Microsoft Word - Utkast för notifiering.doc€¦ · Web view2004 0488 S-- EN----- 20041217 --- --- PROJET Statute Book of the Swedish Maritime Administration The Swedish Maritime

Statute Book of the Swedish Maritime Administration

1. ------IND- 2004 0488 S-- EN- ------ 20041217 --- --- PROJET

The Swedish Maritime Administration’s administrative provisions and general guidance on measures to prevent pollution from ships;

adopted on xx xxxx 2005.

The Swedish Maritime Administration lays down1 the following in pursuance of Chapter 2 Sections 1 and 3, Chapter 3 Sections 11-13, Chapter 4 Section 1, Chapter 5 Sections 1, 4 and 5 and Chapter 9 Section 1 of the Order (1980:789) on measures to prevent pollution from ships, Section 17 of the Order (1996:12) containing implementing provisions for Chapter 10 of the Maritime Act (1994:1009) and Section 7 of the Order (1993:1063) on technical inspections, and adopts the following general guidance.

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Part I – General provisions

Chapter 1 Introductory provisions

Scope

Section 1 Unless provided otherwise, these administrative provisions shall apply to ships in Swedish territorial waters and economic zone and on Swedish ships in other areas of water.

The provisions shall not apply to ships used solely for recreational purposes. These ships are subject to separate provisions.

Section 2 In the event of the simultaneous discharge from ships of several substances to which different rules apply, the most stringent provisions shall be applied to the whole discharge.

Definitions

Section 3 For the purposes of these provisions, the descriptions in Annex 1 shall be used, unless provided otherwise.

1These provisions have been notified in accordance with Directive 98/34/EC of the European Parliament and of the Council of 22 June 1998 laying down a procedure for the provision of information in the field of technical standards and regulations (OJ L 204, 00.37, Celex 398L0034), amended by European Parliament and Council Directive 98/48/EC (OJ L 217, Celex 398L0048).Cf. Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 300L0059).

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Chapter 2 Survey and certificates

Certificates

Section 1 Provisions containing requirements for Swedish ships to hold an International Oil Pollution Prevention (IOPP) Certificate, which indicates that the applicable requirements of Chapters 4-6 are met, an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS), which indicates that the applicable requirements of Chapter 9 are met, and an International Sewage Pollution Prevention (ISPP) Certificate, which indicates that the applicable requirements of Chapter 11 are met, are found in Chapter 4 Section 2 of the Order (1980:789) on measures to prevent pollution from ships.

If ships other than chemical tankers transport noxious liquid substances in bulk, they shall also have an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS).

Section 2 Chemical tankers which have an international chemical tanker safety certificate indicating that it complies with the requirements of the IBC Code or the BCH Code need not also have a Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS).

Section 32 In addition to the certificates required under Section 1, all ships of 400 tonnes gross tonnage and above and all fixed and floating oil platforms engaged on international voyages shall have an International Air Pollution Prevention (IOPP) (sic) Certificate indicating that the applicable requirements of Chapter 13 are met. The certificate shall be valid for a maximum of five years.

Provisions concerning the Engine International Air Pollution Prevention (EIAPP) Certificate are found in Chapter 13.

Section 4 Foreign ships belonging to the same category of ship as stated in Section 1-3 shall have the certificates prescribed in these provisions for Swedish ships.

Log books

Section 5 Provisions containing requirements for an oil record book and a cargo record book for Swedish ships are found in Chapter 5 Sections 1-3 of the Order (1980:789) on measures to prevent pollution from ships. Additional provisions on oil and cargo record books are found in these provisions.

In addition to what is stated in paragraph 1, Swedish and foreign ships shall have the log books and other documents relating to the shipboard handling of noxious substances specified in these provisions.

Survey

Section 6 Swedish oil tankers with 150 tonnes gross tonnage and above, Swedish chemical tankers and other Swedish ships of 400 tonnes gross tonnage and above shall undergo the surveys stated in Chapter 16 Sections 4-7 of the Order (1980:789) on measures to prevent pollution from ships.

2 Corresponds to MARPOL 73/78 Annex VI, Regulation 6(1)

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Swedish ships as referred to in Regulation 2a of Annex IV to MARPOL 73/78 engaged on international voyages shall undergo the surveys stated in Chapter 6 Sections 9 and 10 or the Order (1980:789) on measures to prevent pollution from ships.

Section 7 Swedish ships which are required to have an International Air Pollution Prevention (IAPP) Certificate in accordance with Section 3 shall undergo the following surveys in order to ensure that the ship’s structure, equipment, systems, fittings, arrangements and material meet the requirements of Chapter 13.

1. Before a certificate is issued for the first time, the ship shall undergo an initial survey.

2. Thereafter, the ship shall undergo a periodical survey within 60 months of the initial survey or most recent periodical survey.

3. The ship shall undergo an intermediate survey not less than 24 months and not more than 36 months after the initial survey or the most recent periodical survey.

4. The ship shall undergo an annual survey within 12 months or, where permitted by the Swedish Maritime Administration, 15 months of the most recent initial survey, periodical survey, intermediate survey or annual survey.

Section 8 Provisions concerning inspection of diesel engines are found in Chapter 13.

Section 9 With regard to ships other than those referred to in Section 6, provisions concerning the scope of supervision are contained in Chapter 6 Section 13 of the Order (1980:789) on measures to prevent pollution from ships.

Obligation to insure against oil damage

Section 10 The certificates referred to in Chapter 10 Sections 12 and 13 of the Maritime Act (1994:1009) shall, at the request of a ship’s surveyor, customs officer or coast guard official, be produced when a ship that is subject to the provisions arrives at or departs from a Swedish port.

Anti-fouling systems

Section 11 Provisions concerning surveys and certification of anti-fouling systems on ships are contained in Regulation (EC) No 782/2003 of the European Parliament and of the Council on the prohibition of organotin compounds on ships3.

3 Cf. Regulation (EC) No 782/2003 of the European Parliament and of the Council of 14 April 2003 on the prohibition of organotin compounds on ships (OJ L 115, Celex 32003R0782).

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Chapter 3 Miscellaneous

Marine equipment

Section 1 Equipment used, installed or stowed on board a ship that is subject to the requirements of these provisions shall comply with the requirements in the Swedish Maritime Administration's administrative provisions (SJÖFS 1999:8) on marine equipment to the extent stated in this statute.

Equipment used, installed or stowed on board a ship that is subject to the requirements of these provisions but not subject to the Swedish Maritime Administration's administrative provisions (1999:8) on marine equipment shall meet the requirements for equipment laid down in these provisions.

Section 2 Changes to a ship’s equipment, fittings, arrangements and material for which requirements are contained in these provisions must not be made without the consent of the Swedish Maritime Administration after the initial survey or periodical survey has been carried out. This does not include the direct replacement of equipment or fittings.

Equivalents

Section 3 A ship which is approved under legislation in other Member States within the European Union, the European Economic Area or Turkey shall be deemed equivalent to a ship which meets the requirements of these provisions, provided that an equivalent level of safety is obtained by means of this legislation.

Reception facilities

Section 4 Rules concerning the port’s obligations in respect of the reception of waste are contained in the Swedish Maritime Administration’s administrative provisions (SJÖFS 2001:12) on the reception of waste from ships.

Mandatory delivery of waste

Section 5 Before leaving a Swedish port, a ship shall deliver waste in accordance with Chapter 3 Section 12 of the Order (1980:789) on measures to prevent pollution from ships.

Reporting obligations

Section 6 The master of a ship engaged on voyages within Swedish territorial waters and economic zone shall report immediately any observation of pollution by oil or any other noxious substance from ships. The same shall apply if the ship or its equipment is affected by an incident or accident in such a way that impermissible emissions occur or there is a risk of the discharge of oil or another noxious substance which may pose a threat to Sweden’s coastline or related interests.

Reports shall be provided as prescribed in the Swedish Maritime Administration’s administrative provisions and general guidance (SJÖFS 2004:8) on duties of notification, provision of information and reporting in certain cases.

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Exceptions

Section 7 The Swedish Maritime Administration may, on application, allow a ship to be equipped with fittings, arrangements, equipment or apparatuses other than those stated in these provisions if they are at least as appropriate as the fittings, arrangements, equipment and apparatuses for which requirements are found in these provisions.

Unless provided otherwise, an exception cannot be made in the case of operational requirements.

Part II – Water pollution - oilChapter 4 General4

ScopeSection 15 Ships which are not oil tankers and which are provided with cargo spaces constructed and used to carry oil in bulk having a total capacity of at least 200 cubic centimetres shall comply with Chapter 4 Sections 10-11, 13 and 18-22 and Chapter 6 Sections 26, 38-51 and 58-66 with regard to the construction and management of these spaces. However, if the total capacity is less than 1000 cubic centimetres, Chapter 6 Section 52 may be applied instead of Chapter 6 Sections 38-43 and 50-51.

Section 26 If an oil tanker transports chemical bulk cargo, the applicable provisions of Chapter 9 shall also be complied with.

General guidanceGuidelines for the production of material safety data sheets for cargo subject to Chapters 4-6 and marine fuel oils are contained in IMO Resolution MSC.150(77)7.

Definitions

Section 3 For the purposes of Chapters 4-6, oil fuel, fuel oil and special area shall be defined as follows. For all other purposes, the descriptions in Annex 1 shall apply.

Oil fuel – oil used as fuel for propulsion or auxiliary machinery in the ship in which the oil is carried.Fuel oil – heavy distillate or residues of crude oil or mixtures of such materials intended to be used as fuel for the production of heat or power having a grade equivalent to American Society for Testing and Material's Specification for Number Four Fuel Oil (Designation D396) or heavier. Special area – the Gulf of Aden area, the Antarctic area, the Gulfs area, the Mediterranean Sea area, North West European Waters, the Oman area,

4 Corresponds to MARPOL 73/78 Annex 15 Corresponds to MARPOL 73/78 Annex I, Regulation 2(2)6 Corresponds to MARPOL 73/78 Annex I, Regulation 2(3)7 MSC. 150(77), Recommendation for material safety data sheets for MARPOL Annex I cargoes and marine fuel oils

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the Red Sea area, the Black Sea area and the Baltic Sea area, which are defined as follows:

The Gulf of Aden area means the part of the Gulf of Aden between the Red Sea and the Arabian Sea, which is bounded to the west by the rhumb line between Ras si Ane (12°28.5'N; 043°19.6'E) and Husn Murad (12°40.4'; 043°30.2'E) and to the east by the rhumb line between Ras Asir (11°50'N; 051°16.9'E) and Ras Fartak (15°35'N; 052°13.8'E),

the Antarctic area means the sea area south of latitude 60°S,the Gulfs area means the sea area located north west of the rhumb line

between Ras al Hadd (22°30'N; 059°48'E ) and Ras al Fasteh (25°04'N; 61°25'E),

the Mediterranean Sea area means the Mediterranean Sea proper, including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41°N parallel and bounded to the west by the Straits of Gibraltar at the meridian of 05°36'W,

North West European Waters means the North Sea, the Irish Sea, the Celtic Sea, the English Channel and part of the north east Atlantic immediately west of Ireland. The area is bounded by the following points:

48°27'N on the coast of France48°27'N; 6°25'W49°52'N; 7°44'W50°30'N; 12°W56°30'N; 12°W62°N; 3°W62°N on the coast of Norway57°44.8'N on the coast of Denmark and Sweden,the Oman area means the sea area that is bounded by the following points:

22°30.00'N; 23°47.27'N; 22°40.62'N; 21°47.40'N; 20°30.37'N; 19°45.90'N; 18°49.92'N; 17°44.36'N; 16°43.71'N; 16°03.90'N; 15°15.20'N; 14°36.93'N;

59°48.00'E 60°35.73'E 62°25.29'E 63°22.22'E 62°52.41'E 62°25.97'E 62°02.94'E 61°05.53'E 60°25.62'E 59°32.24'E 58°58.52'E 58°10.23'E

14°18.93'N; 14°11.53'N; 13°53.80'N; 13°45.86'N; 14°27.38'N; 14°40.10'N; 14°46.21'N; 15°20.74'N; 15°48.69'N; 16°23.02'N; 16°39.06'N;

57°27.03'E 56°53.75'E 56°19.24'E 55°54.53'E 54°51.42'E 54°27.35'E 54°08.56'E 53°38.33'E 53°32.07'E 53°14.82'E 53°06.52'E

the Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded to the south by the rhumb line between Ras si Ane (12°8.5'N; 43°19.6'E) and Husn Murad (12°40.4'N; 45°30.2'E),

the Black Sea area means the Black Sea proper with the boundary between the Mediterranean and the Black Sea constituted by the parallel 41°N,

the Baltic Sea Area means the entire area of water in the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.8'N.

Exceptions

Section 48 The provisions of Chapter 6 Sections 38-43 and 50-51 shall not apply to oil tankers carrying asphalt or other products which, due to their physical properties, cannot be separated from water. Residues of such products and contaminated tank washings shall be retained on board and delivered to a reception facility.

Section 59 Oil tankers delivered on or before 1 June 1982 which are solely engaged in specific trades need not comply with Chapter 6 Sections 6-7 provided the conditions in paragraph 2 are met. Specific trade means:

1. a route between ports or terminals within a State which is a contracting party to MARPOL 73/78, or

2. a route between ports or terminals within States which are contracting parties to MARPOL 73/78,a) if the voyage is entirely within a special area, orb) if the voyage is entirely within other limits laid down be the Swedish Maritime Administration.

Section 610 The preconditions for exemption under Section 6 are the availability of reception facilities in the ports and terminals in which loading is carried out that are adequate to deal with all ballast and water from tank washings from oil tankers using the facilities, and satisfaction of the following conditions:

1. all ballast water, including clean ballast water, and residues from tank washing shall, unless otherwise provided in the exemptions in Section 15, be transferred to a reception facility. An entry to this effect shall be made in the oil record book, part II in accordance with Chapter 6 Sections 58-66 and 87, and the entry shall be verified by a competent authority in the port state,

2. an agreement has been entered into between the Swedish Maritime Administration and the foreign administration in question in accordance with Section 6(1) and (2),

3. the ports concerned have adequate reception facilities, and4. the International Oil Pollution Prevention

certificate is endorsed to the effect that the oil tanker is engaged exclusively on dedicated voyages.

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Section 711 Ships the structure and use of which do not permit application of Chapter 5 or Chapter 6 Sections 1-72 and 87, may be granted exemption from these requirements provided that an equivalent method of protection against oil pollution is arranged. Notes concerning this exemption shall be included on the International Oil Pollution Prevention certificate.

Section 812 The Swedish Maritime Administration may grant exemption from requirements pertaining to slop tanks in accordance with Chapter 6 Sections 38-43, monitoring and control systems in accordance with Chapter 6 Section 50 and oil/water interface detectors in accordance with Chapter 6 Section 51 to oil tankers provided:

1. the duration of the voyages is not longer than 72 hours, and

8Corresponds to MARPOL 73/78 Annex I, Regulation 2(4)9Corresponds to MARPOL 73/78 Annex I, Regulation 2(5)10Corresponds to MARPOL 73/78 Annex I, Regulation 2(6)11Corresponds to MARPOL 73/78 Annex I, Regulations 3(1) and 3(2)12Corresponds to MARPOL 73/78 Annex I, Regulation 3(4)

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2. the voyages take place within 50 nautical miles of the nearest land,3. the ship is engaged solely on voyages between ports and terminals within a State which

is a contracting party to MARPOL 73/78, and4. all oily mixtures are retained on board and delivered to a reception facility.

Section 913 The Swedish Maritime Administration may grant oil tankers other than those referred to in Section 8 exemption from the requirement for a monitoring and control system in accordance with Chapter 6 Section 50 and an oil/water interface detector in accordance with Chapter 6 Section 51 if:

1. the ship is an oil tanker delivered on or before 1 June 1982 of 40 000 tonnes deadweight and above which satisfies the preconditions for exemption under Section 7, or

2. the oil tanker is engaged solely on voyages within a special area, or3. the oil tanker is engaged solely on voyages outside special areas but within 50 nautical

miles of the nearest land, and:a) the ship is engaged on voyages between ports and terminals within a State which is a

contracting party to MARPOL 73/78, orb) the duration of the voyage is not greater than 72 hours and it takes place within

boundaries laid down by the Swedish Maritime Administration.For decisions concerning exemption, the following conditions must also be met:1. all oily mixtures shall be retained on board and delivered to a reception facility,2. reception facilities shall be available in the loading ports at which the ship calls,3. it shall be stated on the International Oil Pollution Prevention Certificate that the ship is

engaged on the voyage(s) specified in points 2 and 3b of this Section, and4. a note shall be made in the oil record book, part II of the quantity delivered, the time at

which it was delivered and to which port.

Discharge provisions

Ban on the discharge of oil

Section 1014 Chapter 2 Section 2 of the Act (1980:424) on measures to prevent pollution from ships contains provisions concerning the ban on the discharge of oil from ships within Swedish territorial waters and economic zone and within the Baltic Sea area outside of Swedish territorial waters and economic zone.

In addition, Swedish ships must not discharge oil within a special area.

Section 1115 Within the Antarctic area the discharge of oil or oily mixtures from Swedish ships is absolutely prohibited.

Section 1216 Oil which must not be discharged into the sea shall be retained on board in order to be delivered to a reception facility.

13 Corresponds to MARPOL 73/78 Annex I, Regulation 3(5)14 Corresponds to MARPOL 73/78 Annex I, Regulations 15(1) and 34(3)15 Corresponds to MARPOL 73/78 Annex I, Regulation 15(4)16 Corresponds to MARPOL 73/78 Annex I, Regulation 15(9), 34(9) and relevant parts of Regulation 38

Exemption from the ban on the discharge of oil

Section 1317 Notwithstanding the ban in Chapter 2 Section 2 of the Act (1980:424) on measures to prevent pollution from ships, it is permitted to discharge

1. clean ballast water in accordance with Chapter 2 Section 2 of the Order (1980:789) on measures to prevent pollution from ships,

2. clean bilge water in accordance with Chapter 2 Section 2 of the Order (1980:789) on measures to prevent pollution from ships, provided that it is discharged in accordance with the provisions of Sections 15 and 17,

3. oily mixtures from a ship’s cargo tank spaces, provided that the criteria in Section 18 are met, and

4. oil, if any of the preconditions in Section 14 are met.In this connection, clean ballast water shall be taken to include

segregated ballast.

