defined in subparagraph . 1 above;

.3 The oil outflow O B(I) for each cargo oil tank shall be calculated based on pressure balance principles, in accordance with the following assumptions: .1 The ship shall be assumed stranded with zero trim and heel, with the stranded draught prior to tidal change equal to the load line draught ds. .2 The cargo level after damage shall be calculated as follows: hc={(ds + tc-Zl)(ρs)-(1000p)/g}/ρn hc = the height of the cargo oil aboveZl, in metres; tc = the tidal change, in m. Reductions in tide shall be expressed as negative values; Zl = the height of the lowest point in the cargo tank above baseline, in m; P s = density of seawater, to be taken as 1,025 kg/m3 ; p = if an inert gas system is fitted, the normal overpressure, in kPa, to be taken as not less than 5 kPa; if an inert gas system is not fitted, the overpressure may be taken as 0; g = the acceleration of gravity, to be taken as 9.81 m/s2 ; and p n = nominal density of cargo oil, calculated in accordance with paragraph 4.4 of this regulation. .3 For cargo tanks bounded by the bottom shell, unless proven otherwise, oil outflow OB(I) shall be taken not less than 1% of the total volume of cargo oil loaded in cargo tank i, to account for initial exchange losses and dynamic effects due to current and waves. .4 In the case of bottom damage, a portion from the outflow from a cargo tank may be captured by non-oil compartments. This effect is approximated by application of the factor COB® for each tank, which shall be taken as follows: CDB(I) = 0.6 for cargo tanks bounded from below by non-oil compartments; CDB(I) =1.0 for cargo tanks bounded by the bottom shell.

P SL =1 – P SF - P SA = probability the damage will extend into the longitudinal zone bounded by Xa and Xf; P SV = 1 – P Su - PS1 = probability the damage will extend into the vertical zone bounded by Zl and Zu; and P ST = 1 – P SY = probability the damage will extend transversely beyond the boundary defined by y. .2 PSa, PSf, PSl, PSu and PSy shall be determined by linear interpolation from the table of probabilities for side damage provided in paragraph 8.3 of this regulation, where: P Sa = the probability the damage will lie entirely aft of location Xa/L; P SF = the probability the damage will lie entirely forward of location Xf/L; PS1= the probability the damage will lie entirely below the tank; P Su = the probability the damage will lie entirely above the tank; and P SY = the probability the damage will lie entirely outboard of the tank. Compartment boundaries Xa, Xf, Zl, Zu and y shall be developed as follows: Xa = the longitudinal distance from the aft terminal of L to the aftmost point on the compartment being considered, in metres; Xf = the longitudinal distance from the aft terminal of L to the foremost point on the compartment being considered, in metres; Zl = the vertical distance from the moulded baseline to the lowest point on the compartment being considered, in metres; Zu = the vertical distance from the moulded baseline to the highest point on the compartment being considered, in metres. Zu is not to be taken greater than Ds; and y= the minimum horizontal distance measured at right angles to ΕΦΗΜΕΡΙΣ ΤΗΣ ΚΥΒΕΡΝΗΣΕΩΣ (ΤΕΥΧΟΣ ΠΡΩΤΟ) 127

.3 Tables of probabilities for side damage Χa/L PSa Xf/L PSf Z1/DS PSl Zu/DS PSu 0.00 0.000 0.00 0.967 0.00 0.000 0.00 0.968 0.05 0.023 0.05 0.917 0.05 0.000 0.05 0.952 0.10 0.068 0.10 0.867 0.10 0.001 0.10 0.931 0.25 0.217 0.25 0.717 0.25 0.013 0.25 0.836 0.30 0.267 0.30 0.667 0.30 0.021 0.30 0.789 0.35 0.317 0.35 0.617 0.35 0.034 0.35 0.733 0.40 0.367 0.40 0.567 0.40 0.055 0.40 0.670 0.45 0.417 0.45 0.517 0.45 0.085 0.45 0.599 0.50 0.467 0.50 0.467 0.50 0.123 0.50 0.525 0.55 0.517 0.55 0.417 0.55 0.172 0.55 0.452 0.60 0.567 0.60 0.367 0.60 0.226 0.60 0.383 0.65 0.617 0.65 0.317 0.65 0.285 0.65 0.317 0.70 0.667 0.70 0.267 0.70 0.347 0.70 0.255 0.75 0.717 0.75 0.217 0.75 0.413 0.75 0.197 0.80 0.767 0.80 0.167 0.80 0.482 0.80 0.143 0.85 0.817 0.85 0.117 0.85 0.553 0.85 0.092 0.90 0.867 0.90 0.068 0.90 0.626 0.90 0.046 0.95 0.917 0.95 0.023 0.95 0.700 0.95 0.013 1.00 0.967 1.00 0.000 1.00 0.775 1.00 0.000 PSy shall be calculated as follows: PSy = (24.96 -199.6 y/BS) (y/BB S) for y/BS ≤ 0.05 PSy = 0.749 + {5 -44.4 (y/BS - 0.05)} (y/BB S - 0.05) for 0.05 < y/BSB < 0.1 PSy = 0.888 + 0.56 (y/BS - 0.1) for y/BB S ≥ 0.1 PSy shall not be taken greater than 1. 9 The probability PB of breaching a compartment from bottom damage shall be * For symmetrical tank arrangements, damages are considered for one side of the ship only, in which case all "y" dimensions are to be measured from that same side. For asymmetrical arrangements refer to the Explanatory Notes on matters related to the accidental oil outflow performance, adopted by the Organization by resolution MEPC. 122(52).