Section 1418 The provisions concerning a ban on the discharge of oil or oily mixtures shall not apply in the case of

1. a discharge which is necessary to secure the safety of the ship or to save lives at sea,

2. a discharge which is a consequence of damage to the ship or its equipmenta) if all reasonable precautionary measures were taken after the

damage occurred or the discharge was discovered with a view to preventing or minimising the discharge in accordance with what is laid down in Chapter 2 Section 4 of the Act (1980:424) on measures to prevent pollution from ships, and

b) the owner or master did not act recklessly and with the knowledge that damage would probably result, or with the intention of causing damage, or

3. a discharge of substances containing oil if they are discharged by the coast guard or by municipalities or at their request with a view to combating another discharge.

Substances used for the purpose of combating oil shall be approved by the Swedish Environmental Protection Agency.

Exemption from the ban within special areas outside the Antarctic area

Section 1519 Oil and oily mixtures from machinery spaces on a ship of 400 tonnes gross tonnage or above may be discharged within Swedish territorial waters and economic zone and within special areas outside the Antarctic area provided that the following criteria are met:

1. the ship is en route,2. the ship is provided with and has in operation a treatment and control

system for bilge water in accordance with Chapter 5 Section 5 with an automatic shut-off device in accordance with Chapter 5 Section 6.

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17 Corresponds in part to MARPOL 73/78 Annex I, Regulations 34(2) and 34(4)18 Corresponds to MARPOL 73/78 Annex I, Regulation 4(1)19 Corresponds to MARPOL 73/78 Annex I, Regulation 15(3)

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3. the effluent has an oil content without dilution not exceeding 15 ppm,

4. in the case of oil tankers, the oily mixture does not originate from cargo pump rooms,

5. in the case of oil tankers, the oily mixture is not mixed with oil cargo residues.

Section 1620 Oil and oily mixtures from machinery spaces on a ship of less than 400 tonnes gross tonnage may be discharged within Swedish territorial waters and economic zone and within special areas outside the Antarctic area provided that the following criteria are met:

1. the ship is en route,2. the ship is provided with and has in operation a treatment and control

system for bilge water in accordance with Chapter 5 Section 5.3. the effluent has an oil content without dilution not exceeding 15

ppm,4. in the case of oil tankers, the oily mixture does not originate from

cargo pump rooms,5. in the case of oil tankers, the oily mixture is not mixed with oil

cargo residues.

Exemption from the ban outside special areas

Section 1721 Oil and oily mixtures from machinery spaces on ships of 400 tonnes gross tonnage and above may be discharged outside special areas provided that the following criteria are met:

1. the ship is en route,2. the ship is provided with and has in operation a treatment and

control system in accordance with Chapter 5 Section 5.3. the effluent has an oil content without dilution not exceeding 15

ppm,4. in the case of oil tankers, the oily mixture does not originate from

cargo pump rooms,5. in the case of oil tankers, the oily mixture is not mixed with oil

cargo residues.

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Section 1822 Oil or oily mixtures from an oil tanker’s cargo tank spaces may be discharged outside special areas provided that the following criteria are met:

1. the ship must be more than 50 nautical miles from the nearest land,2. the ship is en route,3. the instantaneous rate of oil discharge must not at any time exceed

30 litres per nautical mile,4. the total quantity of oil in the discharge must not exceed 1/15 000

for oil tankers delivered not later than 31 December 1979 or

20 Corresponds to MARPOL 73/78 Annex I, Regulation 15(6)22 Corresponds to MARPOL 73/78 Annex I, Regulation 34(1)21 Corresponds to MARPOL 73/78 Annex I, Regulation 15(2)

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oil tankers delivered after 31 December 1979, 1/30 000 of the cargo which contained the oil,5. the ship shall have in operation a monitoring and control system for oil discharge in accordance with Chapter

6 Section 50 and a slop tank arrangement in accordance with Chapter 6 Sections 38-43.

Discharge of chemicals

Section 19 23 The oil discharge must not contain chemicals or other substances in quantities or concentrations which pose a risk to the marine environment. Nor must the discharge contain chemicals or other substances introduced for the purpose of circumventing the conditions of discharge specified in Chapters 4-6.

Segregation of oil and ballast water

Ban on carrying ballast water in oil fuel tanksSection 2024 The following ships must not carry ballast water in oil fuel tanks:

1. Oil tankers of 150 tonnes gross tonnage and above delivered after 31 December 1979.2. Ships delivered after 31 December 1979 which are not oil tankers and have at least 4 000 tonnes gross

tonnage.

Section 2125 Where the need to carry large quantities of oil fuel renders it necessary to carry ballast water which is not clean ballast in any oil fuel tank, such ballast water shall be discharged to reception facilities or into the sea after passing through equipment in accordance with Chapter 5 Sections 5-9. A note concerning the discharge shall be made in the ship’s oil record book.

Ban on carrying oil in forepeak tanks

Section 2226 Oil must not be carried in forepeak tanks or tanks located fore of the collision bulkhead on ships of 400 tonnes gross tonnage and above for which the building contract was placed after 1 January 1982 or, in the absence of a building contract, the keel of which was laid or which was at a similar stage of construction after 1 July 1982.

General guidance27

Ships which are not subject to Sections 21 and 23 should avoid carrying water in oil fuel tanks and oil in forepeak tanks.

23 Corresponds to MARPOL 73/78 Annex I, Regulations 15(8) and 34.(8)24 Corresponds to MARPOL 73/78 Annex I, Regulation 16(1)25 Corresponds to MARPOL 73/78 Annex I, Regulation 16(2)26 Corresponds to MARPOL 73/78 Annex I, Regulation 16(3)27 Corresponds to MARPOL 73/78 Annex I, Regulation 16(4)

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Chapter 5. Prevention of the discharge of oil from ships’ machinery spaces

Construction requirements

Sludge tanks

Section 128 Ships of 400 tonnes gross tonnage and above which have a facility for cleaning oil fuel and lubricating oil as well as oil leakages in machinery spaces shall have a sludge tank to collect the sludge which cannot be dealt with another way. The tank’s capacity shall be adequate with regard to the use to which the ship is put and the type of machinery and other equipment, such as incinerators.

Section 229 Pipelines to and from the sludge tank must not have a direct connection overboard other than via a shore connection in accordance with Chapter 5 Section 4.

Section 330 For ships delivered after 31 December 1979, the sludge tank shall be designed and constructed so as to facilitate cleaning of the tank and delivery of residues to the reception facility. Ships delivered on or before 31 December 1979 shall, where practicable, meet these requirements.

International shore connection

Section 431 In order for the ship’s pipework for delivering sludge and bilge water to be able to connect to a reception facility, the pipework and connecting flange shall be fitted with a standard connector in accordance with the table below.

Standard dimensions for flanges on international shore connections Description Dimension

Outer diameter 215 mmInternal diameter Equivalent outer pipe diameterBolt circle diameter 183 mmSlots in the flange 6 holes with a diameter of 22 mm, placed at regular

intervals on a bolt circle of the above diameter, slotted to the flange periphery. The slot width shall be 22 mm.

Thickness of flange 20 mmNuts and bolts; number and 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. The flange shall, with appropriate gasket, withstand a service pressure of 600 kPa

1228 Corresponds to MARPOL 73/78 Annex I, Regulation 12(1)29 Corresponds to MARPOL 73/78 Annex I, Regulation 12(2)30 Corresponds to MARPOL 73/78 Annex I, Regulation 12(3)31 Corresponds to MARPOL 73/78 Annex I, Regulation 13

Equipment requirements

Bilge water treatment and control system for ships of more than 400 tonnes gross tonnage

Section 532 Ships of at least 400 but less than 10 000 tonnes gross tonnage shall have a system for treating bilge water, comprising:

1. a bilge water separator which ensures that the oil content of the bilge water overboard does not exceed 15 ppm, and2. a control system consisting of an oil content meter with an alarm device.For each bilge water treatment and control system there shall be an operating and maintenance manual on board drawn up

by the manufacturer.The function of a bilge water treatment and control system may be tested when the ship is not en route.The bilge water treatment and control system shall meet the requirements of IMO Resolution A.393(X)33, MEPC.60(33)34

or MEPC.107(49)35.

Section 636 Ships of 10 000 tonnes gross tonnage and above shall, in addition to what is stated in Section 5, be equipped with an automatic shut-off device to ensure that the effluent does not have an oil content greater than 15 ppm.

Section 737 Ships with less than 400 tonnes gross tonnage shall have a treatment and control system in accordance with Section 5 or a system comprising:

1. a collection tank for oil or oily bilge water, and2. a shore connection to enable the discharge of oil or oily bilge water to reception facilities. For ships engaged on

international voyages, the shore connection shall follow international standards in accordance with Section 4.

Exemption from the requirement for a bilge water treatment and control system

Section 838 The Swedish Maritime Administration may grant exemption from the requirement for a system for treating bilge water for ships engaged solely on routes within a special area or for ships certified in accordance with the Swedish Maritime Administration’s administrative provisions and general guidance (SJÖFS 2000:2) on safety on board high speed craft (the HSC Code, 1994) and the Swedish Maritime Administration’s administrative provisions and general guidance (SJÖFS 2003:12) on safety on board high speed craft (the HSC Code, 2000) and engaged on scheduled voyages which do not exceed 24 hours or when these ships move to another operating area. For decisions concerning exemption, the following conditions must also be met:

32 Corresponds to MARPOL 73/78 Annex I, Regulations 14(1) and 14(6)33 A.393(X), Recommendation on international performance and test specifications for oily-water separating equipment and oil content meters 34 MEPC.60(33), Guidelines and specifications for pollution prevention equipment from machinery space bilges of ships35 MEPC. 107(49), Revised guidelines and specifications for pollution prevention equipment from machinery space bilges of ships36 Corresponds to MARPOL 73/78 Annex I, Regulations 14(2) and 14(7)37 Corresponds to MARPOL 73/78 Annex I, Regulation 14(4)38 Corresponds to MARPOL 73/78 Annex I, Regulation 14(5)

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1. the ship shall be provided with a collection tank for oily bilge water having a volume to the satisfaction of the Swedish Maritime Administration,

2. all oily bilge water shall be retained on board and delivered to a reception facility,3. the International Oil Pollution Prevention Certificate shall indicate the special area(s) in which the

ship is exclusively engaged,4. a record shall be entered in the oil record book, part I of the quantity delivered, the time at which it

was delivered and to which port.

Section 939 Ships which, apart from voyages to relocate without a cargo, are stationary, such as hotel and supply ships, need not be equipped with a bilge water treatment and control system. Such a ship shall instead be provided with a collection tank for oily bilge water having a volume to the satisfaction of the Swedish Maritime Administration. All oily bilge water shall be retained on board to be delivered to a reception facility.

Oil record book for machinery space operations (oil record book, part I)

Section 1040 On oil tankers of 150 tonnes gross tonnage and above and other ships of 400 tonnes gross tonnage and above an oil record book shall be kept for machinery space operations (oil record book, part I). The oil record book part I, whether as part of the ship’s log or otherwise, shall be in the form specified in MARPOL 73/78, Annex I, Appendix III, in force.

Section 1141 An entry shall be made in oil record book part I for each tank when any of the following machinery space operations take place:

1. ballasting or cleaning of fuel tanks,2. discharge of contaminated ballast or cleaning water from fuel tanks,3. collection and disposal of oil residues, including sludge,4. discharge overboard or disposal in some other way of bilge water which has collected in machinery

spaces, and5. bunkering of oil fuel or lubricating oil.

Section 1242 The discharge of oil as a result of an accident or other cause shall be recorded in the oil record book, part I. The cause and circumstances surrounding the incident shall be given.

Section 1343 Each operation referred to in Section 11 shall be fully recorded without delay in the oil record book, part I so that all details relating to the operation are completed. Each entry shall be signed by the person(s) in charge of the operation. Each completed page shall be signed by the master.Entries in oil record book, part I on Swedish oil tankers with an International Oil Pollution Prevention Certificate shall be made in English. On Swedish oil tankers which do not have an International Oil Pollution Prevention Certificate

39 Corresponds to MARPOL 73/78 Annex I, Regulation 14(3)40 Corresponds to MARPOL 73/78 Annex I, Regulation 17(1)41 Corresponds to MARPOL 73/78 Annex I, Regulation 17(2)42 Corresponds to MARPOL 73/78 Annex I, Regulation 17(3)43 Corresponds to MARPOL 73/78 Annex I, Regulation 17(4)

entries shall be made in English or Swedish. On foreign oil tankers with an International Oil Pollution Prevention Certificate, entries shall be made in English, French or Spanish.

Section 1444 If a fault occurs in the bilge water treatment and control system or the oil discharge monitoring and control system, this shall be recorded in oil record book, part I.

Section 1545 The oil record book, part I shall be kept in such a way as to be readily available for inspection. In the case of an unmanned ship under tow, the oil record book, part I shall be kept on board the tug. It shall be kept on board for three years after the last entry is made.

Section 16 An entry in oil record book, part I may be replaced by recording by electronic means. Electronic recording, including storage on computer, shall be such that information entered cannot subsequently be altered. Manual entry of information into a computer shall be possible only with the use of a personal password.

Section 17 A print-out of electronically stored information shall be produced periodically at intervals not greater than one week and in connection with amendments to computer programs or maintenance procedures. However, for ships which call at ports on a daily basis or whose voyages lasts less than a week, a print-out shall be produced either at every port stop or when the voyage is complete. The print-outs shall be signed by the master and technical superintendent and kept as prescribed for the oil record book, part I in Section 15.

General guidanceIf a signature is used to sign the entries, the name of the signing officer should also be printed clearly in the oil record book.

Chapter 6. Provisions for cargo tank spaces on oil tankers46

Construction requirements

Ban on carrying ballast water in cargo tanks

Section 147 Ballast water must not be carried in cargo tanks, except in the following circumstances:1. When weather conditions are so bad that, in the master’s opinion, it is necessary for the ship’s safety.2. When, in exceptional cases, it is necessary on particular occasions of operation and due to special circumstances to carry

ballast water over and above the quantity required under Section 4.Additional ballast water in accordance with points 1 and 2 shall be processed and discharged in compliance with the

provisions concerning permissible discharges and in accordance with the provisions of Chapter 4 Section 19. An entry shall be made in the oil record book, part II. Provisions concerning the oil record book, part II are contained in Sections 58-66 and 87.

44 Corresponds to MARPOL 73/78 Annex I, Regulation 17(5)45 Corresponds to MARPOL 73/78 Annex I, Regulation 17(6)46 Corresponds to MARPOL 73/78 Annex 147 Corresponds to MARPOL 73/78 Annex I, Regulation 18(3)

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Section 248 Crude oil tankers equipped with a system for tank cleaning using crude oil may carry extra ballast in accordance with Section 1 in cargo tanks if, before leaving the port of discharge or terminal, the tanks have been cleaned using crude oil in accordance with Sections 55-57.

Segregated ballast tanks on oil tankers of 20 000 tonnes deadweight and above, delivered after 1 June 1982

Section 349 Oil tankers of 20 000 tonnes deadweight and above and product oil tankers of 30 000 tonnes deadweight and above, delivered after 1 June 1982, shall have segregated ballast tanks. The segregated ballast tanks shall meet the requirements of Sections 1-2 and 4-5.

Section 450 The capacity of the segregated ballast tanks shall be so determined that the ship may operate safely on ballast voyages without recourse to the use of oil tanks for water ballast, except as provided for in Sections 1 and 2. The capacity of the ballast tanks shall be at least such that in any ballast condition at any part of the voyage, including the conditions consisting of lightweight plus segregated ballast only, the ship’s draughts and trim can meet each of the following requirements:

1. the moulded draught amidships (dm) in metres (without taking into account any ship’s deformation) shall not be less than dm = 2.0+0.02 L,

2. the draughts at the forward and after perpendiculars shall correspond to those determined by the draught amidships (dm), as specified in paragraph 1, in association with the trim by the stern of not greater than 0.015 L,

3. in any case, the draught at the after perpendicular shall not be less than that which is necessary to obtain full immersion of the propeller(s).

Section 551 Oil tankers of less than 150 metres in length need not comply with the requirements in Section 4. The segregated ballast conditions shall instead be approved by the Swedish Maritime Administration.

Segregated ballast tanks on crude oil tankers of 40 000 tonnes deadweight and above, delivered on or before 1 June 1982

Section 652 Crude oil tankers of 40 000 tonnes deadweight and above which were delivered on or before 1 June 1982 shall have segregated ballast tanks which comply with the requirements of Sections 1 and 4.

The ship may instead use a system for cleaning cargo tanks using crude oil in accordance with Sections 55-57, unless the ship is intended to transport crude oil that is not suited to cleaning using crude oil.