PBL=1-P Bf- PBA = probability the damage will extend into the longitudinal zone bounded by Xa and Xf; PBT = 1 – PBP – PBS = probability the damage will extend into the transverse zone bounded by Yp and Ys; and PBV=1-PBZ = probability the damage will extend vertically above the boundary defined by z. .2 P BA, P BF, PBP, P BS and P BZ shall be determined by linear interpolation from the table of probabilities for bottom damage provided in paragraph 9.3 of this regulation, PBA = the probability the damage will lie entirely aft of location Xa/L; PBF = the probability the damage will lie entirely forward of location Xf/L; PBP, = the probability the damage will lie entirely to port of the tank; PBS = the probability the damage will lie entirely to starboard of the tank; and PBZ = the probability the damage will lie entirely below the tank. Compartment boundaries Xa, Xf, Yp, Ys, and z shall be developed as follows: Xa and Xf are as defined in paragraph 8.2 of this regulation; Yp = the transverse distance from the port-most point on the compartment located at or below the waterline dB, to a vertical plane located BB /2 to starboard of the ship's B centreline, in metres; Ys = the transverse distance from the starboard-most point on the compartment located at or below the waterline dB, to a vertical plane located BB /2 to starboard of the ship's B centreline, in metres; and z = the minimum value of z over the length of the compartment, where, at any given longitudinal location, z is the vertical distance from the lower point of the bottom shell .3 Table of probabilities for bottom damage Χa/L PBa Xf/L PBf Yp/BBB PBp Ys/BBB PBs 0.00 0.000 0.00 0.969 0.00 0.844 0.00 0.000 0.05 0.002 0.05 0.953 0.05 0.794 0.05 0.009 0.10 0.008 0.10 0.936 0.10 0.744 0.10 0.032 0.15 0.017 0.15 0.916 0.15 0.694 0.15 0.063 0.20 0.029 0.20 0.894 0.20 0.644 0.20 0.097 0.25 0.042 0.25 0.870 0.25 0.594 0.25 0.133 0.30 0.058 0.30 0.842 0.30 0.544 0.30 0.171 0.35 0.076 0.35 0.810 0.35 0.494 0.35 0.211 0.40 0.096 0.40 0.775 0.40 0.444 0.40 0.253 0.55 0.171 0.55 0.630 0.55 0.297 0.55 0.394 0.60 0.203 0.60 0.563 0.60 0.253 0.60 0.444 0.65 0.242 0.65 0.489 0.65 0.211 0.65 0.494 0.70 0.289 0.70 0.413 0.70 0.171 0.70 0.544 0.75 0.344 0.75 0.333 0.75 0.133 0.75 0.594 0.80 0.409 0.80 0.252 0.80 0.097 0.80 0.644 0.85 0.482 0.85 0.170 0.85 0.063 0.85 0.694 0.90 0.565 0.90 0.089 0.90 0.032 0.90 0.744 0.95 0.658 0.95 0.026 0.95 0.009 0.95 0.794 1.00 0.761 1.00 0.000 1.00 0.000 1.00 0.844 P BZ shall be calculated as follows: P BZ = (14.5-67Z/DS)(Z/DS) for z/DS ≤0.1 P BZ = 0.78+ 1.1 (z/DS- 0.1) for z/DS>0.1. P BZ shall not be taken greater than 1. 10 This regulation uses a simplified probabilistic approach where a summation is carried out over the contributions to the mean outflow from each cargo tank. For certain designs such as those characterized by the occurrence of steps/recesses in bulkheads/decks and for sloping bulkheads and/or a pronounced hull curvature, more rigorous calculations may be appropriate. In such cases one of the following calculation with more precision through application of hypothetical subcompartments.* .2 The probabilities referred to in 8 and 9 above may be calculated through direct application of the probability density functions contained in the Guidelines referred to in regulation 19.5. .3 The oil outflow performance may be evaluated in accordance with the method described in the Guidelines referred to in regulation 19.5. 11 The following provisions regarding piping arrangements shall apply: .1 Lines of piping that run through cargo tanks in a position less than 0.30Bs from the ship's side or less than 0.30Ds from the ship's bottom shall be fitted with valves or similar closing devices at the point at which they open into any cargo tank. These valves shall be kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened only for cargo transfer needed for essential cargo operations. .2 Credit for reducing oil outflow through the use of an emergency rapid cargo transfer system or other system arranged to mitigate oil outflow in the event of an accident may be taken into account only after the effectiveness and safety aspects of the system are approved by the Organization. Submittal for approval shall be made in accordance with the provisions of the Guidelines referred to in regulation 19.5. Regulation 24 Damage assumptions For the purpose of calculating hypothetical oil outflow from oil tankers in accordance with regulations 25 and 26, 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. .1 Side damage .1 Longitudinal extent (Ic): 1/3 L 2/3 or 14.5 metres, whichever is les. .2 Transverse extent (tc) (inboard from the ship's side at right angles to the centreline at the level corresponding to the assigned summer freeboard): Β/5 or 11.5 metres, whichever is les. * Refer to the Explanatory Notes on matters related to the accidental oil outflow performance, adopted by the Organization by resolution MEPC. 122(52). .2 Bottom damage extent (Is) : L/10 L/10 or 5 metres, whichever is less .2 Transverse extent (ts) Β/6 or 10 metres, whichever is less but not less than 5 metres .3 Vertical extent from the base line(vs): Β/15 or 6 metres, whichever is less 2 Wherever the symbols given in this regulation appear in this chapter, they have the meaning as defined in this regulation. Regulation 25 Hypothetical outflow of oil 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 24 of this Annex. . 1 For side damages: Oc = ΣWi + ΣKiCi (I) .2 For bottom damages: Os = 1/3 (ΣZiWi + ΣZiCi) (II) where: Wi = volume of a wing tank in cubic metres assumed to be breached by the damage as specified in regulation 24 of this Annex; Wi for a segregated ballast tank may be taken equal to zero. Q = volume of a centre tank in cubic metres assumed to be breached by the damage as specified in regulation 24 of this Annex; Q for a segregated ballast tank may be taken equal to zero. Ki = 1- bi/tc when bi is equal to or greater than tc, Ki shall be taken equal to zero. Zi = 1- hi/vs, when hi is equal to or greater than vs, Zi shall be taken equal to zero. bi = width of wing tank in metres under consideration measured

hi = minimum depth of the double bottom in metres under consideration; where no double bottom is fitted hi shall be taken equal to zero. Whenever symbols given in this paragraph appear in this chapter, they have the meaning as defined in this regulation. 2 If a void space or segregated ballast tank of a length less than lc as defined in regulation 24 of this Annex is located between wing oil tanks, Oc in formula (I) may be calculated on the basis of volume Wi being the actual volume of one such tank (where they are of equal capacity) or the smaller of the two tanks (if they differ in capacity) adjacent to such space, multiplied by Si as defined below and taking for all other wing tanks involved in such collision the value of the actual full volume. Si = 1 - li/lc where li = length in metres of void space or segregated ballast tank under consideration. 3 .1 Credit shall only be given in respect of double bottom tanks which are eitherempty or carrying clean water when cargo is carried in the tanks above. .2 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) even if the tank is not considered breached because of the installation of such a partial double bottom. .3 Suction wells may be neglected in the determination of the value hi provided such wells are not excessive in area and extend below the tank for a minimum distance and in no case more than half the height of the double bottom. If the depth of such a well exceeds half the height of the double bottom, hi shall be taken equal to the double bottom height minus the well height. Piping serving such wells if installed within the double bottom shall be fitted with valves or other closing arrangements located at the point of connection to the tank served to prevent oil outflow in the event of damage to the piping. Such piping shall be installed as high from the bottom shell as possible. 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. Os = 1/4(ΣZiWi + ΣZiCi) (III) 5 An Administration 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 Os according to formula (III). The pipes for such suctions shall be installed at least at a height not less than the vertical extent of the bottom damage vs. The Administration shall supply the Organization with the information concerning the arrangements accepted by it, for circulation to other Parties to the Convention. 6 This regulation does not apply to oil tankers delivered on or after 1 January 2010, as defined in regulation 1.28.8. Regulation 26 Limitations of size and arrangement of cargo tanks 1 Except as provided in paragraph 7 below:

.4 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. 5 In order not to exceed the volume limits established by paragraphs 2, 3 and 4 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 shall be provided for separating the tanks from each other. These valves or devices shall be closed when the tanker is at sea. 6 Lines of piping which run through cargo tanks in a position less than tc from the ship's side or less than vc from the ship's bottom shall be fitted with valves or similar closing devices at the point at which they open into any cargo tank. These valves shall be kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened only for cargo transfer needed for the purpose of trimming of the ship. 7 This regulation does not apply to oil tankers delivered on or after 1 January 2010, as defined in regulation 1.28.8. Regulation 27 Intact stability 1 Every oil tanker of 5,000 tonnes deadweight and above delivered on or after 1 February 2002, as defined in regulation 1.28.7, shall comply with the intact stability criteria specified in paragraphs 1.1 and 1.2 of this regulation, as appropriate, for any operating draught under the worst possible conditions of cargo and ballast loading, consistent with good operational practice, including intermediate stages of liquid transfer operations. Under all conditions the ballast tanks shall be assumed slack. .1 In port, the initial metacentric height GMo, corrected for the free surface measured at 0° heel, shall be not less than 0.15 m; .2 At sea, the following criteria shall be applicable: .1 the area under the righting lever curve (GZ curve) shall be not less than 0.055 m.rad up to θ = 30º angle of heel and not less than 0.09 m.rad up to 6 = 40º or other angle of flooding θf * if this angle is less than 40º Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30º and 40º or between 30º and θf, if this angle is less than 40º, shall be not equal to or greater than 30º; .3 the maximum righting arm shall occur at an angle of heel preferably exceeding 30º but not less than 25º; and .4 the initial metacentric height GMo, corrected for free surface measured at 0º heel, shall be not less than 0.15 m. 2 The requirements of paragraph 1 of this regulation shall be met through design measures. For combination carriers simple supplementary operational procedures may be allowed. 3 Simple supplementary operational procedures for liquid transfer operations referred to in paragraph 2 of this regulation shall mean written procedures made available to the master which: . 1 are approved by the Administration; .2 indicate those cargo and ballast tanks which may, under any specific condition of liquid transfer and possible range of cargo densities, be slack and still allow the stability criteria to be met. The slack tanks may vary during the liquid transfer operations and be of any combination provided they satisfy the criteria; .3 will be readily understandable to the officer-in-charge of liquid transfer operations; θf is the angle of heel at which openings in the hull superstructures or deckhouses which cannot be closed weather tight, immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open. .4 provide for planned sequences of cargo/ballast transfer operations; .5 allow comparisons of attained and required stability using stability performance criteria in graphical or tabular form; .6 require no extensive mathematical calculations by the officer-in-charge; .7 provide for corrective actions to be taken by the officer-in-charge in case of departure from recommended values and in case of emergency situations; and .8 are prominently displayed in the approved trim and stability booklet and at the cargo/ballast transfer control station and in any computer software by which stability calculations are performed. 1 Every oil tanker delivered after 31 December 1979, as defined in regulation 1.28.2, of 150 gross tonnage and above, shall comply with the subdivision and damage stability criteria as specified in paragraph 3 of this regulation, after the assumed side or bottom damage as specified in paragraph 2 of this regulation, for any operating draught reflecting actual partial or full load conditions consistent with trim and strength of the ship as well as relative densities of the cargo. Such damage shall be applied to all conceivable locations along the length of the ship as follows: . 1 in tankers of more than 225 metres in length, anywhere in the ship's length; .2 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 .3 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, Administrations may allow relaxations from these requirements. Ballast conditions where the tanker is not carrying oil in cargo tanks, excluding any oil residues, shall not be considered. 1 The following provisions regarding the extent and the character of the assumed damage shall apply: .1 Side damage .1 Longitudinal extent : ( ) 3 1 3 2 L or 14.5 metres, whichever is less .2 Transverse extent (inboard from the ship’s side at right angles to the centreline at the level of the summer load line): B or 11.5 metres, whichever is less .3 Vertical extent : From the moulded line of the bottom shell plating at centreline, .2 Bottom damage For 0,3L from the forward perpendicular of the ship Any other part of the ship 1 3 2 L or 14,5 metres, whichever is less ( ) 3 1 3 2 L or 5 metres, whichever is less έκταση: 6 B or 10 metres, whichever is less 6 B or 5 metres, whichever is less .3 Vertical extent: 15 B or 6 metres, whichever is less , measured from the moulded line of the bottom shell plating at centreline 15 B or 6 metres, whichever is less measured from the moulded line of the bottom shell plating at centreline .3 If any damage of a lesser extent than the maximum extent of damage specified in subparagraphs 2.1 and 2.2 of this paragraph would result in a more severe condition, such damage shall be considered. .4 here the damage involving transverse bulkheads is envisaged as specified in subparagraphs 1.1 and 1.2 of this regulation, transverse watertight bulkheads shall be spaced at least at a distance equal to the longitudinal extent of assumed damage specified in subparagraph 2.1 of this paragraph in order to be considered effective. Where transverse bulkhead 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. .5 Where the damage between adjacent transverse watertight bulkheads is envisaged as specified in subparagraph 1.3 of this regulation, no main transverse bulkhead or a transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged, unless: .1 the spacing of the adjacent bulkheads is less than the longitudinal extent of assumed damage specified in subparagraph 2.1 of this paragraph; or .2 there is a step or 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 top shall not be regarded as a step for the purpose of this regulation. .6 If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements shall be made so that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage. . 1 The final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place. Such openings shall include air-pipes and those which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the non-opening type. .2 In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 25°, provided that this angle may be increased up to 30º if no deck edge immersion occurs. .3 The stability in the final stage of flooding shall be investigated and may be regarded as sufficient if the righting lever curve has at least a range of 20º beyond the position of equilibrium in association with a maximum residual righting lever of at least 0.1 metre within the 20º 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 3.1 of this paragraph and other openings capable of being closed watertight may be permitted. .4 The Administration shall be satisfied that the stability is sufficient during intermediate stages of flooding. .5 Equalization 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 3.1, 3.2 and 3.3 of this paragraph and sufficient residual stability shall be maintained during all stages where equalization 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, configuration and contents of the damaged compartments; and the distribution, relative densities and the free surface effect of liquids. The calculations shall be based on the following: . 1 Account shall be taken of any empty or partially filled tank, the relative density of cargoes carried, as well as any outflow of liquids from damaged compartments. 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 .3 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 subparagraph .1 of this regulation in respect of these intact spaces are complied with. Hinged watertight doors may be acceptable in watertight bulkheads in the superstructure. .4 The free surface effect shall be calculated at an angle of heel of 5º for each individual compartment. The Administration may require or allow the free surface corrections to be calculated at an angle of heel greater than 5º for partially filled tanks. .5 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 surface is the greatest. 5 The master of every oil tanker to which this regulation applies and the person in charge of a non-self-propelled oil tanker, to which this regulation applies shall be supplied in a approved form with: .1 information relative to loading and distribution of cargo necessary to ensure compliance with the provisions of this regulation; and .2 data on the ability of the ship to comply with damage stability * 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. regulation. 6 For oil tankers of 20,000 tonnes deadweight and above delivered on or after 6 July 1996, as defined in regulation 1.28.6, the damage assumptions prescribed in paragraph 2.2 of this regulation shall be supplemented by the following assumed bottom raking damage: . 1 longitudinal extent: . 1 ships of 75,000 tonnes deadweight and above: 0.6L measured from the forward perpendicular; .2 ships of less than 75,000 tonnes deadweight: 0.4L measured from the forward perpendicular; .2 transverse extent: B/3 anywhere in the bottom; .3 vertical extent: breach of the outer hull. Regulation 29 Slop tanks 1 Subject to the provisions of paragraph 4 of regulation 3 of this Annex, oil tankers of 150 gross tonnage and above shall be provided with slop tank arrangements in accordance with the requirements of paragraphs 2.1 to 2.3 of this regulation. In oil tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, any cargo tank may be designated as a slop tank. 2.1 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 approved by the Administration. 2.2 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 discharged into the sea will be such as to comply with the provisions of regulation 34 of this Annex. 2.3 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 ship, except that the Administration may accept: .1 2 per cent for such oil tankers where the tank washing arrangement are such that once the slop tank or tanks are charged with washing water,