48 Corresponds to MARPOL 73/78 Annex I, Regulation 18(4)49 Corresponds to MARPOL 73/78 Annex I, Regulation 18(1)50 Corresponds to MARPOL 73/78 Annex I, Regulation 18(2)51 Corresponds to MARPOL 73/78 Annex I, Regulation 18(5)52 Corresponds to MARPOL 73/78 Annex I, Regulations 18(6) and 18(7)

Segregated ballast tanks on product tankers of 40 000 tonnes deadweight and above, delivered on or before 1 June 1982

Section 753 Product tankers of 40 000 tonnes deadweight and above which were delivered on or before 1 June 1982 shall have segregated ballast tanks which comply with the provisions of Sections 1 and 4. The ship may instead use specially dedicated clean ballast tanks which shall have:

1. sufficient tank capacity intended exclusively to carry clean ballast water in order to comply with the requirements of Sections 1 and 4,

2. arrangements and operational procedures complying with the requirements of IMO Resolution A.495(XII)54,

3. an oil content meter complying with the requirements of IMO Resolution A.393(X) for ships constructed before 2 October 1986, IMO Resolution A.586(14)56 for ships constructed between 2 October 1986 and 1 January 2005 and IMO Resolution MEPC. 108(49)57 for ships constructed on or after 1 January 2005, and

4. a manual describing the system in detail and specifying operational procedures. The manual shall be designed in accordance with IMO Resolution A.495(XII)58. If an alteration is made which affects the system of specially dedicated clean ballast tanks, the manual shall be amended accordingly.

Oil tankers which may be regarded as oil tankers with segregated ballast tanks

Section 859 Oil tankers which need not have segregated ballast tanks in accordance with Section 3, Section 6 paragraph 1 and Section 7 may be regarded as oil tankers with segregated ballast tanks if they comply with the provisions of Sections 1 and 4-5.

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Oil tankers with special ballast arrangements, delivered on or before 1 June 1982

Section 960 An oil tanker delivered on or before 1 June 1982 which is so constructed or operates in such a manner that it complies at all times with the draught and trim requirements set out in Section 4 without recourse to the use of ballast water shall be deemed to comply with the segregated ballast tank requirements laid down in Section 6, provided that the following conditions are met:

1. operational procedures and ballast arrangements shall be approved by the Swedish Maritime Administration,

53 Corresponds to MARPOL 73/78 Annex I, Regulation 18(8)54 A.495(XII), Revised specifications for oil tankers with dedicated clean ballast tanks55 A.393(X), Recommendation on international performance and test specifications for oily-water separating equipment and oil content meters56 A. 5 86(14), Revised guidelines and specifications for oil discharge monitoring and control systems for oil tankers57 MEPC. 108(49), Revised guidelines and specifications for oil discharge monitoring and control systems for oil tankers58 A.495(XII), Revised specifications for oil tankers with dedicated clean ballast tanks59 Corresponds to MARPOL 73/78 Annex I, Regulation 18(9)60 Corresponds to MARPOL 73/78 Annex I, Regulation 18(10)

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2. agreement has been reached between the Swedish Maritime Administration and the administration in the relevant port state that is party to MARPOL 73/78 in cases where the draught and trim requirements are met through an operational procedure,

3. the International Oil Pollution Prevention certificate is endorsed to the effect that the oil tanker is operating with special ballast arrangements.

Ballast water must not be carried in oil tanks, except in weather conditions so severe that, in the opinion of the master, it is necessary for the safety of the oil tanker. Such additional ballast water shall be processed and discharged in compliance with the provisions of Chapter 4 Section 19 and in accordance with Sections 38-43 and 50-51. An entry shall be made in the oil record book referred to in Sections 58-66 and 87.

Segregated ballast tanks on oil tankers of 70 000 tonnes deadweight and above, delivered after 31 December 1979

Section 1061 Oil tankers of 70 000 tonnes deadweight and above which were delivered after 31 December 1979 shall have segregated ballast tanks which comply with the relevant requirements of Sections 1-2 and 4-5.

Location of segregated ballast spaces (protected location)

Section 1162 On crude oil tankers of 20 000 tonnes deadweight and above and on product tankers of 30 000 tonnes deadweight and above delivered after 1 June 1982, except tankers which meet the requirements under Section 15, the segregated ballast tanks shall be arranged as stated in Section 4 and located within the cargo tank length in accordance with Sections 12-14 to provide protection against the discharge of oil in the event of grounding or collision.

Section 1263 Segregated ballast tanks and spaces other than oil tanks within the cargo tank length (Lt) shall be so arranged as to comply with the following requirement:

ΣPAc + ΣPAs >J[L, (B+2D)]

wherePAc = the side shell area in square metres for each segregated ballast tank or space other than an oil

tank based on projected moulded dimensions,PAs = the bottom shell area in square metres for each such tank or space based on projected

moulded dimensions,Lt = length in metres between the forward and after extremities of the cargo tanks,B = maximum breadth of the ship in metres,D = moulded depth in metres measured vertically from the top of the keel to the top of the

freeboard deck beam at side amidships. In ships having rounded gunwales, the moulded depth shall be measured to


the point of intersection of the moulded lines of the deck and side shell plating, the lines extending as though the gunwale were of angular design,

J = 0.45 for oil tankers of 20 000 tonnes deadweight, 0.30 for oil tankers of 200 000 tonnes deadweight and above, unless provided otherwise in Section 13. For intermediate values of deadweight the value of J shall be determined by linear interpolation.

Section 1364 For oil tankers of 200 000 tonnes deadweight and above the value of J may be reduced as follows:or 0.2, whichever is greaterwhere

a = 0.25 for oil tankers of 200 000 tonnes deadweight, a = 0.40 for oil tankers of 300 000 tonnes deadweight, a = 0.50 for oil tankers of 420 000 tonnes deadweight and above. For intermediate values of deadweight the a shall be determined by linear interpolation.

Oc = as defined in Section 18Os = as defined in Section 18 OA = the allowable outflow as required by Section 24

Section 1465 In the determination of PAc and PAs for segregated ballast tanks and spaces and other than oil tanks the following shall apply:

1. The minimum width of each wing tank or space either of which extends for the full depth of the ship’s side or from the deck to the top of the double bottom shall be not less than 2 metres. The width shall be measured inboard from the ship’s side at right angles to the centre line. Where a lesser width is provided the wing tank or space shall not be taken into account when calculating the protecting area PAc.

2. The minimum vertical depth of each double bottom tank or space shall be B/15 or 2 metres, whichever is least. If the requirement is not met, the bottom tank or space shall not be taken into account when calculating the protecting area PAs.

The minimum width and depth of wing tanks and double bottom tanks shall be measured clear of the bilge area and, in the case of minimum width, shall be measured clear of any rounded gunwale area.

Provisions concerning heavy oils and double hull for oil tankers

Double hull regulation

Section 15 Ships subject to Regulation (EC) No 417/2002 of the European Parliament and of the Council of 18 February 2002 on the accelerated phasing-in of double hull or equivalent design requirements for

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64 Corresponds to MARPOL 73/78 Annex I, Regulation 18(14)65 Corresponds to MARPOL 73/78 Annex I, Regulation 18(15)

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single hull oil tankers and repealing Council Regulation (EC) No 2978/9466 shall comply with the requirements of this Regulation.

Protection of pump rooms

Section 1667 Oil tankers of 5 000 tonnes deadweight and above constructed on or after 1 January 2007 shall comply with the following.

1. The pump room shall be provided with a double bottom and the depth of each bottom tank or space shall be such that at any cross section 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:

Å = B/15(m) orh = 2 m, whichever is least.

Minimum value of h = 1.0 m

2. Where the pump room has a bottom plate located above the base line with at least the minimum height required under point 1, the pump room does not need a double bottom construction.

3. Ballast pumps shall be provided with suitable arrangements to ensure efficient suction from double bottom tanks.

4. Where flooding of the pump room does not render the ballast or cargo pumping system inoperative, a double bottom need not be fitted.

Damage assumptions

Section 1768 For the purpose of calculating hypothetical oil outflow in accordance with Sections 18-28, three dimensions of the extent of damage of a parallelepiped on the side and bottom of the ship are to be assumed as follows. In the case of bottom damage, two conditions are set forth to be applied individually to the stated portions of the ship.

1. Side damage

1 Longitudinal extent (lc) 1/3 L 2/3 or 14.5 metres, whichever is less

2 Transverse extent (tc) (inboard from the ship's side at right angles to the centre-line at the level corresponding to the assigned summer load waterline)

B/5 or 11.5 metres, whichever is less

3 Vertical extent (vc) From the base line upwards without limit

66 Regulation (EC) No 417/2002 of the European Parliament and of the Council of 18 February 2002 on the accelerated phasing-in of double hull or equivalent design requirements for single hull oil tankers and repealing Council Regulation (EC) No 2978/94 (OJ L 064, Celex 32002R0417), amended by Regulation (EC) No 1726/2003 of the European Parliament and of the Council (OJ L 249, Celex 32003R1726).67 Corresponds to MARPOL 73/78 Annex I, Regulation 2268 Corresponds to MARPOL 73/78 Annex I, Regulation 24(1)

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2. Bottom damageFor 0.3 L from the forward perpendicular of the ship

Any other part of the ship

1 Longitudinal extent (ls)

L/10 L/10 or 5 metres, whichever is less

2 Transverse extent (ts)

B/6 or 10 metres, whichever is less, but not less than 5 m

5 metres

3 Vertical extent from the base line (vs)

B/1 5 or 6 metres, whichever is less.

Hypothetical outflow of oil

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Section 1869 The hypothetical outflow of oil in the case of side damage (Oc) or bottom damage (Os) shall be calculated using the following formulae with regard to compartments breached by damage to all conceivable locations along the length of the ship to the extent defined in Section 17.

1. for side damages

OC=ΣW i+ΣK iC i

2. for bottom damages

Os = 1/3 (ΣZiWi +ΣZiCi)

where:Wi = volume of a wing tank in cubic metres assumed to be breached by

the damage as specified in Section 17; Wi for a segregated ballast tank may be taken as equal to zero,

Ci = volume of a centre tank in cubic metres assumed to be breached by the damage as specified in Section 17; Ci for a segregated ballast tank may be taken as equal to zero,

Ki = 1 - bi/tc; when bi is equal to or greater than tc, Ki shall be taken as equal to zero,Zi = 1 - hi/vs; when hi is equal to or greater than vs, Zi shall be taken as equal to zero,

bi = width of wing tank under consideration in metres measured inboard from the ship’s side at right angles to the centreline at the level corresponding to the assigned summer load waterline,

hi = minimum depth of the double bottom under consideration in metres; where no double bottom is fitted hi shall be taken to be equal to zero.

(I)

(II)

69 Corresponds to MARPOL 73/78 Annex I, Regulation 25(1)

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Section 1970 If a void space or segregated ballast tank of a length less than 1 c as defined in Section 17 is located between wing oil tanks, Oc in formula (I) 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.

For all other wing tanks involved in such damage the value of the actual full volume shall be used.

Si = 1 - li/lc

In this formula, li = the length in metres of the void space or segregated ballast tank under consideration.

Section 2071 In calculating a hypothetical outflow of oil, the following shall also apply.1. Consideration must only be given to double bottom tanks that are empty or contain clean water

when cargo is being 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 shall not be taken into account in the calculation. The volume of the tanks above the area of the bottom damage shall be included in formula (II) in Section 18 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 of 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 to be 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 far above 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 for cargo transfer needed for the purpose of trimming the ship.

Section 2172 If bottom damage simultaneously involves four centre tanks, the value of Os may be calculated according to the formula

Os = 1/4 (ΣZiWi + ΣZiCi) (III)

Section 2273 The Swedish Maritime 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 oil from a breached tank or tanks to segregated ballast tanks or to available cargo tankage with sufficient capacity.

70 Corresponds to MARPOL 73/78 Annex I, Regulation 25(2)71 Corresponds to MARPOL 73/78 Annex I, Regulation 25(3)72 Corresponds to MARPOL 73/78 Annex I, Regulation 25(4)73 Corresponds to MARPOL 73/78 Annex I, Regulation 25(5)

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.

Limitation of size and arrangement of cargo tanksSection 2374 The requirements in Sections 24-28 shall apply to:

1. oil tankers of 150 tonnes gross tonnage and above delivered after 31 December 1979, and2. oil tankers of 150 tonnes gross tonnage and above delivered on or before 31 December 1979 within the following

categories:1. a tanker, the delivery of which is after 1 January 1977, or2. a tanker which complies with the following:

a)delivery is not later than 1 January 1977; andb) the building contract is placed after 1 January 1974, or in cases where no building contract has previously been

placed, the keel of which is laid or the tanker is at a similar stage of construction after 30 June 1974.

Section 2475 Cargo tanks on oil tankers shall be of such size and arrangements that the hypothetical outflow Oc or Os, calculated in accordance with Sections 18-22, 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.

Section 2576 The volume of any one wing cargo oil tank of an oil tanker shall not exceed 75% of the hypothetical outflow referred to in Section 24. The volume of any one centre cargo oil tank shall not exceed 50 000 cubic metres.

However, in oil tankers with segregated ballast tanks as referred to in Section 3, the permitted volume of a wing cargo oil tank situated between two segregated ballast tanks, each exceeding c in length, may be increased to the maximum hypothetical oil outflow provided that the width of the wing tanks exceeds tc.

Section 2677 The length of any one tank shall not exceed 10 metres or one of the following values, whichever is the greater:

1. where no longitudinal bulkhead is provided inside the cargo tank:(0.5 bi+0.1)L

B but not more than 0.2L

2. where a longitudinal bulkhead is provided at the centreline inside the cargo tank:(0.25 bi+0.15)L

B

74 Corresponds to MARPOL 73/78 Annex I, Regulation 26(1)75 Corresponds to MARPOL 73/78 Annex I, Regulation 26(2)76 Corresponds to MARPOL 73/78 Annex I, Regulation 26(3)77 Corresponds to MARPOL 73/78 Annex I, Regulation 26(4)

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3. where two or more longitudinal bulkheads are provided inside the cargo tank:a) for wing tanks: 0.2Lb) for centre tanks:

1.. where bi/B is equal to or greater than 1/5 0.2L

2. where bi/B is less than 1/5

- where no centreline longitudinal bulkhead is provided (0.5 [bi/B]+0.1)L

- where a centreline longitudinal bulkhead is provided (0.25 [bi/B]+0.15)L

4. bi is the minimum distance from the ship’s 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.

Section 2778 In order not to exceed the volume limits specified in Sections 24-26 and irrespective of the accepted type of cargo transfer system installed, when such a 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/closing devices shall be closed when the ship is at sea.

Section 2879 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/devices shall be kept closed at sea at any time when the tanks contain cargo oil, except that they may be opened for cargo transfer needed for the purpose of trimming the ship.

Intact stability

Section 2980 Oil tankers of 5 000 tonnes deadweight and above delivered on or after 1 February 2002 shall comply with the intact stability requirements specified in this provisions, as applicable, for any operating draught under the worst possible conditions of cargo and ballast loading, consistent with good operational practice, including different stages of liquid transfer operations. Under all conditions, account shall be taken of the effect of free surface in the ballast tanks.In port, the initial metacentric height GMo, corrected for free surface measured at 0° heel, shall not be less than 0.15 m. 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 30° angle of heel and not less than 0.09 m.rad up to 40° or other angle of flooding θf if this angle is less than 40°. Additionally, the area under the righting lever curve (GZ curve) between the angles of heel 30° and 40° or between 30° and θf, if this angle is less than 40°, shall not be less than 0.03 m.rad,

2. the righting lever GZ shall be at least 0.20 m at an angle of heel equal to or greater than 30°,

3. the maximum righting arm shall occur at an angle of heel preferably exceeding 30° but not less than 25°, and

4. the initial metacentric height athwartships, corrected for free surface, shall be not less than 0.15 m.

*θf is the angle of heel at which the lower edges of an opening in the hull, superstructures or deckhouses, which cannot be closed weathertight, immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open.

Section 3081 The requirements of Section 29 shall be met through design measures. For combination carriers simple supplementary operational procedures may be allowed.

Section 3182 The simple supplementary operational procedures for liquid transfer operations referred to in Section 30 shall be documented and available to the master, and:

1. be approved by the Swedish Maritime Administration,2. indicate those cargo and ballast tanks which may be slack on

lightering, even taking account of variations in density of the cargo. The number and combination of slack tanks may vary during liquid transfer operations, provided they satisfy the criteria,

3. be readily understandable to the officer-in-charge of liquid transfer operations,

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.

Subdivision and stability

Section 3283 After the assumed side or bottom damage referred to in Section 33, oil tankers of 150 tonnes gross tonnage and above delivered after

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31 December 1979 shall comply with the subdivision and damage stability provisions in Section 34. This shall apply to 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. Such damage shall be assumed to be capable of occurring in accordance with the following:

1. in oil tankers of more than 225 metres in length, anywhere along the ship’s length,

2. in oil tankers of more than 150 metres in length but not exceeding 225 metres in length, anywhere along the ship’s length except involving either the after or forward bulkhead bounding the machinery space located aft. The machinery space shall be treated as a single floodable compartment.

3. in oil tankers not exceeding 150 metres in length, anywhere along the length of the ship between adjacent transverse bulkheads with the exception of the machinery space. For tankers of 100 metres or less where all requirements of Section 37 cannot be fulfilled without materially impairing the operational qualities of the ship, the Swedish Maritime Administration may allow departures from these provisions.

Ballast conditions where the tanker is not carrying oil in cargo tanks excluding any oil residues shall not be considered.

Section 3384 The following provisions concerning the extent and character of the assumed damage shall apply:

1. Side damage1 Longitudinal extent 1/3 L 2/3 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 corresponding to the summer load waterline)

B/5 or 11.5 metres, whichever is less

3 Vertical extent From the moulded line of the bottom plate at the centreline and upwards without limit

2. Bottom damageFor 0.3 L from the forward perpendicular of the ship

Any other part of the ship

1 Longitudinal extent (ls)

1/3 L m or 14.5 metres, whichever is less

1/3 L M or 5 metres, whichever is less

2 Transverse extent (ts)

B/6 or 10 metres, whichever is less

B/6 or 5 metres, whichever is less

3 Vertical extent from the base line

B/15 or 6 metres, whichever is less, measured from the moulded line of the bottom plate at the centreline.

3. Where any damage of lesser extent that the maximum damage specified in 1 and 2 results in more severe conditions, such damage shall be taken into account.