.2 2 per cent where segregated ballast tanks or dedicated clean ballast tanks are provided in accordance with regulation 18 of this Annex, or where a cargo tank cleaning system using crude oil washing is fitted in accordance with regulation 3 of this Annex. 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; and .3 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. 2.4 Slop tanks shall be so designed particularly in respect of the position of inlets, outlets, baffles or weirs where fitted, so as to avoid excessive turbulence and entrainment of oil or emulsion with the water. 3 Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979, as defined in regulation 1.28.2, shall be provided with at least two slop tanks. Regulation 30 Pumping, piping and discharge arrangement 1 In every oil tanker, a discharge manifold for connection to reception facilities for the discharge of dirty ballast water or oil-contaminated water shall be located on the open deck on both sides of the ship. 2 In every oil tanker of 150 gross tonnage and above, pipelines for the discharge to the sea of ballast water or oil contaminated water from cargo tank areas which may be permitted under regulation 34 of this Annex shall be 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 subparagraphs 6.1 to 6.5 of this regulation may be accepted. 3 In oil tankers of 150 gross tonnage and above delivered after 31 December 1979, as defined in regulation 1.28.2, means shall be provided for stopping the discharge into the sea of ballast water or oil contaminated water from cargo tank areas, ΕΦΗΜΕΡΙΣ ΤΗΣ ΚΥΒΕΡΝΗΣΕΩΣ (ΤΕΥΧΟΣ ΠΡΩΤΟ) 143 use referred to in paragraph 1 of this regulation and the discharge to the sea from the pipelines referred to in paragraph 2 of this regulation may be visually observed. Means for stopping the discharge need not be provided at the observation position if a positive communication system such as a telephone or radio system is provided between the observation position and the discharge control position. 4 Every oil tanker delivered after 1 June 1982, as defined in regulation 1.28.4, required to be provided with segregated ballast tanks or fitted with a crude oil washing system, shall comply with the following requirements: .1 it shall be equipped with oil piping so designed and installed that oil retention in the lines is minimized; and .2 means shall be provided to drain all cargo pumps and all oil lines at the completion of cargo discharge, where necessary by connection to a stripping device. The line and pump draining 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. 5 Every crude oil tanker delivered on or before 1 June 1982, as defined in regulation 1.28.3, required to be provided with segregated ballast tanks, or to be fitted with a crude oil washing system, shall comply with the provisions of paragraph 4.2 of this regulation. 6 On every oil tanker the discharge of ballast water or oil contaminated water from cargo tank areas shall take place above the waterline, except as follows: . 1 Segregated ballast and clean ballast may be discharged below the waterline: . 1 in ports or at offshore terminals, or .2 at sea by gravity, or .3 at sea by pumps if the ballast water exchange is performed under the provisions of regulation D-1.1 of the International Convention for the Control and Management of Ships' Ballast Water and Sediments. provided that the surface of the ballast water has been examined either visually or by other means immediately before the discharge to ensure that no contamination with oil has taken place. .2 Oil tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, which, without modification, are not 66 surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place. .3 Oil tankers delivered on or before 1 June 1982, as defined in regulation 1.28.3 operating with dedicated clean ballast tanks, which without modification are not capable of discharging ballast water from dedicated clean ballast tanks above the waterline, may discharge this ballast below the waterline provided that the discharge of the ballast water is supervised in accordance with regulation 18.8.3 of this Annex. .4 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 32 of this Annex, 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. .5 On oil tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, 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 6.4 of this paragraph, provided that: .1 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 .2 such part flow arrangements comply with the requirements established by the Administration, 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 Organization * . 7 Every oil tanker of 150 gross tonnage and above delivered on or after 1 January 2010, as defined in regulation 1.28.8, which has installed a sea chest that is permanently connected to the cargo pipeline system, shall be equipped with both a sea chest valve and an inboard isolation valve. In addition to these valves, the sea chest shall be capable of isolation from the cargo piping system whilst the tanker is loading, * See appendix 4 to Unified Interpretations. system in order to prevent, under all circumstances, the section of pipeline between the sea chest valve and the inboard valve being filled with cargo. PART B EQUIPMENT Regulation 31 Oil discharge monitoring and control system 1 Subject to the provisions of paragraphs 4 and 5 of regulation 3 of this Annex, oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring and control system approved by the Administration. 2 In considering the design of the oil content meter to be incorporated in the system, the Administration shall have regard to the specification recommended by the Organization.† 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 monitoring 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 34 of this Annex. Any failure of this monitoring and control system shall stop the discharge. In the event of failure of the oil discharge monitoring and control system a manually operated alternative method may be used, but the defective unit shall be made operable as soon as possible. Subject to allowance by the port State authority a tanker with a defective oil discharge monitoring and control system may undertake one ballast voyage before proceeding to a repair port. 3 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 system for oil tankers developed by the Organization‡ . † For oil content meters installed on oil tankers built prior to 2 October 1986, refer to the Recommendation on international performance and test specifications for oily-water separating equipment and oil content meters adopted by the Organization by resolution A.393(X). For oil content meters as part of discharge monitoring and control systems installed on oil tankers built on or after 2 October 1986, refer to the Guidelines and specifications for oil discharge monitoring and control systems for oil tankers adopted by the Organization by resolution A. 586(14). For oil content meters as part of discharge monitoring and control systems installed on oil tankers the keel of which are laid or which are in a similar stage of construction on or after 1 January 2005, refer to the revised Guidelines and specifications for oil discharge monitoring and control systems for oil tankers adopted by the Organization by resolution MEPC. 108(49). ‡ Refer to the Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers adopted by the Organization by resolution A.496 (XII) or the Revised Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers adopted by the Organization by resolution A.586(14), or the Revised Guidelines and Specifications for Oil Discharge Monitoring and Control Systems for Oil Tankers adopted by the Organization by resolution MEPC. 108(49) 4 Instructions as to the operation of the system shall be in accordance with an operational manual approved by the Administration. 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 34 of this Regulation 32 Oil/water interface detector Subject to the provisions of paragraphs 4 and 5 of regulation 3 of this Annex, oil tankers of 150 gross tonnage and above shall be provided with effective oil/water interface detectors approved by the Administration 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. Regulation 33 Crude oil washing requirements 1 Every crude oil tanker of 20,000 tonnes deadweight and above delivered after 1 June 1982, as defined in regulation 1.28.4, shall be fitted with a cargo tank cleaning system using crude oil washing. The Administration shall ensure that the system fully complies with the requirements of this regulation within one year after the tanker was first engaged in the trade of carrying crude oil or by the end of the third voyage carrying crude oil suitable for crude oil washing, whichever occurs later. 2 Crude oil washing installation and associated equipment and arrangements shall comply with the requirements established by the Administration. Such requirements shall contain at least all the provisions of the Specifications for the Design, Operation and Control of Crude Oil Washing Systems adopted by the Organization† . When a ship is not required, in accordance with paragraph 1 of this regulation to be, but is equipped with crude oil washing equipment, it shall comply with the safety aspects of the above-mentioned Specifications. 3 Every crude oil washing system required to be provided in accordance with regulation 18.7 of this Annex shall comply with the requirements of this regulation. as applicable. * Refer to the Specifications for Oil/Water Interface Detectors adopted by the Organization by resolution MEPC.5(XIII). † Refer to the revised Specifications for the design, operation and control of crude oil washing systems adopted by the Organization by resolution A.446(XI) and amended by the Organization by resolution A.497(XII) and as further amended by resolution A.897(21). Control of discharge of oil A. Discharges outside special areas 1 Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this regulation, any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker, shall be prohibited except when all the following conditions are satisfied: .1 the tanker is not within a special area; .2 the tanker is more than 50 nautical miles from the nearest land; .3 the tanker is proceeding en route; .4 the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile; .5 the total quantity of oil discharged into the sea does not exceed for tankers delivered on or before 31 December 1979, as defined in regulation 1.28.1, 1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and for tankers delivered after 31 December 1979, as defined in regulation 1.28.2, 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and .6 the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required by regulations 29 and 31 of this Annex. 2 The provisions of paragraph 1 of this regulation shall not apply to the discharge of clean or segregated ballast. B. Discharges in special areas 3 Subject to the provisions of paragraph 4 of this regulation, any discharge into the sea of oil or oily mixture from the cargo area of an oil tanker shall be prohibited while in a special area. 4 The provisions of paragraph 3 of this regulation shall not apply to the discharge of clean or segregated ballast. 5 Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging outside the special area in accordance with * Refer to regulation 38.6

6 The requirements of regulations 29, 31 and 32 of this Annex shall not apply to oil tankers of less than 150 gross tonnage, for which the control of discharge of oil under this regulation 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 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 this regulation are complied with. D. General requirements 7 Whenever visible traces of oil are observed on or below the surface of the water in the immediate vicinity of a ship or its wake, the Governments of Parties to the present Convention should, to the extent they are reasonably able to do so, promptly investigate the facts bearing on the issue of whether there has been a violation of the provisions of this regulation. The investigation should include, in particular, the wind and sea conditions, the track and speed of the ship, other possible sources of the visible traces in the vicinity, and any relevant oil discharge records. 8 No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the purpose of circumventing the conditions of discharge specified in this regulation. 9 The oil residues which cannot be discharged into the sea in compliance with paragraphs 1 and 3 of this regulation shall be retained on board for subsequent discharge to reception facilities. Regulation 35 Crude oil washing operations 1 Every oil tanker operating with crude oil washing systems shall be provided with an Operations and Equipment Manual detailing the system and equipment and specifying operational procedures. Such a Manual shall be to the satisfaction of the Administration and shall contain all the information set out in the specifications referred to in paragraph 2 of regulation 33 of this Annex. If an alteration affecting the crude oil washing system is made, the Operations and Equipment Manual shall be revised accordingly. * Refer to the Standard Format of the Crude Oil Washing Operation and Equipment Manual adopted by the Marine Environment Protection Committee of the Organization by resolution MEPC.3(XII), as amended by resolution MEPC.81(43). tanker's trading pattern and expected weather conditions, ballast water is put only into cargo tanks which have been crude oil washed. 3 Unless an oil tanker carries crude oil which is not suitable for crude oil washing, the oil tanker shall operate the crude oil washing system in accordance with the Operations and Equipment Manual. Regulation 36 Oil Record Book, Part II - Cargo/ballast operations 1 Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part II (Cargo/Ballast Operations). The Oil Record Book Part II, whether as a part of the ship's official logbook or otherwise, shall be in the Form specified in appendix III to this Annex. 2 The Oil Record Book Part II shall be completed on each occasion, on a tank-totank basis if appropriate, whenever any of the following cargo/ballast operations take place in the ship: . 1 loading of oil cargo; .2 internal transfer of oil cargo during voyage; . 3 unloading of oil cargo; .4 ballasting of cargo tanks and dedicated clean ballast tanks; .5 cleaning of cargo tanks including crude oil washing; .6 discharge of ballast except from segregated ballast tanks; .7 discharge of water from slop tanks; .8 closing of all applicable valves or similar devices after slop tank discharge operations; .9 closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations; and .10 disposal of residues. 3 For oil tankers referred to in regulation 34.6 of this Annex, the total quantity of oil and water used for washing and returned to a storage tank shall be recorded in the Oil Record Book Part II. 4 In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex or in the event of accidental or other exceptional discharge of oil not without delay in the Oil Record Book Part II so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship. The entries in the Oil Record Book Part II shall be at least in English, French or Spanish. Where entries in an official language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of dispute or discrepancy. 6 Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record Book Part II. 7 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. 8 The competent authority of the Government of a Party to the Convention may inspect the Oil Record Book Part II on board any ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the ship as a true copy of an entry in the ship's Oil Record Book Part II shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book Part II and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed. 9 For oil tankers of less than 150 gross tonnage operating in accordance with regulation 34.6 of this Annex, an appropriate Oil Record Book should be developed by the Administration. CHAPTER 5 - PREVENTION OF POLLUTION ARISING FROM AN OIL POLLUTION INCIDENT Regulation 37 Shipboard oil pollution emergency plan 1 Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration. ΦΕΚ 19 ΕΦΗΜΕΡΙΣ ΤΗΣ ΚΥΒΕΡΝΗΣΕΩΣ (ΤΕΥΧΟΣ ΠΡΩΤΟ) 151 Organization and written in the working language of the master and officers. The plan shall consist at least of: . 1 the procedure to be followed by the master or other persons having charge of the ship to report an oil pollution incident, as required in article 8 and Protocol I of the present Convention, based on the guidelines developed by the Organization; † .2 the list of authorities or persons to be contacted in the event of an oil pollution incident; .3 a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following the incident; and pollution. 3 In the case of ships to which regulation 17 of Annex II of the present Convention also apply, such a plan may be combined with the shipboard marine pollution emergency plan for noxious liquid substances required under regulation 17 of Annex II of the present Convention. In this case, the title of such a plan shall be "Shipboard marine pollution emergency plan". 4 All oil tankers of 5,000 tons deadweight or more shall have prompt access to computerised, shore-based damage stability and residual structural strength calculation programs. CHAPTER 6 - RECEPTION FACILITIES Regulation 38 Reception facilities A. Reception facilities outside special areas 1 The Government of each Party to the present Convention undertakes to ensure the provision at oil loading terminals, repair ports, and in other ports in which ships have oily residues to discharge, of facilities for the reception of such * Refer to the Guidelines for the development of shipboard oil pollution emergency plans adopted by the Organization by resolution MEPC.54(32) as amended by resolution MEPC.86(44). † Refer to the General Principles for Ship Reporting Systems and Ship Reporting Requirements, including Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances and/or Marine Pollutants adopted by the Organization by resolution A.851(20). meet the needs of the ships using them without causing undue delay to ships. 2 Reception facilities in accordance with paragraph 1 of this regulation shall be provided in: .1 all ports and terminals in which crude oil is loaded into oil tankers where such tankers have immediately prior to arrival completed a ballast voyage of not more than 72 hours or not more than 1,200 nautical miles; .2 all ports and terminals in which oil other than crude oil in bulk is loaded at an average quantity of more than 1,000 tonnes per day; .3 all ports having ship repair yards or tank cleaning facilities; .4 all ports and terminals which handle ships provided with the sludge tank(s) required by regulation 12 of this Annex; .5 all ports in respect of oily bilge waters and other residues, which cannot be discharged in accordance with regulation 15 of this Annex; and .6 all loading ports for bulk cargoes in respect of oil residues from combination carriers which cannot be discharged in accordance with regulation 34 of this Annex. The capacity for the reception facilities shall be as follows: . 