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4. Where damage involving transverse bulkheads is envisaged as specified in 1 and 2, transverse watertight bulkheads shall be spaced at least at a distance equal to the longitudinal extent of assumed damage specified in 2.1 in order to be considered effective. Where transverse bulkheads are placed at a lesser distance, for the purpose of determining which compartments will be flooded, bulkheads within the specified extent of damage shall be assumed to be non-existent.

5. Where the damage between adjacent transverse watertight bulkheads is envisaged as specified in Section 32(3), no main transverse bulkhead or transverse bulkhead bounding side tanks or double bottom tanks shall be assumed damaged, unless:

a) the distance between two adjacent bulkheads and the next bulkhead is less than the longitudinal extent of the assumed damage specified in 2.1, or

b) there is a step of 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.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 flooded.

Section 3485 Oil tankers shall be regarded as complying with the damage stability requirements if the following requirements are met:

1. The final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place. Such openings shall include air pipes and those which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors and side scuttles of the non-opening type.

2. In the final stage of flooding, the angle of keel due to unsymmetrical flooding shall not exceed 25 degrees; however, this angle may be increased to 30 degrees if no part of the deck is immersed.

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 20 degrees from the position of equilibrium and a maximum residual righting lever of at least 0.1 metre within the 20 degree range; the area below the curve within this range must not be less than 0.0175 m.rad. Unprotected openings shall not be immersed within this range unless the space concerned in assumed to be flooded. Unprotected openings must not flood within this range unless the space to which they lead is also assumed to be flooded. Within this range, the immersion of any of the openings listed under 1. and other openings capable being closed weathertight may be permitted.

4. The stability shall be sufficient during flooding.

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5. Equalisation arrangements requiring mechanical aids such as valves or cross-levelling pipes, shall not be taken into account for the purpose of reducing an angle of heel or for meeting the stability requirements under 1, 2 and 3. Sufficient residual stability shall be maintained during all stages where equalisation is used. Spaces which are linked by ducts of large cross-sectional area may be considered to be as one.

Section 3586 Compliance with the requirements of Section 34(1) shall be confirmed by calculations which take into consideration the structure of ship and the arrangement, configuration and content of the damaged compartment and the distribution, specific gravity and 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 specific gravity of the cargo carried, and any outflow of liquids from damaged compartments.

2. The permeabilities assumed for spaces flooded as a result of damage shall be as follows:

Spaces Permeability

Appropriated to stores 0.60Occupied as accommodation 0.95Occupied by machinery 0.85Voids 0.95Intended 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 liquid, 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.

3. The buoyancy of any superstructure directly above the side damage shall not be taken into account. The unflooded parts of superstructures beyond the extent of damage may be taken into account provided that they are separated from the damaged space by watertight bulkheads and that the requirements of point 1 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 5 degrees for each individual compartment. The Swedish Maritime Administration may require or allow the free surface corrections to be calculated at an angle of heel greater than 5 degrees 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 surfaces is the greatest.


Section 3687 The master of every oil tanker delivered after 31 December 1979 and the person in charge of a non-self-propelled oil lighter to which these provisions apply shall be supplied with:

1. information concerning loading and distribution of cargo necessary to ensure compliance with the requirements of Section 34, and

2. data on the ability of the ship to comply with damage stability requirements in accordance with Section 34, including the effect of relaxations that may have been allowed under Section 32(3).

Section 3788 For oil tankers of 20 000 tonnes deadweight and above delivered on or after 6 July 1996, the damage assumptions prescribed in Section 33 point 2.2 shall be supplemented by the following assumed bottom raking damage:

1. longitudinal extent:a) ships of 75 000 tonnes deadweight and above: 0.6L measured from the forward perpendicular;b) 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.

Slop tanks

Section 3889 Oil tankers of 150 tonnes gross tonnage and above shall, with the exception of the oil tankers that have been granted exemption in accordance with Chapter 4 Section 9, be provided with slop tank arrangements in accordance with Sections 39-41. In oil tankers delivered on or before 31 December 1979 any cargo tank may be designated as a slop tank.

Section 3990 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 Swedish Maritime Administration.

Section 4091 Arrangements shall be provided to transfer the dirty ballast residues and tank washings to one or more slop tanks in such a way that any effluent discharged will be such as to comply with the provisions of Chapter 4 Sections 11, 12, 14, 19 and 20.

Section 4192 The capacity of the slop tank or tanks shall be sufficient to retain the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity shall not be less than 3 per cent of the oil carrying capacity of the ship, except that the Swedish Maritime Administration may accept a restriction of the capacity to:

1. 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

87 Corresponds to MARPOL 73/78 Annex I, Regulation 28(5)88 Corresponds to MARPOL 73/78 Annex I, Regulation 28(6)89 Corresponds to MARPOL 73/78 Annex I, Regulation 29(1)90 Corresponds to MARPOL 73/78 Annex I, Regulation 29(2)(1)91 Corresponds to MARPOL 73/78 Annex I, Regulation 29(2)(2)92 Corresponds to MARPOL 73/78 Annex I, Regulations 29(2)(3)(1) - 29(2)(3)(3)

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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. 2 per cent where segregated ballast tanks or dedicated clean ballast tanks are provided in accordance with Chapter 6 Sections 3-14, or where a cargo tank cleaning system using crude oil washing is fitted in accordance with Sections 53-54. 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 driving the pumps, including eductors, without the introduction of additional water into the system,

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 driving the pumps, including eductors, without the introduction of additional water into the system,

Section 4293 Slop tanks shall be designed particularly in respect of the position of inlets, outlets and baffles, where fitted, so as to avoid excessive turbulence and entrainment of oil or emulsion with the water.

Section 4394 Oil tankers of 70 000 tonnes deadweight and above delivered on or after 31 December 1979 shall be provided with at least two slop tanks.

Pumping, piping and discharge arrangements in oil tankers

Section 4495 Oil tankers shall be provided with a manifold for the transfer of dirty ballast water and oil-contaminated water to reception facilities, located on the open deck on both sides of the ship.

Section 4596 In oil tankers of 150 gross tonnage and above, pipelines for the discharge of ballast water or oil-contaminated water from cargo tank areas which may be permitted under provisions on discharge in force 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 Section 49(1) – (5) may be accepted.

Section 4697 In oil tankers of 150 tonnes gross tonnage and above delivered after 31 December 1979 means shall be provided for stopping the discharge of ballast water or oil-contaminated water from cargo tank areas, other than those discharges below the waterline permitted under Section 49, from a position on the upper deck or above. The position shall be located so that the manifold in use referred to in Section 44 and the discharge referred to in Section 45 may be visually observed. Means for stopping the discharge need not be provided at the observation position if a communication system such as a telephone or radio system is provided between the observation position and the discharge control position.

93 Corresponds to MARPOL 73/78 Annex I, Regulation 29(2)(4)94 Corresponds to MARPOL 73/78 Annex I, Regulation 29(3)95 Corresponds to MARPOL 73/78 Annex I, Regulation 30(1)96 Corresponds to MARPOL 73/78 Annex I, Regulation 30(2)97 Corresponds to MARPOL 73/78 Annex I, Regulation 30(3)

Section 4798 Oil tankers delivered after 1 June 1982 shall be provided with segregated ballast tanks or a crude oil washing system which shall comply with the following requirements.

1. Oil piping shall be so designed and installed that oil retention in the lines is minimised.

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 slop tank. For discharge ashore, a special small diameter line shall be provided and shall be connected outboard of the ship’s manifold valves.

Section 4899 Crude oil tankers delivered on or before 1 June 1982 required to be provided with segregated ballast tanks or a crude oil washing system, shall comply with the provisions in Section 47(2).

Section 49100 On oil tankers 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:a) in ports or at offshore terminals, orb) at sea by gravity, provided that the surface of the ballast water has

been examined either visually or be 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, which, without modification, are not capable of discharging segregated ballast above the waterline may discharge segregated 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.

3. Oil tankers delivered on or before 1 June 1982 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 7(3).

4. On oil tankers at sea, dirty ballast water or oil-contaminated water from tanks in the cargo area 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 Section 51 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, at sea dirty ballast water or oil contaminated water from

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cargo tank areas may be discharged below the waterline subsequent to, or in lieu of, the discharge by the method in (4), provided that:a) a part of such water is led through permanent piping (a “part flow arrangement” in accordance with (b) below) to a readily accessible location on the upper deck or above where it may be visually observed during the discharge operation; and

b) the part flow arrangement is designed in accordance with MARPOL 73/78, Annex I, Unified Interpretations Appendix 4, as amended.

Equipment requirements

Oil discharge monitoring and control system

Section 50101 Oil tankers of 150 tonnes gross tonnage and above, except those ships which have been granted exemption under Chapter 4 Section 9 or 10, shall be equipped with an oil discharge monitoring and control system which shall comply with the following requirements.

1. Design and installation of the system shall observe the applicable guidelines in IMO Resolution A.496(XII)102, A.586(14)103 or MEPC.108(49)104

2. A manual for operating the system shall be present on board and shall be approved by the Swedish Maritime Administration. The instructions shall cover both manual and automatic operations and shall ensure that oil is not discharged at any point except in accordance with the provisions on discharge in force.

3. Oil content meters shall comply with the requirements of IMO Resolution A.393(X)105 for ships constructed before 2 October 1986, IMO Resolution A.586(14)106 for ships constructed between 2 October 1986 and 1 January 2005 and IMO Resolution MEPC. 108(49)107 for ships constructed on or after 1 January 2005.

4. Oil content meters shall have a recording device which records the discharge in litres per nautical mile on a continual basis and the total quantity discharged or the oil content of the discharge and the rate of discharge. The recorded information shall include the time and date of the discharge. It shall be kept for at least three years. The oil content meter shall begin operating as soon as there is a discharge into the sea and shall be designed so that each discharge of oil is automatically stopped if the instantaneous rate of oil discharge exceeds that permitted in Chapter 4 Section 19. All faults in the oil content meter shall stop the discharge.

101 Corresponds to MARPOL 73/78 Annex I, Regulations 31(1) and 31(4)102 A.496(XII), Guidelines and specifications for oil discharge monitoring and controlsystems for oil tankers103 A. 5 86(14), Revised guidelines and specifications for oil discharge monitoring andcontrol systems for oil tankers104 MEPC. 108(49), Revised guidelines and specifications for oil discharge monitoring andcontrol systems for oil tankers105 A.393(X), Recommendation on international performance and test specifications for oily-water separating equipment and oil content meters106 A. 5 86(14), Revised guidelines and specifications for oil discharge monitoring and control systems for oil tankers107 MEPC. 108(49), Revised guidelines and specifications for oil discharge monitoring and control systems for oil tankers

A manual back-up system shall be provided and may be used in the event of such faults, but the faulty device shall be rendered functional as quickly as possible. Where permitted by the port state, an oil tanker with a defective oil content meter may carry out a ballast voyage before the ship continues to a repair port.

Oil/water interface detector

Section 51108 Oil tankers of 150 gross tonnage and above, other than those to which exemption has been granted in accordance with Chapter 4 Section 9 or 10, shall be provided with an oil/water interface detector for determination of the oil/water interface in slop tanks. Such meters shall also 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. The oil/water interface detector shall comply with the requirements of IMO Resolution MEPC.5(XIII)109.

Oil tankers of less than 150 tonnes gross tonnage

Section 52110 Oil tankers of less than 150 tonnes gross tonnage need not comply with the requirements in Sections 38-43 and 50-51. Tank washings and oil cargo residues shall be delivered to reception facilities, except where satisfactory measures have been taken to ensure that all permitted discharge is effectively controlled to ensure [compliance with] provisions on discharge in force.

Crude oil washing requirements

Section 53111 Crude oil tankers of 20 000 tonnes deadweight and above delivered after 1 June 1982 shall be fitted with a cargo tank cleaning system using crude oil washing. The system shall comply with the requirements within one year after the crude oil 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.

Section 54112 Crude oil washing installation and associated equipment and arrangements shall comply with the requirements of IMO Resolution A.446(XI)113, amended by A.497(XII)114 and A.897(21)115.

Cargo tank cleaning systems using crude oil as required under Section 6(2) shall also comply with the requirements above and the requirements under Section 53.

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108 Corresponds to MARPOL 73/78 Annex I, Regulation 32109 MEPC.5(XIII), Specifications for oil/water interface detectors110 Corresponds to MARPOL 73/78 Annex I, Regulation 34(6)111 Corresponds to MARPOL 73/78 Annex I, Regulation 33(1)112 Corresponds to MARPOL 73/78 Annex I, Regulations 33(2) and 33(3)113 A.446(XI), Revised specifications for the design, operation and control of crude oil washing systems 114 A.497(XII), Amendments to the revised specifications for the design, operation and control of crude oil washing systems(Resolution A.446(XII))115 A.897(21), Amendments to the revised specifications for the design, operation and control of crude oil washing systems (Resolution A.446(XI) as amended by Resolution A.497(XII))

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Control of discharges of oil from cargo tank spaces

Crude oil washing operations

Section 55116 Oil tankers using a crude oil tank washing system shall have on board a Crude Oil Washing Operation and Equipment Manual describing the system and equipment in detail and specifying operational procedures. The manual shall also contain information in accordance with Section 54 first paragraph.

If an alteration affecting the crude oil washing system is made, the manual shall be revised accordingly.

General guidanceThe standard format of the manual is found in IMO Resolution MEPC.3(XII)117, most recently amended by MEPC.81(43)118.

Section 56119 A sufficient number of cargo tanks shall be crude oil washed prior to each ballast voyage in order that, taking into account the tanker’s trading pattern and expected weather conditions, ballast water is put only into cargo tanks which have been crude oil washed.

Section 57120 Unless the oil tanker carries crude oil which is not suitable for crude oil washing, tank washing shall be carried out in accordance with the operational procedures described in the manual in accordance with Section 55.

Oil record book, part II – cargo/ballast operations

Section 58121 Oil tankers of 150 gross tonnage and above shall keep an oil record book, part II (cargo/ballast operations) in accordance with MARPOL 73/78 Annex I Appendix III Part II, as amended.

Section 59122 The oil record book, part II shall be completed on each occasion and for every tank whenever any of the following operations take place on board 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;

116 Corresponds to MARPOL 73/78 Annex I, Regulation 35(1)117 MEPC.3(XII), Standard format of the crude oil washing operation and equipment manual118 MEPC.81(43), Amendments to section 3 of the standard format for the COW manual

(Resolution MEPC.3(XII))119 Corresponds to MARPOL 73/78 Annex I, Regulation 35(2)120 Corresponds to MARPOL 73/78 Annex I, Regulation 35(3)121 Corresponds to MARPOL 73/78 Annex I, Regulation 36(1)122 Corresponds to MARPOL 73/78 Annex I, Regulation 36(2)

9. closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines;

10. disposal of oil residues.

Section 60123 On Swedish oil tankers of less than 150 tonnes gross tonnage an entry shall be included in the ship’s official log book, the machinery log book or in a separate cargo register after an operation has been performed.

Section 61124 In the event of the discharge of oil or oily mixture which occurred to save human life or to prevent damage to the ship or cargo due to damage to the ship or unavoidable leakage, a statement shall be made in the oil record book, part II of the circumstances of, and the reasons for, the discharge.

Section 62125 Entries shall be made without delay and in chronological order. After each completed operation, the entries made 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.

The entries in the oil record book, part II on Swedish oil tankers with an International Oil Pollution Prevention Certificate shall be made in English. On Swedish oil tankers with no International Oil Pollution Prevention Certificate, entries shall be made in English or Swedish. On foreign oil tankers with an International Oil Pollution Prevention Certificate, entries shall be made in English, French or Spanish.

Section 63126 Any failure of the oil discharge monitoring and control system shall be noted in the oil record book, part II.

Section 64127 The oil record book, part II shall be kept in such a way as to be readily available for inspection. In the case of unmanned ships under tow, the oil record book, part II shall be kept on board the tug. It shall be kept on board for three years after the last entry is made.

Section 65 An entry in the oil record book, part II may be replaced by recording by electronic means. Electronic recording, including storage on computer, shall be such that information entered cannot subsequently be altered. Entry of information into a computer shall be possible only with the use of a personal password.

Section 66 A print-out of electronically stored information shall be produced periodically at intervals not greater than one week and in connection with amendments to computer programs or maintenance procedures. However, for ships which call at ports on a daily basis or whose voyages lasts less than a week, a print-out shall be produced either at every port stop or when the voyage is complete. The print-outs shall be signed by the master.

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122 Corresponds to MARPOL 73/78 Annex I, Regulations 36(3) and 36(9)122 Corresponds to MARPOL 73/78 Annex I, Regulation 36(4)122 Corresponds to MARPOL 73/78 Annex I, Regulation 36(5)122 Corresponds to MARPOL 73/78 Annex I, Regulation 36(6)122 Corresponds to MARPOL 73/78 Annex I, Regulation 36(7)

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General guidanceIf a signature is used to sign the entries, the name of the signing officer should also be printed clearly in the oil record book.

Emergency measures in the event of pollution by oil

Shipboard Oil Pollution Emergency Plan/Shipboard Marine Pollution Emergency Plan)

Section 67128 Oil tankers 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.

Section 68129 Such a plan shall be prepared in accordance with the guidelines in IMO Resolution MEPC.54(32)130, most recently amended by IMO Resolution MEPC.86(44)131 and be written in the working language of the master and officers The plan shall consist at least of:

1. the procedures to be followed by the master and other persons having charge of the ship shall follow in the event of an oil pollution incident;

2. a 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 the persons on board to

reduce or control the discharge of oil following the incident; and4. the procedures and point of contact on the ship for coordinating shipboard action with

national and local authorities for combating the pollution.

Section 69132 For tankers which alternately transport chemical cargos in accordance with Chapter 9 and oil cargoes in accordance with Chapters 4-6 a combined “Shipboard Marine Pollution Emergency Plan” may be set up. Such a plan shall be set up in accordance with the guidelines in IMO Resolution MEPC.85(44)133.

Access to programs for calculating damage stability, etc.