1 Crude oil loading terminals shall have sufficient reception facilities to receive oil and oily mixtures which cannot be discharged in accordance with the provisions of regulation 34.1 of this Annex from all oil tankers on voyages as described in paragraph 2.1 of this regulation. .2 Loading ports and terminals referred to in paragraph 2.2 of this regulation shall have sufficient reception facilities to receive oil and oily mixtures which cannot be discharged in accordance with the provisions of regulation 34.1 of this Annex from oil tankers which load oil other than crude oil in bulk. .3 All ports having ship repair yards or tank cleaning facilities shall have sufficient reception facilities to receive all residues and oily mixtures which remain on board for disposal from ships prior to entering such yards or .4 All facilities provided in ports and terminals under paragraph 2.4 of this regulation shall be sufficient to receive all residues retained according to ‡ See resolution MEPC.83(44) "Guidelines for ensuring the adequacy of port waste reception facilities". .5 All facilities provided in ports and terminals under this regulation shall be sufficient to receive oily bilge waters and other residues which cannot be discharged in accordance with regulation 15 of this Annex. .6 The facilities provided in loading ports for bulk cargoes shall take into account the special problems of combination carriers as appropriate. B. Reception facilities within special areas 4 The Government of each Party to the present Convention the coastline of which borders on any given special area shall ensure that all oil loading terminals and repair ports within the special area are provided with facilities adequate for the reception and treatment of all the dirty ballast and tank washing water from oil tankers. In addition all ports within the special area shall be provided with adequate reception facilities for other residues and oily mixtures from all ships. Such facilities shall have adequate capacity to meet the needs of the ships using them without causing undue delay. 5 The Government of each Party to the present Convention having under its jurisdiction entrances to seawater courses with low depth contour which might require a reduction of draught by the discharge of ballast shall ensure the provision of the facilities referred to in paragraph 4 of this regulation but with the proviso that ships required to discharge slops or dirty ballast could be subject to some delay. 6 With regard to the Red Sea area, Gulfs area, Gulf of Aden area and Oman area of the Arabian Sea: .1 Each Party concerned shall notify the Organization of the measures taken pursuant to provisions of paragraphs 4 and 5 of this regulation. Upon receipt of sufficient notifications the Organization shall establish a date from which the discharge requirements of regulations 15 and 34 of this Annex in respect of the area in question shall take effect. The Organization shall notify all Parties of the date so established no less than twelve months in advance of that date. .2 During the period between the entry into force of the present Convention and the date so established, ships while navigating in the special area shall comply with the requirements of regulations 15 and 34 of this Annex as regards discharges outside special areas. .3 After such date oil tankers loading in ports in these special areas where such facilities are not yet available shall also fully comply with the requirements of regulations 15 and 34 of this Annex as regards * See resolution MEPC.83(44) "Guidelines for ensuring the adequacy of port waste reception facilities". the area with only clean ballast on board. .4 After the date on which the requirements for the special area in question take effect, each Party shall notify the Organization for transmission to the Parties concerned of all cases where the facilities are alleged to be inadequate. .5 At least the reception facilities as prescribed in paragraphs 1, 2 and 3 of this regulation shall be provided one year after the date of entry into force of the present Convention. 7 Notwithstanding paragraphs 4, 5 and 6 of this regulation, the following rules apply to the Antarctic area: . 1 The Government of each Party to the present Convention at whose ports ships depart en route to or arrive from the Antarctic area undertakes to ensure that as soon as practicable adequate facilities are provided for the reception of all sludge, dirty ballast, tank washing water, and other oily residues and mixtures from all ships, without causing undue delay, and according to the needs of the ships using them. .2 The Government of each Party to the present Convention shall ensure that all ships entitled to fly its flag, before entering the Antarctic area, are fitted with a tank or tanks of sufficient capacity on board for the retention of all sludge, dirty ballast, tank washing water and other oily residues and mixtures while operating in the area and have concluded arrangements to discharge such oily residues at a reception facility after leaving the area. C. General requirements 8 Each Party shall notify the Organization for transmission to the Parties concerned of all cases where the facilities provided under this regulation are alleged to be inadequate. CHAPTER 7 - SPECIAL REQUIREMENTS FOR FIXED OR FLOATING PLATFORMS Regulation 39 Special requirements for fixed or floating platforms 1 This regulation applies to fixed or floating platforms including drilling rigs, floating production, storage and offloading facilities (FPSOs) used for the offshore production and storage of oil, and floating storage units (FSUs) used for the offshore storage of produced oil. shall comply with the requirements of this Annex applicable to ships of 400 gross tonnage and above other than oil tankers, except that: .1 they shall be equipped as far as practicable with the installations required in regulations 12 and 14 of this Annex; .2 they shall keep a record of all operations involving oil or oily mixture discharges, in a form approved by the Administration; and .3 subject to the provisions of regulation 4 of this Annex, the discharge into the sea of oil or oily mixture shall be prohibited except when the oil content of the discharge without dilution does not exceed 15 parts per million. 3 In verifying compliance with this Annex in relation to platforms configured as FPSOs or FSUs, in addition to the requirements of paragraph 2, Administrations should take account of the Guidelines developed by the Organization . APPENDICES TO ANNEX I Appendix I List of oils Appendix II Form of IOPP Certificate and Supplements Appendix III Form of Oil Record Book APPENDIX I LIST OF OILS Asphalt solutions Gasoline blending stocks Blending stocks Alkylates – fuel Roofers flux Reformates Straight run residue Polymer – fuel Gasolines * Refer to resolution MEPC … ( . . ) "Guidelines for the application of MARPOL Annex I requirements toFPSOs and FSUs." * This list of oils shall not necessarily be considered as comprehensive.