Section 70134 Oil tankers of 5 000 tonnes deadweight or more shall have prompt access to computerised, shore-based damage stability and residual structural strength calculation programs.

128 Corresponds to MARPOL 73/78 Annex I, Regulation 37(1)129 Corresponds to MARPOL 73/78 Annex I, Regulation 37(2)130 MEPC. 54(32), Guidelines for the development of shipboard oil pollution emergency plans131 MEPC. 86(44), Amendments to the Guidelines for the development of shipboard oil pollution emergency plans (Resolution MEPC.54(32))132 Corresponds to MARPOL 73/78 Annex I, Regulation 37(3)133 MEPC. 85(44), Guidelines for the development of shipboard marine pollution emergency plans for oil and/or noxious liquid substances 134 Corresponds to MARPOL 73/78 Annex I, Regulation 37(4)

Special requirements for fixed or floating platforms

Section 71135 The provisions of Sections 73-74 apply to fixed and floating platforms including drilling rigs, floating production, storage and offloading facilities (FPSOs) and floating storage units (FSUs).

Section 72136 Fixed and floating drilling rigs engaged in the exploration, exploitation and associated offshore processing of sea-bed mineral resources and other platforms shall comply with the provisions of this Chapter applicable to ships of 400 gross tonnage and above other than oil tankers.

The following shall apply to the platforms:1. equipment and installations shall as far as practicable comply with the requirements for holding tanks for oil

residues and oil cleaning equipment;2. pumping and discharge operations involving oil or oily mixtures shall be recorded;3. the discharge into the sea of oil or oily mixtures is prohibited except where the oil content of the discharge without

dilution does not exceed 15 ppm; and4. The instructions in MEPC circular 406137 for FPSOs and FSUs shall be observed.

Mandatory delivery of sludge and oily bilge water138

Section 73 Before departing from a Swedish port, a ship shall deliver waste in accordance with Chapter 3 Section 12 of the Order (1980:789) on measures to prevent pollution from ships.

Section 74 Sludge and oily bilge water from a ship’s machinery space which has collected in a holding tank, bilge wells or other space intended for this purpose shall be delivered to reception facilities prior to the ship’s departure from a Swedish port.

Once delivery has begun, all sludge and oily bilge water shall be delivered to the reception facilities. This shall not apply to oily bilge water if the ship is operating a treatment and control system for bilge water in accordance with Chapter 5 Sections 5-8.

135 Corresponds to MARPOL 73/78 Annex I, Regulation 39(1)136 Corresponds to MARPOL 73/78 Annex I, Regulations 39(2) and 39(3)137 MEPC Circular 406, Guidelines for application of MARPOL Annex I requirements to FPSOs and FSUs138 Corresponds to MARPOL 73/78 Annex I, Regulation 15.9, 34.9 and relevant parts of Regulation 38, relevant parts of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and relevant parts of the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 7, as amended.

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Exemption from the mandatory delivery of sludge and oily bilge water139

Section 75 Exemption from the mandatory delivery requirement shall apply to:1. quantities of waste filling less than a quarter of the capacity of the holding tank.

However, a ship shall have sufficient capacity remaining in the holding tank for the sludge and, where the ship does not operate a treatment and control system for bilge water in accordance with Chapter 5 Sections 5-8, the oily bilge water that has accumulated and will accumulate during the ship’s planned voyage to the port of delivery.

2. ships engaged in national archipelago voyages, work ships, taxi boats and fishing vessels and similar which have smaller quantities of waste on board than is reasonable to deliver to reception facilities,

3. ships with a certificate granting exemption from the mandatory delivery of waste for the port in question issued or approved by the Swedish Maritime Administration. Ships engaged on regular routes which can show that they have a special agreement with a waste receiver may, on application to the Swedish Maritime Administration, be granted exemption. An application shall be made using the form in Annex 2,

4. where the port is unable to accept the ship’s waste. In this case, the ship has the right to obtain a document from the person in charge of the reception facilities stating that it has not been possible to accept the waste and giving the reason therefor, and the ship shall deliver its waste to reception facilities at the next port and then notify the Swedish Maritime Administration in writing of the reason why it was not possible to deliver the waste at the previous port.

Advance notification by a ship of the delivery of sludge, oily bilge water and oil cargo residues140

Section 76 A ship shall notify its need to deliver sludge, oily bilge water and oil cargo residues to the person in charge of the port’s reception facilities. Notification shall take place 24 hours before arrival at the port or no later than when the ship leaves the previous port if the duration of the voyage is less than 24 hours. If information concerning the next port becomes available less than 24 hours prior to arrival, notification shall take place as soon as the port is known.

Section 77 Advance notification shall include the information contained on the form in Annex 3. The information included in the notification shall be kept on board until the next port of call.

139 Corresponds to Articles 7(2)–(3) and 9 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 7:C, including Recommendation 24/8.140 Corresponds to Article 6 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendations 22/3 and 23/1.

Exemption from advance notification by a ship of the delivery of sludge, oily bilge water and oil cargo residues141

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Section 78 The requirement for advance notification shall not apply to fishing vessels and ships which are exempt from the mandatory delivery ashore of sludge and oily bilge water in accordance with Section 75(2) and (3).

Delivery of oil cargo residues to reception facilities

Section 79 Oil cargo residues generated after cleaning cargo tanks shall be retained on board or delivered to reception facilities.

Section 80 If a port which is obliged to receive oil cargo residues in accordance with the Swedish Maritime Administration’s administrative provisions (SJÖFS 2001:12) on the reception of waste from ships is not able to receive a ship’s oil cargo residues, the ship has the right to obtain from the person in charge of the reception facilities a document stating that it has not been possible for the oil cargo residues to be received and the reason therefor.

How sludge, oily bilge water and oil cargo residues are delivered to reception facilities

Section 81 Ships shall be capable of pumping sludge, oily bilge water and oil cargo residues to reception facilities with sufficient capacity not to prolong the delivery procedure.

Section 82 Delivery of sludge, oily bilge water and oil cargo residues shall take place at the time agreed with the port.

Section 83 In connection with delivery of sludge, oily bilge water and oil cargo residues ships shall notify the port if the oil residues contain foreign substances, solvents or detergents.

Section 84 If sludge, oily bilge water and oil cargo residues are delivered in drums or other containers, these shall be tightly sealed, in good condition and indelibly marked with their contents and the name of the ship and be placed as designated by the port.

Section 85 The delivering ship shall provide personnel for on board connection and disconnection of hoses between the ship and reception facilities.

Section 86 Where the requirements of Sections 76-85 are not met, the port may charge the additional costs involved to the shipowner.

Section 87 Documentation indicating that the ship has delivered oily waste or oil residues to reception facilities or that it has not been possible for the ship’s oily waste to be received shall be kept together with the oil record book part I or part II, whichever is appropriate, for three years.

141 Corresponds to Article 9 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendation 23/1.

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Safety requirements in connection with delivery of sludge, oily bilge water and oil cargo residues

Section 88 A ship shall follow the instructions given by the port in connection with delivery of sludge, oily bilge water and oil cargo residues.

The person in charge of the reception facilities is responsible for taking all necessary safety precautions in connection with the reception of oily waste.

Section 89 The safety requirements which must be observed during delivery of sludge, oily bilge water and oil cargo residues are contained in the Annex to the Swedish Maritime Administration’s administrative provisions and general guidance (SJÖFS 2001:12) on the reception of waste from ships.

Section 90 If oily waste is discharged into the water or onto the land, the following measures shall be taken immediately:

1. pumping shall be terminated,2. valves shall be closed on the delivering ship and the receiving ship or vehicle,3. the rescue service, the port/terminal and the organisation specified in the ship’s oil

pollution emergency plan shall be alerted, and4. measures to limit the discharge shall be taken.

Chapter 7 Bunkering and lightering of oils and oil products

Scope

Section 1 Unless provided otherwise, the provisions of this Chapter shall apply when ships perform bunkering or lightering operations within Swedish territorial waters and the Swedish economic zone.

Definitions

Section 2 For the purposes of this Chapter, the descriptions in Annex 1 shall apply.

Bunkering

Section 3 Bunkering must not be carried out whilst en route or where ice may affect the ships’ manoeuvrability or otherwise jeopardise safety.

Permission to bunker

Section 4 Except inside a port area, bunkering of oil may, with the consent of the port authority or port owner, take place at sea within Swedish territorial waters and economic zone at a location designated by the Swedish Maritime Administration.

Section 5 Where bunkering is intended to be carried out in or in the vicinity of a navigable channel the Swedish Maritime Administration shall be informed of the time and place of the bunkering operation and of the ships involved in good time before it commences.

Lightering

Section 6142 Lightering of oil shall be carried out taking into account the instructions in the most recent edition of "Ship to Ship Transfer Guide (Petroleum)" issued by the International Chamber of Shipping and Oil Companies International Marine Forum and the most recent edition of the "International Safety Guide for Oil Tankers and Terminals" issued by the International Chamber of Shipping, Oil Companies International Marine Forum and International Association of Ports and Harbors.

Section 7 Lightering of heavy oils is permitted only between tankers which are fitted with a double hull in accordance with Regulation (EC) No 417/2002 of the European Parliament and of the Council of 18 February 2002 on the accelerated phasing-in of double hull or equivalent design requirements for single hull oil tankers and repealing Council Regulation (EC) No 2978/94143.

Section 8144 Lightering must not be carried out whilst en route or where ice may affect the ships’ manoeuvrability or otherwise jeopardise safety.

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Permission to lighter

Lightering of oil outside a port area

Section 9 Permission shall be obtained from the Swedish Maritime Administration for lightering of oil outside a port area. An application shall be made by the master of the receiving ship, its owner or his representative during normal office hours and no later than 24 hours before the lightering operation commences. The application shall include details of:

- the ships involved in the lightering operation,- estimated date, time and place of the lightering operation,- quantity of oil to be lightered,- type of oil to be lightered,- valid safety and oil pollution protection certificates and what

insurance has been taken out, and- how any oily ballast water and tank washings from the receiving

ship shall be taken care of.If any of the information included in the application changes after the

application has been made, the revised information shall be notified immediately.

The Swedish Maritime Administration may issue special instructions concerning the location of the lightering, a ban on the use of a certain ship, the use of certain equipment, etc.

142 HELCOM Recommendation 24/6, point 3.1143 Regulation (EC) No 417/2002 of the European Parliament and of the Council of 18 February 2002 on the accelerated phasing-in of double hull or equivalent design requirements for single hull oil tankers and repealing Council Regulation (EC) No 2978/94 (OJ L 064, Celex 32002R0417), amended by Regulation (EC) No 1726/2003 of the European Parliament and of the Council (OJ L 249, Celex 32003R1726).144 HELCOM Recommendation 24/6, point 3.3 41

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Lightering of noxious liquid substances

Section 10145 For lightering of noxious liquid substances other than oil, permission shall always be obtained from the Swedish Maritime Administration unless the lightering is intended to take place within a port area, in which case permission shall be obtained from the port.

Exemption from the provisions concerning lightering

Section 11 The provisions concerning lightering shall not apply to lightering that is necessary for the ship’s safety or to save lives at sea.

Liability in connection with bunkering and lightering

Section 12 The overall liability for bunkering shall rest with the master of the receiving ship and for lightering with the master of the loading ship.

The master of the bunker ship or the unloading ship and the master of the receiving or loading ship, respectively, shall, within their respective areas of responsibility, take all necessary measures to prevent the outflow of oil into the sea.

Hoses

Section 13146 The hose(s) used for bunkering and lightering shall:1. be suited to and designed for handling the products that are to be bunkered or lightered

and be of a strength and diameter which makes them suitable for the actual operation,2. be of adequate length to allow movement between the bunker ship and the receiving ship or

the unloading and loading ships, respectively,3. be pressure tested in accordance with the manufacturer’s specifications in the last four

months and after they have been exposed to excessive strains or been repaired. The date of the latest pressure testing, the permissible operating pressure and the type of product for which they are suitable shall be indicated on the hoses. The manufacturer’s specifications and the test certificate shall be readily available on board the ship supplying the hoses.

All lifting gear and support arrangements for the hoses shall be made for the purpose and kept in good condition.

Special requirements for bunkering

Section 14147 There shall be a device close to the manifold on the bunker ship to stop the bunkering supply pumps immediately.

Section 15148 Before the bunkering operation commences:

145 HELCOM Recommendation 25/6, point 3.2146 HELCOM Recommendation 24/6, point 2.2.1-2.2.3147 HELCOM Recommendation 24/6, point 2.3.1148 HELCOM Recommendation 24/6, point 2.4.1-2.4.11

1. the bunker ship and the receiving ship shall agree on where the bunkering operation is to take place, taking into consideration the weather and sea condition as well as the weather forecast,

2. a mooring plan shall be agreed between the bunker ship and the receiving ship and the mooring shall be carried out in accordance with this plan. The mooring equipment shall meet recognised strength and functionality requirements and the mooring lines shall be of a good quality and intended for use in the operation in question,

3. the receiving ship shall be safe at anchor and on a steady heading. The bunker ship shall preferably approach the receiving ship by moving forward through the water. A sufficient number of primary fenders of adequate size and strength shall be placed along the side of the hull of the bunker ship. Secondary fenders shall be kept ready for use during the berthing operation,

4. radiocommunication via VHF systems shall be established between the responsible persons on the bunker ship and the receiving ship. This communication shall be maintained throughout the operation. If portable radio equipment is used, spare batteries shall be readily available,

5. all scuppers on the bunker ship and the receiving ship that are affected by the bunkering shall be closed,6. the bunker hoses shall be securely connected. This shall be inspected by a responsible officer both on the

bunker ship and on the receiving ship. The hoses shall be rigged in such a way that movements of the ships will not damage them,

7. checks shall be carried out that all valves in use on the receiving ship are set to fill the right tank. On both ships, valves that are not in use shall be closed and the pipe ends end-capped. Spill trays of adequate size shall be placed on board both ships,

8. the bunker ship shall have equipment readily available to combat minor oil spills at sea. This equipment shall consist, inter alia, of an oil boom of sufficient length to be able to contain the quantity of oil which might spill out into the water in the event of a hose leak or over-pumping. The boom shall be ready to be deployed immediately and be suitable for the sea conditions in which the bunker operation takes place,

9. the bunker ship shall be informed of the maximum pump rate and topping up rate and the quantity to be put into each tank. The bunkering operation may commence only upon a direct order from the receiving ship to the bunker ship to start pumping,

10.a bunkering plan has been exchanged and the bunkering check list in accordance with Annex 4 has been filled in by the master of both the bunker ship and the receiving ship. The check list shall be readily accessible on board the bunker ship and the receiving ship for a period of two years,

11.an overall contingency plan covering the risks which from experience are associated with bunkering operations shall be present on board the bunker ship. The plan shall be capable of being applied in addition to the Shipboard Oil Pollution Emergency Plan/Shipboard Marine Pollution Emergency Plan, and

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12. the bunker ship shall provide the receiving ship with details of how to alert the coast guard and/or the local rescue service in the event of the discharge of oil. This information shall be readily available on both ships during the bunkering operation.

Section 16149 During the bunkering operation:1. a watchman who is very familiar with the bunkering procedure shall be stationed near the

manifold on board both the bunker ship and the receiving ship. The watchman shall have the means to immediately stop the pumping if leakage is observed or at the request of the receiving ship,

2. secure radiocommunication shall be maintained between the bunker ship and the receiving ship,

3. when it is dark, the area of water between the two ships shall be kept lit so that oil can be detected,

4. the oil level in the tanks of the receiving ship shall be carefully checked. The greatest caution shall be exercised during topping up,

5. the bunkering operation shall be terminated if weather or sea conditions deteriorate to the extent that there is doubt regarding the safety of the operation.

Section 17150 On completion of the bunkering operation, used hoses shall be drained and fitted with end caps before being returned to the ship that provided them.

If air is blown into the hoses, the officer-in-charge shall be satisfied that there is sufficient space in the tanks concerned.

Section 18 In the event of an oil spill:1. pumping shall be terminated immediately,2. the manifold valves on board the bunker ship and the receiving ship shall be closed,3. the coast guard shall be alerted,4. oil booms shall be deployed to prevent the oil spill spreading if it gets into the water or if

it is likely to get into the water.

Special requirements for lightering

Section 19 Before lightering of oil, the loading ship shall inform the unloading ship how much oil it can accept in each tank, the pump rate at which it can be accepted and the topping up pump rate. In addition, before, during and after lightering, the check lists in the most recent edition of the "Ship to Ship Transfer Guide (Petroleum)" shall be completed and signed by the master of both ships and exchanged. The check lists shall be readily available on board both the loading and the unloading ship for a period of two years.

149 HELCOM Recommendation 24/6, point 2.5.1-2.5.3150 HELCOM Recommendation 24/6, point 2.5.4

Chapter 8 Special measures to prevent water pollution from ships operating on Lake Mälaren, the Trollhätte canal and Lake Vänern

Scope

Section 1 These provisions shall apply to ships operating on Lake Mälaren, the Trollhätte canal and Lake Vänern.

Definitions

Section 2 For the purposes of this Chapter, Lake Mälaren, the Trollhätte canal and Lake Vänern shall be defined as follows. In all other respects, the definitions in Annex 1 shall apply.

Lake Mälaren – the area of water between the locks in the Hammarby fairway and the Södertälje canal.The Trollhätte canal and Lake Vänern – the areas of water from the northern limit of Gothenburg’s main harbour

at the mouth of the Lärjeå to the outer jetty in Vänersborg, between the Bommen and Vargön beacons and Lake Vänern.

Exemptions

Section 3 The Swedish Maritime Administration may, on request, grant exemption from application of these provisions in individual cases.

Equivalents

Section 4 With the approval of the Swedish Maritime Administration, ships with a construction that is equivalent to that prescribed in this Chapter may be used to navigate the waters referred to in Section 1.

General guidanceGuidelines on what may be regarded as equivalent are contained in IMO Resolution MEPC.110(49)151.