Clarified Automotive Crude oil Aviation Mixtures containing crude oil Straight run Diesel oil Fuel oil no. 1 (kerosene) Fuel oil no. 4 Fuel oil no. 1-D Fuel oil no. 5 Fuel oil no. 2 Fuel oil no. 6 Fuel oil no. 2-D Residual fuel oil Road oil Transformer oil Jet fuels Aromatic oil (excluding vegetable JP-1 (kerosene) Lubricating oils and blending JP-3 Mineral oil JP-4 Motor oil JP-5 (kerosene, heavy) Penetrating oil Turbo fuel Spindle oil Kerosene Turbine oil Mineral spirit Distillates Straight run Flashed feed stocks Naphtha Solvent Petroleum Heartcut distillate oil Gas oil Cracked APPENDIX II FORM OF IOPP CERTIFICATE AND SUPPLEMENTS 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

Government of: ……………………………………………………………………………………………………… (full designation of the country) by ................................................................................................................................ (full designation of the competent person or organization authorized under the provisions of the Convention) Particulars of ship* Name of ship ………………………………………………………………………. Distinctive number or letters ……………………………………………………………………. Port of registry ………………………………………………………………………………….. Gross tonnage ……………………………………………………………………………….. Deadweight of ship (tonnes)† ............................................................................................ 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 * Alternatively, the particulars of the ship may be placed horizontally in boxes. † For oil tankers ‡ Refer to the IMO Ship Identification Number Scheme adopted by the Organization by resolution A.600(15). * Delete as appropriate

I of the Convention; and

Date ...................................................... (Sea/ or stamp of the authority, as appropriate) Annual/Intermediate survey: Signed ................................................... Date ....................................................... (Sea/or stamp of the authority, as appropriate) Annual*/Intermediate survey : Signed .................................................... Date ....................................................... (Sea/ or stamp of the authority, as appropriate) Annual survey: Signed .................................................. Place .................................................... Date ...................................................... (Seal or stamp of the authority, as appropriate) ANNUAL/INTERMEDIATE SURVEY IN ACCORDANCE WITH REGULATION 10.8.3 Delete as appropriate

regulation 10.8.3 of Annex I of the Convention, the ship was found to comply with the relevant provisions of the Convention: Signed .................................................. Date ...................................................... (Seal or stamp of the authority, as appropriate) ENDORSEMENT TO EXTEND THE CERTIFICATE IF VALID FOR LESS THAN 5 YEARS WHERE REGULATION 10.3 APPLIES The ship complies with the relevant provisions of the Convention, and this Certificate shall, in accordance with regulation 10.3 of Annex I of the Convention, be accepted as valid until ............................... Signed .................................................. Date ...................................................... (Seal or stamp of the authority, as appropriate) ENDORSEMENT WHERE THE RENEWAL SURVEY HAS BEEN COMPLETED AND REGULATION 10.4 APPLIES The ship complies with the relevant provisions of the Convention and this Certificate shall, in accordance with regulation 10.4 of Annex I of the Convention, be accepted as valid until Signed .................................................. Place .................................................... Date ...................................................... (Seal or stamp of the authority, as appropriate) ENDORSEMENT TO EXTEND THE VALIDITY OF THE CERTIFICATE UNTIL REACHING THE PORT OF SURVEY OR FOR A PERIOD OF GRACE Delete as appropriate 83

of Annex I of the Convention, be accepted as valid until... Signed .................................................. Place .................................................... Date ...................................................... (Seal or stamp of the authority, as appropriate) ENDORSEMENT FOR ADVANCEMENT OF ANNIVERSARY DATE WHERE REGULATION 10.8 APPLIES In accordance with regulation 10.8 of Annex I of the Convention the new anniversary date is Signed .................................................. Place .................................................... Date ...................................................... (Seal or stamp of the authority, as appropriate) In accordance with regulation 10.8 of Annex I of the Convention the new anniversary date is Signed .................................................. Place .................................................... Date ...................................................... (Seal or stamp of the authority, as appropriate) FORM A Delete as appropriate

RECORD OF CONSTRUCTION AND EQUIPMENT FOR SHIPS OTHER THAN OIL TANKERS in respect of the provisions of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (hereinafter referred to as "the Convention"). Notes: 1 This form is to be used for the third type of ships as categorized in the IOPP Certificate, i.e. "ships other than any of the above". For oil tankers and ships other than oil tankers with cargo tanks coming under regulation 2.2 of Annex I of the Convention, Form B shall be used. 2 This Record shall be permanently attached to the IOPP Certificate. The IOPP Certificate shall be available on board the ship at all times. 3 If the language of the original Record is neither English nor French nor Spanish, the text shall include a translation into one of these languages. 4 Entries in boxes shall be made by inserting either a cross (x) for the answers "yes" and "applicable" or a dash (-) for the answers "no" and "not applicable" as 5 Regulations mentioned in this Record refer to regulations of Annex I of the Convention and resolutions refer to those adopted by the International Maritime Organization.

1.5.3 Date of delivery 1.6 Major conversion (if applicable): 1.6.1 Date of conversion contract ................. 1.6.2 Date on which conversion was commenced 1.6.3 Date of completion of conversion 1.7 The ship has been accepted by the Administration as a "ship delivered on or before 31 December 1979" under regulation 1.28.1 due to unforeseen delay in delivery □

resolution MEPC.60(33); □ .3 has been approved in accordance with resolution MEPC. 107(49); □ .4 has been approved in accordance with resolution A.233(VII); □ .5 has been approved in accordance with national standards not based upon resolution A.393(X) or A.233(VII); □ .6 has not been approved. □ 2 The process unit has been approved in accordance with resolution A.444(XI) 3 The oil content meter : .1 has been approved in accordance with resolution MEPC.60(33); □ .3 has been approved in accordance with resolution MEPC. 107(49). □ 2.4 Maximum throughput of the system is....m3 /h 2.5 Waiver of regulation 14: 2.5.1 The requirements of regulation 14.1 or 14.2 are waived in respect of the ship in accordance with regulation 14.5. 2.5.1.1 The ship is engaged exclusively on voyages within special area(s):……………………………………………………………………………….□ 2.5.1.2 The ship is certified under the International Code of Safety for High-Speed Craft and engaged on a scheduled service with a turn-around time not exceeding 24 hours □ 2.5.2 The ship is fitted with holding tank(s) for the total retention on board of all oily bilge water as follows: □