Oil fuel tanks

Section 5 In addition to what is prescribed in Chapter 4 Sections 20-22, on a ship whose oil fuel tanks are located directly next to the ship’s outer shell, the quantity of oil fuel and its location in the ship shall be such as to minimise the discharge of oil in the event of grounding or collision.

Construction of oil tankers

Section 6 An oil tanker of 600 tonnes deadweight and above shall be fitted along the entire length of its cargo tanks with a double bottom for storing ballast water or for spaces other than oil or chemical tanks.

At each transverse section, the height of each double bottom tank or other space shall be not less than the value h, measured at right angles to the shell plating, from the moulded line of the shell plating to the moulded line of the double bottom plating (see figure 1).

150 MEPC. 110(49), Revised interim guidelines for the approval of alternative methods of design and construction of oil tankers under Regulation 13F(5) of Annex I of MARPOL 73/78

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Å = B/15 metres.

Minimum value of h = 0.76 metres.

Figure 1

Section 7 Suction wells in the roof of the tank may restrict the height h if such suction wells are not larger than necessary and the height of a well does not exceed 0.5 h.

Section 8 An oil tanker of 5 000 tonnes deadweight and above shall be fitted at the side along the entire length of its cargo tanks with wing tanks for storing ballast water or spaces other than oil or chemical tanks.

Wing tanks or other spaces shall extend over the entire height of the ship’s side or from the tank roof of the double bottom to the uppermost deck, clear of any rounded gunwale, where present. At each transverse section, the width of each wing tank or other space shall be not less than the value w, measured at right angles to the shell plating, from the moulded line of the shell plating to the moulded line of the longitudinal bulkhead plating (see figure 1 in Section 6).

w = 0.5 +DW / 20 000 metres Minimum value of w = 0.76 metres.

Section 9 If the passage between the bottom shell and the side shell does not have a clearly defined curve, the following shall apply: where h and w are different distances, the distance w at a level exceeding 1.5 h above the baseline shall apply (see figure 1 in Section 7).

The roof of the tank shall run parallel to the bottom shell (see figure 2).

Figure 2

Section 10 A chemical tanker delivered before 1 January 1995 which meets the construction requirements for type II ships in the BCH Code or IBC Code may carry oil in its cargo tanks. A ship which meets the requirements of the Code may carry oil in its cargo tanks. A ship which meets the construction requirements for type I ships in the Codes may carry oil in its centre tanks.

Miscellaneous provisions

Section 11 A ship loaded with cargo that is designated as dangerous or harmful in the IMDG Code, the IGC Code, the BCH Code or the IBC Code shall have a cargo plan in a readily accessible place on board. In the same place on board, a document shall be kept of the calculations which may need to be carried out in connection with salvage and other similar measures involving the ship.

The document for the calculations shall including the following information:- general arrangement of the ship,- tank plans,- strength calculations for the ship’s beam for the load arrangement included in the stability booklet,- intact stability calculations with boundary curves for leak stability.

Section 12 Ships in accordance with Section 1 shall have on board a Shipboard Oil Pollution Emergency Plan in accordance with Chapter 6 Sections 67-69.

Section 13 The documents referred to in Sections 11 and 12 shall be taken off the ship if the ship is abandoned.

Section 14 Ships in accordance with Section 1 shall be able to present a certificate from the ship’s national supervisory authority or a recognised organisation stating that immediate assistance with the calculations and data required in connection with salvaging and similar measures can be obtained from the authority or organisation.

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Section 15 The master of a ship in accordance with Section 1 which regularly navigates the waters to which this Chapter applies shall submit a copy of the documents referred to in Sections 12 and 14, with the exception of the cargo plan, to the Swedish Maritime Administration.

Part III - Water pollution - miscellaneous

Chapter 9 Noxious liquid substances in bulk152

Scope

Section 1153 Unless provided otherwise, the provisions of this Chapter shall apply to all ships carrying cargoes of noxious liquid substances in bulk.

Section 2154 When a chemical tanker carries a cargo covered by Chapter 4, the requirements of this Chapter shall also be met.

Definitions

Section 3155 For the purposes of this Chapter, ships constructed, similar stage of construction and special area shall be defined as follows: In all other respects, the definitions in Annex 1 shall apply.

Ships constructed – ships the keels of which are laid or which are at a similar stage of construction. A ship which has been converted into a chemical tanker shall, irrespective of its stage of construction, be regarded as a chemical tanker from the date on which conversion begins. This provisions concerning conversion shall not apply to modifications to a ship built before 1 July 1986 and certified in accordance with the BCH Code to solely carry products identified in the Code as posing only a pollution risk.

Similar stage of construction – the stage at which the laying of a keel of an identifiable ship and the assembly of the ship is commenced, comprising a minimum weight of either 50 tonnes or one per cent of the calculated hull weight.

Special area - the Baltic Sea area, the Black Sea area and the Antarctic area, which are defined as follows:

the Baltic Sea Area means the entire area of water in the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.8'N,


the Antarctic area means the sea area south of latitude 60°S.

Categorisation of noxious liquid substances

Section 4156 Noxious liquid substances shall be divided into four categories as follows:

152 Corresponds to MARPOL 73/78 Annex II153 Corresponds to MARPOL 73/78 Annex II, Regulation 2(1)154 Corresponds to MARPOL 73/78 Annex II, Regulation 2(2)155 Corresponds to MARPOL 73/78 Annex II, Regulation 1

Category A – noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations would present a major hazard to either marine resources or human health, cause serious harm to amenities or other legitimate uses of the sea and, therefore, justify the application of stringent anti-pollution measures.

Category B – noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations would present a hazard to either marine resources or human health, cause harm to amenities or other legitimate uses of the sea and, therefore, justify the application of special anti-pollution measures.

Category C – noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations would present a minor hazard to either marine resources or human health, cause minor harm to amenities or other legitimate uses of the sea and, therefore, require special operational conditions.

Category D – noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations would present a recognisable hazard to either marine resources or human health, cause minimal harm to amenities or other legitimate uses of the sea and, therefore, require some attention in operational conditions.

Section 5157 The noxious liquid substances in bulk classified in category A, B, C or D and subject to the provisions of this Chapter are included in column C (pollution category) of the tables in Chapters 17 and 18 of the IBC Code.

Section 6158 If a liquid substance is not classified in the IBC Code, the Swedish Maritime Administration may provisionally classify the substance as a noxious liquid substance.

Other liquid substances

Section 7159 The substances marked III in column C (pollution category) of the tables in chapters 17 and 18 of the IBC Code fall outside categories A, B, C and D and are not subject to the provisions of this Chapter.

Procedures and Arrangements Manual

Section 8160 Swedish chemical tankers shall have a Procedures and Arrangements Manual. The manual shall be approved by the Swedish Maritime Administration and designed in accordance with IMO Resolution MEPC. 18(22)161 most recently amended by Resolution MEPC.62(35)162.

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161 MEPC. 18(22), Standards for procedures and arrangements for the discharge of noxious liquid substances

156 Corresponds to MARPOL 73/78 Annex II, Regulation 3157 Corresponds to MARPOL 73/78 Annex II, Regulation 3(3)158 Corresponds to MARPOL 73/78 Annex II, Regulation 3(4)159 Corresponds to MARPOL 73/78 Annex II, Regulation 4160 Corresponds to MARPOL 73/78 Annex II, Regulation 5A

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It shall be written in English and should also be translated into Swedish.Foreign chemical tankers in Swedish territorial waters shall have a Procedures and

Arrangements Manual approved by a competent authority.


Ban on discharge

Section 9163 Noxious liquid substances must not be discharged within Swedish territorial waters and economic zone. The same shall apply for Swedish ships within special areas.

This ban shall also apply where ballast water, tank washings or other residues or mixtures contain these substances.

Section 10164 Noxious liquid substances must not be discharged from Swedish ships within the Antarctic area.

Exceptions to the ban

Section 11165 Notwithstanding the ban in Section 9, the following discharges from ships are permitted:

1. Water used for cleaning tanks of substances of category A may be discharged outside special areas provided that the conditions in Section 14 are met. For discharge within a special area, the rules in Sections 19 must be complied with.

2. Substances of category B and ballast water, tank washings or other residues or mixtures containing such substances may be discharged outside special areas provided that the conditions in Section 15 are met. For discharge within a special area, the conditions in Sections 20 must be met.

3. Substances of category C and ballast water, tank washings or other residues or mixtures containing such substances may be discharged outside special areas provided that the conditions in Section 16 are met. For discharge within a special area, the conditions in Sections 21 must be met.

4. Substances of category D and ballast water, tank washings or other residues or mixtures containing such substances may be discharged outside special areas provided that the conditions in Section 17 are met.

Section 12166 The discharge of bilge or ballast water or other residues or mixtures containing only substances marked with III in column C (pollution category) of the tables in chapters 17 and 18 of the IBC Code shall not be subject to the provisions of this Chapter.

The discharge of clean ballast or segregated ballast shall not be subject to the provisions of this Chapter.

162 MEPC.62(35), Amendments to the standards for procedures and arrangements for the discharge of noxious liquid substances (Resolution MEPC. 18(22))163 Corresponds to MARPOL 73/78 Annex II, Regulation 5164 Corresponds to MARPOL 73/78 Annex II, Regulation 5(14)165 Corresponds to MARPOL 73/78 Annex II, Regulations 5(1)-(4) and 5(7)-(9)166 Corresponds to MARPOL 73/78 Annex II, Regulations 4(2) and 4(3)

Section 13167 The ban in Section 9 shall not apply to discharge into the sea of noxious liquid substances if

1. the discharge is necessary for securing the safety of a ship or saving life at sea, or

2. the discharge is a consequence of damage to the ship or its equipment,a) provided that all reasonable precautions have been taken after the

occurrence of the damage or discovery of the discharge for the purpose of preventing or minimising the discharge, and

b) provided that the owner or master did not act recklessly and with the knowledge that damage would probably result, or with the intention of causing damage, or

3. the substances are discharged for the purpose of combating another discharge.

Substances of category A, B and C outside special areas and category D within all areas

Section 14168 If a ship’s tanks containing residues or mixtures of substances of category A are to be cleaned, the residues shall be delivered to a reception facility on shore until the concentration of the substance in the effluent to such facility is less than 0.1 per cent by weight and until the tank is empty. However, in the case of yellow or white phosphorus, the concentration in the tank washings shall be 0.01 per cent by weight. The instructions for washing and delivery ashore in the Procedures and Arrangements Manual shall be followed. Water added after such dilution may, notwithstanding the ban in Section 9, be discharged provided that all of the following conditions are met:

1. the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled,

2. the discharge is made through an approved outlet below the waterline, and3. the discharge is made at a distance of not less than 12 nautical miles from the

nearest land and in a depth of water of not less than 25 metres.

Section 15169 Substances of category B and ballast water, tank washings or other residues or mixtures containing such substances may, notwithstanding the ban in Section 9, be discharged provided the following conditions are met.


2. the discharge is made in accordance with the procedure in the Procedures and Arrangements Manual. The discharge procedure shall ensure that the rate of discharge is such that the concentration of the substance in the ship’s wake astern does not exceed 1 ppm,

3. the quantity of cargo discharged from each tank and its associated piping does not exceed the maximum permitted quantity in accordance with the procedure referred to in (2) and in no case exceeds the greater of 1 m3 or 1/3000 of the tank capacity in m3,

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167 Corresponds to MARPOL 73/78 Annex II, Regulation 6

168 Corresponds to MARPOL 73/78 Annex II, Regulation 5(1)


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4. the discharge is made through an approved outlet below the waterline,5. the discharge is made at a distance of not less than 12 nautical miles from the nearest land

and in a depth of water of not less than 25 metres.

Section 16170 Substances of category C and ballast water, tank washings or other residues or mixtures containing such substances may, notwithstanding the ban in Section 9, be discharged provided the following conditions are met.



3. the quantity of cargo discharged from each tank and its associated piping does not exceed the maximum permitted quantity in accordance with the procedure referred to in (2) and does not exceed the greater of 3 m3 or 1/1000 of the tank capacity in m3,

4. the discharge is made through an approved outlet below the waterline,5. the discharge is made at a distance of not less than 12 nautical miles from the nearest land

and in a depth of water of not less than 25 metres.

Section 17171 Substances of category D and ballast water, tank washings or other residues or mixtures containing such substances may, notwithstanding the ban in Section 9, be discharged provided the following conditions are met.


2. the substance is diluted with water to a concentration of not more than one part of the substance to ten parts water,3. the discharge is made at a distance of not less than 12 nautical miles from land.

Section 18172 Unless provided otherwise in Sections 14-17, cargo residues containing substances of category A, B, C or D may be removed by mechanical ventilation in accordance with what is stated in the Procedures and Arrangements Manual. Water introduced into the tank after such treatment shall be regarded as clean.

Substances of category A, B and C within special areas

Section 19173 If a ship’s tanks containing residues or mixtures of substances of category A are to be cleaned, the residues shall be delivered to a reception facility on shore until the concentration of the substance in the effluent to such facility is less than 0.05 per cent by weight and until the tank is empty. However, in the case of yellow or white phosphorus, the concentration in the tank washings shall be 0.005 per cent by weight. The instructions for washing and delivery ashore in the Procedures and Arrangements Manual shall be followed. Water added after such dilution may, notwithstanding the ban in Section 9, be discharged provided that all of the following conditions are met:

170 Corresponds to MARPOL 73/78 Annex II, Regulation 5(3)171 Corresponds to MARPOL 73/78 Annex II, Regulation 5(4)172 Corresponds to MARPOL 73/78 Annex II, Regulation 5(5)173 Corresponds to MARPOL 73/78 Annex II, Regulation 5(7)


2. the discharge is made through an approved outlet below the waterline, and3. the discharge is made at a distance of not less than 12 nautical miles

from the nearest land and in a depth of water of not less than 25 metres.

Section 20174 Substances of category B and ballast water, tank washings or other residues or mixtures containing such substances may, notwithstanding the ban in Section 9, be discharged provided the following conditions are met.

1. the tank has been washed in accordance with the provisions of the Procedures and Arrangements Manual and the tank residues are delivered to a reception facility ashore,



4. the discharge is made through an approved outlet below the waterline,5. the discharge is made at a distance of not less than 12 nautical miles


Section 21175 Substances of category C and ballast water, tank washings or other residues or mixtures containing such substances may, notwithstanding the ban in Section 9, be discharged provided the following conditions are met.



3. the quantity of cargo discharged from each tank and its associated piping does not exceed the maximum permitted quantity in accordance with the procedure referred to in (2) and does not exceed the greater of 1 m3 or 1/3000 of the tank capacity in m3,

4. the discharge is made through an approved outlet below the waterline,5. the discharge is made at a distance of not less than 12 nautical miles


Section 22176 Unless provided otherwise in Sections 19-21, cargo residues containing substances of category A, B, C or D may be removed by mechanical ventilation in accordance with what is stated in the Procedures and Arrangements Manual.

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Water introduced into the tank after such treatment shall be regarded as clean.

Pumping, piping and unloading arrangements

Section 23177 Ships constructed on or after 1 July 1986 shall be provided with pumping and piping arrangements to ensure that after unloading the quantity of residue remaining in the tank’s associated piping and in the immediate vicinity of the tank’s suction point does not exceed:

1. 0.1 m3 for tanks intended for the carriage of category B substances, and2. 0.3 m3 for tanks intended for the carriage of category C substances.

Section 24178 Ships constructed before 1 July 1986 shall be provided with pumping and piping arrangements to ensure that after unloading the quantity of residue remaining in the tank’s associated piping and in the immediate vicinity of the tank’s suction point does not exceed:

1. 0.3 m3 for tanks intended for the carriage of category B substances, and2. 0.9 m3 for tanks intended for the carriage of category C substances.

Section 25179 Tests to check the quantity of residue after unloading in accordance with Sections 23 and 24 shall be carried out using water with a list and trim appropriate for draining to the suction point, and shall in other respects be carried out in accordance with the Procedures and Arrangements Manual every five years. Records of the repeated test shall be kept on board.

Section 26180 The Swedish Maritime Administration has the option of granting exemption from the requirements pertaining to a ship’s equipment in accordance with Chapter 3 Section 6.

Control measures

Category A substances in all areas

Section 27181 For category A substances which are to be finally unloaded in a tank in Sweden, the following requirements shall be met.

1. After unloading of the tank and before the ship leaves the port, the tank shall be washed and the tank washings shall be delivered to a reception facility until, through testing of the tank washings, it is established that the concentration of the substance in the tank washings is less than that stated in Sections 14 and 19. The tank shall then be emptied into the reception facility before the ship departs. A note regarding this shall be entered in the cargo record book.

2. At the request of the ship’s officers, the Swedish Maritime Administration may grant exemption from the provisions in (1) provided that:

a) a cargo of the same substance as the previous cargo or another cargo which is compatible with the unloaded cargo is to be carried in the unloaded tank and before that the tank shall not be cleaned or used for ballast, or

177 Corresponds to MARPOL 73/78 Annex II, Regulations 5A(1) and 5A(3)178 Corresponds to MARPOL 73/78 Annex II, Regulations 5A(2) and 5A(4)179 Corresponds to MARPOL 73/78 Annex II, Regulation 5A(5)180 Corresponds to MARPOL 73/78 Annex II, Regulations 5A(6) and 5A(7)181 Corresponds to MARPOL 73/78 Annex II, Regulation 8(2)-8(4)

b) it can be demonstrated by means of a written declaration that tank washings containing cargo residues can be received at the port of destination and the master affirms in writing that the tank is not intended to be washed, cleaned or filled with ballast at sea, or

c) cargo residues of substances may be removed by mechanical ventilation in accordance with the ship’s approved Procedures and Arrangements Manual.

3. If the Swedish Maritime Administration is satisfied that it is not possible to measure the concentration of the substance in the tank washings without causing undue delay to the ship, instead of tank washing in accordance with (1), the tank may be washed according to an alternative method in accordance with the ship’s approved Procedures and Arrangements Manual.

4. Action taken or omitted pursuant to (1)-(3) which, in accordance with Section 33, shall be noted in the cargo record book shall be confirmed in accordance with Section 35.

Category B and C substances outside special areas

Section 28182 If ships have a cargo of category B or C substances in a tank which shall be finally unloaded in Sweden, the following requirements shall be met.

1. After unloading of the tank and before the ship leaves the port, the tank shall be washed in accordance with the ship’s approved Procedures and Arrangements Manual and the tank washings shall be delivered to a reception facility, where:

a) the residues of the substance exceed the quantities stated in Sections 15 and 16 for category B or C substances, respectively,

b) unloading is not carried out under the conditions that are approved for the tank in accordance with Section 25, or

c) measures approved by the Swedish Maritime Administration have not been taken to remove residues from the ship according to the quantities specified in Sections 23 and 24.

2. At the request of the ship’s officers, the Swedish Maritime Administration may grant exemption from the provisions in (1) in accordance with Section 27(2).

Category B within special areasSection 29183 If ships have a cargo consisting of a category B substance in a tank which is to be finally unloaded in Sweden, the following requirements shall be met.

1. After unloading of the tank and before the ship leaves the port, the tank shall be washed in accordance with the ship’s approved Procedures and Arrangements Manual and the tank washings shall be delivered to a reception facility.

2. The provisions in (1) shall not apply if the following conditions are met:

a) residual quantities of the category B substance shall not exceed the maximum quantity that may be discharged outside special areas in accordance with Section 15 and it can be established that the cargo residues shall be kept on board and only discharged once the ship is outside the special area in accordance with the provisions of Section 15, and

b) unloading has been carried out in accordance with the ship’s Procedures and Arrangements Manual and in accordance with the provisions in Section 25 or, if the conditions for pumping cannot be satisfied, other measures approved by the Swedish Maritime Administration have been taken to remove the residues from the ship according to the quantities specified in Sections 23 and 24.

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182 Corresponds to MARPOL 73/78 Annex II, Regulation 8(5)183 Corresponds to MARPOL 73/78 Annex II, Regulation 8(6)

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Category C substances within special areas

Section 30184 If ships have a cargo consisting of a category C substance in a tank which is to be finally unloaded in Sweden, the following requirements shall be met.

1. After unloading of the tank and before the ship leaves the port, the tank shall be washed in accordance with the ship’s approved Procedures and Arrangements Manual and the tank washings shall be delivered to a reception facility, if:

a)the residual quantities of the category C substance exceed the maximum quantity that may be discharged at sea in accordance with Section 21,

b)unloading has not been carried out in accordance with the ship’s Procedures and Arrangements Manual and in accordance with the provisions in Section 25, unless other measures approved by the Swedish Maritime Administration have been taken to remove the residues from the ship according to the quantities specified in Sections 23 and 24.

2. The provisions in (1) shall not apply if the following conditions are met:a)residual quantities of the category C substance shall not exceed the maximum quantity

that may be discharged outside special areas in accordance with Section 16 and it can be established that the cargo residues shall be kept on board and only discharged outside the special area in accordance with the provisions of Section 16,

b)unloading has been carried out in accordance with the ship’s Procedures and Arrangements Manual and in accordance with the provisions in Section 25 or, if the conditions for pumping cannot be satisfied, other measures approved by the Swedish Maritime Administration have been taken to remove the residues from the ship according to the quantities specified in Sections 23 and 24.


Category D substances in all areas

Section 31185 If the ship has a cargo consisting of a category D substance in a tank which is to be finally unloaded in Sweden, either the tank shall be washed and the tank washings delivered to a reception facility or the cargo residues shall be diluted and discharged at sea in accordance with the provisions of Section 17.

Discharge from a slop tank

Section 32186 Any residues retained on board in a slop tank, including those from pump rooms, which contain a category A substance, or within a special area either a category A or a category B substance, shall be discharged to a reception facility in accordance with the provisions of Sections 14, 19 or 20.

184 Corresponds to MARPOL 73/78 Annex II, Regulation 8(7)185 Corresponds to MARPOL 73/78 Annex II, Regulation 8(8)186 Corresponds to MARPOL 73/78 Annex II, Regulation 8(9)

Cargo Record Book

Section 33187 Ships with a cargo consisting of a noxious liquid substance shall be provided with a cargo record book. The cargo record book, whether as part of the ship’s official log or otherwise, shall be in the form specified in MARPOL 73/78, Annex I, Appendix IV.

Section 34188 An entry shall be made in the cargo record book for each tank when any of the following operations take place on board the ship:

1. loading of a noxious liquid substance,2. internal transfer of a noxious liquid substance,3. unloading of a noxious liquid substance,4. cleaning of cargo tanks in which a noxious liquid substance has been carried,5. ballasting of cargo tanks in which a noxious liquid substance has been carried,6. discharge or delivery of ballast from cargo tanks in which a noxious

liquid substance has been carried,7. delivery of residues of a cargo consisting of a noxious liquid

substance to a reception facility, and8. discharge in accordance with Sections 14-22.

Section 35189 In the event of a discharge of a noxious liquid substance in accordance with Section 13, whether intentional or accidental, the circumstances of, and the reasons for, the discharge shall be entered in the cargo record book.

Section 36190 Each operation referred to in Section 34 and Section 35 shall be fully recorded without delay in the cargo record book so that all details relating to the operation are filled in. Each entry shall be signed by the person(s) responsible for the action. Each completed page shall be signed by the master of the ship. Entries in the cargo record book on a Swedish ship provided with an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be made in both Swedish and English.

Section 37 Entry in the cargo record book may be replaced by recording by electronic means. Electronic recording, including storage on computer, shall be such that information entered cannot subsequently be altered. Manual entry of information into a computer shall be possible only with the use of a personal password.

Section 38 A print-out of electronically stored information shall be produced periodically at intervals not greater than one week and in connection with amendments to computer programs or maintenance procedures. However, for ships which call at ports on a daily basis or whose voyages lasts less than a week, a print-out shall be produced either at every port stop or when the voyage is complete. The print-outs shall be signed by the master and kept as prescribed in Section 39 for the cargo record book.

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General guidanceIf a signature is used to sign the entries, the name of the signing officer should also be written clearly in the cargo record book.

Section 39191 The cargo record book shall be kept in such a place as to be readily available for inspection. In the case of an unmanned ship under tow, the cargo record book shall be kept on board the tug. It shall be retained on board for three years after the last entry is made.

Construction requirements for ships

General requirements for ships carrying category A, B and C substances in bulk

Section 40192 The construction, equipment and operation of ships carrying noxious liquid substances classified in category A, B or C in bulk shall be such as to minimise the uncontrolled discharge into the sea of such substances.

Special requirements for chemical tankers constructed on or after 1 July 1986

Section 41193 Chemical tankers constructed on or after 1 July 1986 shall comply with the requirements of the IBC Code.

Special requirements for chemical tankers constructed before 1 July 1986

Section 42194 Chemical tankers constructed before 1 July 1986 shall comply with the following requirements:

1. The following chemical tankers shall comply with the requirements of the BCH Code in accordance with what is prescribed in Section 1.7.2 of that Code:

a)ships for which the building contract is placed on or after 2 November 1973 and which are engaged on international voyages,

b)ships constructed on or after 1 July 1983 which are engaged on national voyages.2. The following chemical tankers shall comply with the requirements of the BCH Code in

accordance with what is prescribed in Section 1.7.3 of that Code:a)ships for which the building contract is placed on or after 2 November 1973 and which

are engaged on international voyages,b)ships constructed before 1 July 1983 which are engaged on national voyages.

Special requirements for ships which are not chemical tankers

Sect ion 43195 Ships other than chemical tankers carrying noxious liquid substances classified in category A, B or C in bulk shall comply with the requirements of the IBC Code or the BCH Code.

191 Corresponds to MARPOL 73/78 Annex II, Regulation 9(6)192 Corresponds to MARPOL 73/78 Annex II, Regulation13(1)193 Corresponds to MARPOL 73/78 Annex II, Regulation 13(2)194 Corresponds to MARPOL 73/78 Annex II, Regulation 13(3)195 Corresponds to MARPOL 73/78 Annex II, Regulation 13(4)

Oil-like substances

Section 44196 Unless provided otherwise in this Chapter, noxious liquid substances classified as category C or D substances and identified as oil-like substances may be carried on an oil tanker and discharged in accordance with the provisions of Chapter 4 provided that the following conditions are complied with:

1. the ship complies with the applicable provisions of Chapters 4-6,2. the ship carries an International Oil Pollution Prevention Certificate

allowing the ship to carry oil-like substances in accordance with this Regulation and the certificate includes a list of oil-like substances the ship is allowed to carry,

3. if category C substances are carried, the ship complies with the rules for type 3 damage stability in accordance with:

a) the IBC Code in the case of a ship constructed on or after 1 July 1986, orb) the BCH Code, as applicable under Sections 42-43, in the case of a

ship constructed before 1 July 1986,4. the oil content meter in the oil discharge monitoring and control

system of the ship is approved for use in monitoring the oil-like substances to be carried.

Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances

Section 45197 All ships of 150 tonnes gross tonnage and above which are certified to carry noxious liquid substances in bulk shall have a Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances.

Section 46198 Such a plan shall be set up in accordance with the guidelines in IMO Resolution MEPC.85(44)199. The plan shall be written in the working language or the language understood by the master and other officers on board and contain at least the following elements:

1. the procedures used by the master or other persons in command on board to report an incident involving pollution by a noxious liquid substance,

2. a list of the authorities or persons to be contacted in the event of a pollution incident involving a noxious liquid substance,

3. a detailed description of the action to be taken immediately by the persons on board to reduce or control the discharge of the noxious liquid substance following the incident, and

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196 Corresponds to MARPOL 73/78 Annex II, Regulation 14

197 Corresponds to MARPOL 73/78 Annex II, Regulation 16(1)198 Corresponds to MARPOL 73/78 Annex II, Regulation 16(2)199 MEPC.85(44), Guidelines for the development of shipboard marine pollution

emergency plans for oil and/or noxious liquid substances

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4. the procedures and point of contact on the ship for coordinating shipboard action with national and local authorities for combating the discharge.

Section 47200 Where tankers alternately transport chemical cargos and oil cargoes in accordance with Chapters 4-6 a combined “Shipboard Marine Pollution Emergency Plan” may be set up. Such a plan shall be set up in accordance with IMO Resolution MEPC.85(44)201.

Advance notification by a ship of the delivery of cargo residues consisting of noxious liquid substances in bulk

Section 48 A ship shall notify its need to deliver noxious liquid substances in bulk to the person in charge of the port’s reception facilities. Notification shall take place 24 hours before arrival at the port or no later than when the ship leaves the previous port if the duration of the voyage is less than 24 hours. If information concerning the next port becomes available less than 24 hours prior to arrival, notification shall take place as soon as the port is known.

Section 49 Advance notification shall include the information contained on the form in Annex 3. In addition to the information in Annex 3, the advance notification shall include the technical description of the noxious liquid substance and, where applicable, its UN number. The information included in the notification shall be kept on board until the next port of call.

Chapter 10. Harmful substances in packaged form202

Scope

Section 1203 Unless provided otherwise, this Chapter shall apply to all ships carrying harmful substances in packaged form.

Section 2204 The ship’s stores and equipment shall not be covered by the requirements of this Chapter.

Definitions

Section 3205 For the purposes of this Chapter, the following definitions shall apply. Packaged form – according to the definition in the Swedish Maritime Administration’s administrative

provisions (SJÖFS 2003:15) on the carriage by sea of dangerous goods in packaged form. Harmful substances – substances identified as marine pollutants in the Swedish Maritime

Administration’s administrative provisions (SJÖFS 2003:15) on the carriage by sea of dangerous goods in packaged form.

200 Corresponds to MARPOL 73/78 Annex II, Regulation 16(3)201 MEPC. 85(44), Guidelines for the development of shipboard marine pollution emergency plans for oil and/or noxious liquid substances202 Corresponds to MARPOL 73/78 Annex III203 Corresponds to MARPOL 73/78 Annex III, Regulation 1204 Corresponds to MARPOL 73/78 Annex III, Regulation 1(5)205 Corresponds to MARPOL 73/78 Annex III, Regulation 1(1)

Carriage requirements

Section 4206 The carriage of harmful substances in packaged form is permitted only in accordance with the provisions of this Chapter.

Section 5207 The Swedish Maritime Administration’s administrative provisions (SJÖFS 2003:15) on the carriage by sea of dangerous goods in packaged form contains detailed provisions concerning packaging, marking, labelling, documentation, stowage, quantity limitations and exemption for preventing or minimising pollution of the marine environment by harmful substances.

Section 6208 Empty packagings which have been used previously for the carriage of harmful substances in accordance with this Chapter shall be regarded still containing the harmful substance until appropriate measures have been taken to ensure that they no longer contain any residues of substances that are hazardous to the marine environment.

Transport ban and quantity limitations

Section 7209 The Swedish Maritime Administration may, for scientific or technical reasons, prohibit the carriage of certain harmful substances or restrict the quantity of a harmful substance that may be carried on board any one ship.


Ban on discharge of harmful substances in packaged form

Section 8210 Harmful substances in packaged form may not be jettisoned, unless it is necessary to secure the ship’s safety or to save lives at sea.

Section 9211 Appropriate measures based on the physical, chemical and biological properties of the harmful substances shall be taken to regulate the washing of leakages overboard. Such measures must not jeopardise the safety of the ship or of persons on board.

Advance notification by a ship of the delivery of cargo residues consisting of harmful substances in packaged form

Section 10 A ship shall notify its need to deliver harmful substances in packaged form to the person in charge of the port’s reception facilities. Notification shall take place 24 hours before arrival at the port or no later than when the ship leaves the previous port if the duration of the voyage is less than 24 hours.

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206 Corresponds to MARPOL 73/78 Annex III, Regulation 1(2)207 Corresponds to MARPOL 73/78 Annex III, Regulations 1(3) and 2(5)208 Corresponds to MARPOL 73/78 Annex III, Regulation 1(4)209 Corresponds to MARPOL 73/78 Annex III, Regulation 6210 Corresponds to MARPOL 73/78 Annex III, Regulation 7(1)211 Corresponds to MARPOL 73/78 Annex III, Regulation 7(2)

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If information concerning the next port becomes available less than 24 hours prior to arrival, notification shall take place as soon as the port is known. If cargo residues are generated during the voyage, the port shall be notified as soon as possible.

Section 11 Advance notification shall include the information contained in Annex 3. In addition to the information in Annex 3, the advance notification shall include the technical description of the harmful substance and, where applicable, its UN number. The information included in the notification shall be kept on board until the next port of call.

Delivery of cargo residues of harmful substances in packaged form

Section 12 Cargo residues of harmful substances in packaged form shall be delivered to a port reception facility.

Delivery shall be carried out at the time agreed with the port.

Section 13 Cargo residues shall be delivered ashore so as to avoid the risk of a spillage or any other risk to health or the environment.

Chapter 11. Sewage212

Scope

Section 1213 Unless otherwise provided, this Chapter shall apply to the following ships:1. Ships of 400 tonnes gross tonnage and above engaged on international voyages.2. Ships of less than 400 tonnes gross tonnage engaged on international voyages and certified to

carry more than 15 persons.3. Ships engaged on national voyages with a toilet installed.

Section 2214 Ships under Section 1(1) and (2) for which the keel was laid or which was at a similar stage of construction before 2 October 1983 need only be equipped insofar as is practicable to comply with the discharge provisions in Sections 4-5 and 7-8.

A similar stage of construction is taken to mean that the construction of an identifiable ship has commenced and that assembly of that ship comprises at least 50 tonnes or one per cent of the estimated mass of all construction material, whichever is less.

212 Corresponds to MARPOL 73/78 Annex IV, relevant parts of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulations 5, 6 and 7, as amended, including relevant Recommendations.213 Corresponds to MARPOL 73/78 Annex IV Regulation 2(1), Article 3 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulations 5.B and 6.A, including Recommendations 22/3 and 24/8.214 Corresponds to MARPOL 73/78 Annex IV, Regulation 2(2)

Definitions

Section 3215 For the purposes of this Chapter, the descriptions in Annex 1 shall apply.


Ban on the discharge of sewage

Section 4216 Sewage must not be discharged within Swedish territorial waters and economic zone.

Exemption from the ban on the discharge of sewage

Section 5217 Notwithstanding the ban in Section 4, ships may discharge sewage under the following conditions:

1. comminuted and disinfected sewage at a distance of more than three nautical miles from the nearest land provided a system as referred to in Section 9(2) is used,

2. sewage which is not comminuted or disinfected but which has been stored in sewage holding tanks at a distance of more than twelve nautical miles from the nearest land provided that it is not discharged instantaneously but at a moderate rate when the ship is en route and proceeding at not less than four knots,

3. sewage, provided the ship has a certified sewage treatment which complies with Section 9(1), and

a) the result of testing the purification plant is documented in the ship’s International Sewage Pollution Prevention Certificate, and

b) the discharge does not result in visible, floating solid particles or discoloration of the surrounding water.

Section 6218 Notwithstanding the ban in Section 4, sewage from the ship may be discharged provided that:

1. the discharge is necessary for the ship’s safety or to save lives at sea, or

2. the discharge is the result of damage to the ship or its equipment, provided all reasonable precautionary measures have been taken, before and after the damage occurred, to prevent or minimise the discharge.

Section 7219 Swedish ships engaged on international voyages may discharge sewage if the ship is situated in waters under the jurisdiction of another State and the State permits the discharge.

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215 Corresponds to MARPOL 73/78 Annex IV, Regulation 1

216 Corresponds to MARPOL 73/78 Annex IV, Regulation 11(1) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendation 24/8 217 Corresponds to MARPOL 73/78 Annex IV, Regulation 11(1)(1) and 11(1)(2) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendation 24/8 218 Corresponds to MARPOL 73/78 Annex IV, Regulation 3 and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 5.D219 Corresponds to MARPOL 73/78 Annex IV, Regulation 11(2)

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Section 8220 Where the discharge of sewage is mixed with waste or waste water, in addition to the requirements of this Chapter, the requirements contained elsewhere in these provisions concerning that type of waste shall be complied with.

Ships’ equipment221

Equipment for dealing with sewage

Section 9222 All ships covered by this Chapter shall be equipped with one of the following:1. a sewage treatment plant complying with the requirements of IMO Resolution MEPC.2(VI)223,2. a system to comminute, disinfect and temporarily store sewage when the ship is less than three

nautical miles from the nearest land. Such a system shall be equipped with a facility approved by the Swedish Maritime Administration, or

3. a holding tank to retain all sewage with a capacity suited to the ship’s operation, the number of persons on board and other relevant factors. The holding tank shall be approved by the Swedish Maritime Administration and be equipped with a means to indicate visually the amount of its contents.

Ships in accordance with Section 1(3) constructed before 1 January 2000 where the installation of a holding tank is technically difficult or the cost cannot be regarded as justified may be granted exemption from the requirement to install a holding tank.

Standard dimensions for flanges on shore connections

Section 10224 In order to be able to connect its sewage delivery pipework to the reception facility’s pipework, a ship in accordance with Section 1(1) and (2) shall have a flange for shore connection dimensioned according to the table below.

However, on ships with a moulded depth of 5 metres or less, the internal diameter of the shore connection may be 38 millimetres.

220 Corresponds to MARPOL 73/78 Annex IV, Regulation 11(3) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendation 24/8 221 Corresponds to MARPOL 73/78 Annex IV, Regulation 9222 Corresponds to MARPOL 73/78 Annex IV, Regulation 9(1) and relevant parts of Council Directive 96/98/EC of 20 December 1996 on marine equipment (OJ L 046, Celex 31996L0098 and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendation 1/5223 MEPC.2(VI), International specifications for effluent standards, construction and testing of sewage treatment systems.224 Corresponds to MARPOL 73/78 Annex IV, Regulation 10(1) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 5.C including Recommendations 19/9, 22/1, 22/3 and 24/4.

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Standard dimensions for flanges on shore connections Description || Dimension |

Outer diameter 210 mmInternal diameter Equivalent outer pipe diameterBolt circle diameter 170 mmSlots in the flange 4 holes with a diameter of 18 mm, placed at

regular intervals on a bolt circle of the above diameter, slotted to the flange periphery. The slot width shall be 18 mm.

Thickness of flange 16 mmNuts and bolts; number and

4, each of 16 mm in diameter and of suitable length

The flange is designed to accept pipes up to a maximum internal diameter of 100 mm and shall be of steel or other equivalent material having a flat face. The flange shall, with appropriate gasket, withstand a service pressure of 0.6 MPa (6 kg/cm).

Section 11225 In order to be able to connect its sewage delivery pipework to the reception facility’s pipework, a ship in accordance with Section 1(3) shall have a flange for shore connection dimensioned according to ISO 8099:2000.

Section12226 For ships in accordance with Section 1(1) and (2) engaged on regular routes, instead of what is stated in Section 10, the discharge pipework may be fitted with a different discharge connection, such as a quick-release coupling, provided that it is approved by the Swedish Maritime Administration.

Mandatory delivery of sewage227

Section 13 Before leaving a Swedish port, a ship shall deliver waste in accordance with Chapter 3, Section 12 of the Order (1980:789) on measures to prevent pollution from ships.

225 Corresponds to the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 6, including recommendations 19/9, 21/2 22/1, 22/3 and 24/8 226 Corresponds to MARPOL Annex IV, Regulation 10(2)227 Corresponds to MARPOL 73/78 Annex IV, Regulation 12(1), relevant parts of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and relevant parts of the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 7, as amended.

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Exemption from the mandatory delivery of sewage228

Section 14 Exemption from the mandatory delivery requirement shall apply to:1. ships carrying on board small quantities of sewage making it unreasonable to deliver it to

a reception facility and, as regards ships engaged on national archipelago voyages, work ships, taxi boats, fishing vessels and similar ships, delivery is arranged at a port at which the ship routinely calls. In these cases, ships shall have sufficient storage capacity intended for the sewage that has accumulated and will accumulate during the ship’s planned voyage to the port of delivery, or until the sewage can be discharged in accordance with the provisions concerning discharge in Sections 5-8,

2. ships with a certificate granting exemption from the mandatory delivery of waste for the port in question issued or approved by the Swedish Maritime Administration. Ships engaged on regular routes which can verify that they have a special agreement with a waste receiver may, on application to the Swedish Maritime Administration, be granted exemption. An application shall be made using the form in Annex 2,

3. cases where the port is unable to accept the ship’s waste. In this case, the ship has the right to obtain a document from the person in charge of the reception facilities stating that it has not been possible to accept the waste and giving the reason therefor, and the ship shall deliver its waste to reception facilities at the next port and then notify the Swedish Maritime Administration in writing of the reason why it was not possible to deliver the waste at the previous port.

Advance notification by a ship of the delivery of sewage

Section 15 A ship shall notify its need to deliver sewage to the person in charge of the port’s reception facilities. Notification shall take place 24 hours before arrival at the port or no later than when the ship leaves the previous port if the duration of the voyage is less than 24 hours. If information concerning the next port becomes available less than 24 hours prior to arrival, notification shall take place as soon as the port is known.

Section 16 Advance notification shall include the information contained in Annex 3. The information included in the notification shall be kept on board until the next port of call.

228 Corresponds to Articles 7(2)–(3) and 9 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 7.C, including Recommendation 24/8.229 Corresponds to Article 6 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendations 22/3 and 23/1.

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Exemption from the requirement for a ship to provide advance notification of the delivery of sewage230

Section 17 The requirement for advance notification shall not apply to ships engaged in national archipelago voyages, work ships, taxi boats, fishing vessels and similar ships or to ships which are exempt from the mandatory delivery of waste in accordance with Section 14(2).

Delivery of sewage

Section 18 Ships shall be able to pump their sewage to a reception facility.

Section 19 Delivery of sewage shall be carried out at the time agreed with the port.

Section 20 The delivering ship shall provide personnel for on board connection and disconnection of hoses between the ship and reception facility.

Section 21 Where the requirements of Sections 15 and 16 and 18-20 are not met, the port may charge the additional costs involved to the shipowner.

Chapter 12 Garbage231

Scope

Section 1232 Where garbage is mixed with other types of waste, in addition to the requirements of this Chapter, the other requirements laid down in these provisions shall be complied with.

230 Corresponds to Article 9 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendation 23/1.231 Corresponds to MARPOL Annex V, relevant parts of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 7, as amended, including Recommendation 22/3.232 Corresponds to MARPOL 2/3.2 Annex V Regulations 2, 3(2) and 5(3), Article 3 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulations 5.B and 6.A, including Recommendations 22/3 and 24/8.

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Definitions

Section 2233 For the purposes of this Chapter, special area shall be understood as follows. In all other respects, the definitions in Annex 1 shall apply.

Special area – the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the Gulfs area, the North Sea area, the Wider Caribbean Region and the Antarctic area, which are defined as follows:

the Mediterranean Sea area means the Mediterranean Sea proper, including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41°N parallel and bounded to the west by the Straits of Gibraltar at the meridian of 5°36'W,

the Baltic Sea Area means the entire area of water in the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.8'N,


the Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded to the south by the rhumb line between Ras si Ane (12°8.5'N; 43°19.6'E) and Husn Murad (12°40.4'N; 45°30.2'E),

the Gulfs area means the sea area located north west of the rhumb line between Ras al Hadd (22°30'N; 59°48'E ) and Ras al Fasteh (25°04'N; 61°25'E),

the North Sea area means the North Sea proper bounded to the north by latitude 62°N and to the west by longitude 4°W, in the east Skagerrak up to latitude 57°44.8'N, through the Skaw, and bounded to the south in the English Channel by longitude 5°W and latitude 48°30'N,

the Wider Caribbean Region means the Gulf of Mexico and the Caribbean Sea proper, including the bays and seas therein and that part of the Atlantic Ocean within the boundary constituted by the 30°N parallel from Florida eastward to 77°30'W meridian, thence a thumb line to the intersection of 7°20'N parallel and 50°W meridian, thence a rhumb line drawn south-westerly to the eastern boundary of French Guiana.

the Antarctic area means the sea area south of latitude 60°S.


Ban on the discharge of garbage within Swedish territorial waters and economic zone and within special areas

Section 3234 Discharge of garbage in accordance with the following must not be carried out from Swedish or foreign ships within Swedish territorial waters and economic zone or from Swedish ships within a special area.

1. all plastic waste, such as ropes and fishing nets made of synthetic material, plastic garbage bags and ash from incineration of plastic products which may contain residues of heavy metals or other toxic substances, and

2. all other garbage, such as paper products, rags, glass, metal, bottles, crockery, dunnage, lining and packing materials.

233 Corresponds to MARPOL Annex V, Regulations 1 and 5(1) 234 Corresponds to MARPOL Annex V, Regulation 5(2)

4 Section 4235 Disposal of food wastes within a special area must not be made within 12 nautical miles from the nearest land; however, it shall always be disposed of as far from land as possible.

Section 5236 Within the Caribbean Region, food wastes must not be discharged within three nautical miles from the nearest land. Food wastes which have passed through a comminuter or grinder shall always [be discharged] as far from land as possible. Such comminuted or ground food wastes shall be capable of passing through a screen with openings no greater than 25 millimetres.

Section 6237 All Swedish ships shall, before entering the Antarctic area, have sufficient capacity on board to retain all garbage while operating in the area and have concluded arrangements to discharge the garbage at a reception facility after leaving the area.

Section 7238 Ships engaged in the industrial handling of fish must not discharge fish and crustacean remains within Swedish territorial waters and economic zone. Industrial fish handling means the preparation of fish on board a ship specially designed for fish processing.

Ban on the discharge of garbage outside Swedish territorial waters and economic zone and outside special areas

Section 8239 Within areas of water other than those referred to in Section 3, insofar as the area of water in which the ship is operating is not under the jurisdiction of another State which has prohibited discharge, Swedish ships must not discharge solid plastic waste or ash from the incineration of plastic products which may contain residues of heavy metals or other toxic substances. The discharge of other garbage shall be made as far from land as possible and is prohibited if the distance to the nearest land is less than:

1. 25 nautical miles with regard to dunnage as well as lining and packing materials which float, and

2. 12 nautical miles with regard to food wastes and garbage such as paper products, rags, glass, metal, bottles and crockery.

However, the discharge of garbage referred to in point 2 of the first paragraph may occur if it has passed through a comminuter or grinder and the waste is discharged as far from land as possible and in no case at a distance less than 3 nautical miles from the nearest land. Such comminuted or ground wastes shall be capable of passing through a screen with openings no greater than 25 millimetres.

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235 Corresponds to MARPOL Annex V, Regulation 5(2)(b)236 Corresponds to MARPOL Annex V, Regulation 5(2)(c)237 Corresponds to MARPOL Annex V, Regulation 5(5)(b)238 Special Swedish requirement239 Corresponds to MARPOL Annex V, Regulations 3(1)(a) – 3(1)(c)

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Discharge of garbage from fixed and floating platforms

Section 9240 Waste must not be discharged within Swedish territorial waters and economic zone from Swedish or foreign fixed or floating platforms engaged in the exploration, exploitation and associated offshore processing of sea-bed mineral resources or from ships which are alongside or within 500 metres of such platforms. The same shall apply to Swedish platforms within a special area.

Section 10241 Notwithstanding the ban in Section 9, disposal into the sea of food wastes may be permitted if they have been passed through a comminuter or grinder and are discharged from a platform located more than 12 nautical miles from the nearest land and from ships when alongside or within 500 metres of such platforms. Such comminuted or ground wastes shall be capable of passing through a screen with openings no greater than 25 millimetres.

Exemption from the ban on the discharge of garbage242

Section 11 The provisions concerning a ban on the discharge of garbage shall not apply in the case of

1. a discharge of garbage which is necessary to secure the safety of the ship and those on board or to save lives at sea,

2. a discharge of garbage which is the result of damage to the ship or its equipment, provided all reasonable precautionary measures have been taken, before and after the damage occurred, to prevent or minimise the discharge,

3. the accidental loss of synthetic fishing nets, provided that all reasonable precautions have been taken to prevent such loss.

Erection of signs

Section 12 243 On a ships of 12 metres in length and above, signs shall be erected containing instructions for the crew and passengers on how to deal with garbage in accordance with these provisions. The signs shall be written in the working language of the crew and, for ships engaged on international voyages, also in English, French or Spanish.

Garbage management plan and garbage record book

Garbage management plan

Section 13 244 Ships of 400 tonnes gross tonnage and above and ships which are certified to carry 15 persons or more shall have a garbage management plan which is to be followed by the crew.

The plan shall be developed in accordance with the guidelines in IMO Resolution MEPC.71(38)245, as amended, and shall contain process descriptions for the collection, storage, treatment and disposal of garbage and the operation of on board garbage management equipment.

240 Corresponds to MARPOL Annex V, Regulation 4(1)241 Corresponds to MARPOL Annex V, Regulation 4(2)242 Corresponds to MARPOL Annex V, Regulation 6243 Corresponds to MARPOL 73/78 Annex V, Regulations 9(1)(a) and 9(1)(b)244 Corresponds to MARPOL 73/78 Annex V, Regulation 9(2)245 MEPC.71(38), Guidelines for the development of garbage management plans. See MEPC/Circ.317.

The plan shall specify the person appointed to be responsible for garbage management on board and be written in the working language of the crew.

Garbage record book

Section 14246 Ships of 400 tonnes gross tonnage and above and ships which are certified to carry 15 persons or more and are engaged on international voyages shall have a garbage record book. The requirement for a garbage record book shall also apply to fixed and floating platforms used for exploration and exploitation of the sea bed.

The record book shall be in the form specified in MARPOL 73/78 Annex V Appendix "Form of Garbage Record Book - Record of Garbage Discharges", as amended, whether as part of the ship’s official log or otherwise.

Section 15 Entry in the garbage record book may be replaced by recording by electronic means. Electronic recording, including storage on computer, shall be such that information entered cannot subsequently be altered. Entry of information into a computer shall be possible only with the use of a personal password.

Section 16 A print-out of electronically stored information shall be produced periodically at intervals not greater than one week and in connection with amendments to computer programs or maintenance procedures. However, for ships which call at ports on a daily basis or whose voyages lasts less than a week, a print-out shall be produced either at every port stop or when the voyage is complete. The print-outs shall be signed by the master or technical superintendent and kept as prescribed for the garbage record book in Section 17.

Section 17247 The garbage record book shall be kept on board the ship in such a place as to be readily available for inspection. The garbage record book shall be kept on board for a period of two years after the last entry is made together with proof of receipt or a certificate from the reception facility which the master shall obtain from the person operating the reception facility or the master of the ship which has accepted the garbage. The proof of receipt or certificate shall indicate the quantity of garbage delivered.

Section 18 All discharge of garbage or completed incinerations shall be recorded in the garbage record book on the date of discharge or incineration. The records shall be signed by the person in charge of the operations.

Each completed page shall be signed by the master of the ship. The records shall, as a minimum, be completed in English, French or Spanish. Such a record shall contain the date, time, position of the ship, type of garbage and the estimated amount discharged or incinerated.

246 Corresponds to MARPOL 73/78 Annex V, Regulation 9(3)(a)247 Corresponds to MARPOL 73/78 Annex V, Regulation 9(3)(c)

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Where the entries are also made in the language of the flag State, the text in this language shall prevail in the event of a dispute or discrepancy.

Section 19 248 Discharge, escape or accidental loss in accordance with Section 11 shall be recorded in the garbage record book together with the circumstances of, and the reasons for, the loss.

Exemption from the requirement to keep a garbage record book

Section 20249 The Swedish Maritime Administration may grant exemption from the requirement to keep a garbage record book to:

1. ships engaged on voyages lasting not more than one hour which are certified to carry 15 persons or more, or

2. fixed and floating platforms engaged in exploration and exploitation of the sea bed.

Mandatory delivery of garbage

Section 21 Before leaving a Swedish port, a ship shall deliver waste in accordance with Chapter 3, Section 12 of the Order (1980:789) on measures to prevent pollution from ships.

Exemption from the mandatory delivery of garbage

Section 22 Exemption from the mandatory delivery requirement shall apply to:1. ships carrying on board small quantities of garbage making it unreasonable to deliver it to

a reception facility and, as regards ships engaged on national archipelago voyages, work ships, taxi boats, fishing vessels and similar ships, delivery is arranged at a port at which the ship routinely calls. In these cases, ships shall have sufficient storage capacity intended for the garbage that has accumulated and will accumulate during the ship’s planned voyage to the port of delivery, or until the sewage can be discharged in accordance with the provisions concerning discharge in Sections 3-5 and 8,

2. ships with a certificate granting exemption from the mandatory delivery of waste for the port in question issued or approved by the Swedish Maritime Administration. Ships engaged on regular routes which can verify that they have a special agreement with a waste receiver may, on application to the Swedish Maritime Administration, be granted exemption. An application shall be made using the form in Annex 2,

248 Corresponds to MARPOL 73/78 Annex V, Regulation 9(3)(d)249 Corresponds to MARPOL 73/78 Annex V, Regulation 9(4)250 Corresponds to MARPOL 73/78 Annex V, Regulation 7.1(1), relevant parts of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and relevant parts of the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 7, as amended.251 Corresponds to Articles 7(2)–(3) and 9 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 7.C, as amended, including Recommendation 24/8.

3. cases where the port is unable to accept the ship’s waste. In these cases, the ship has the right to obtain a document from the person in charge of the reception facilities stating that it has not been possible to accept the waste and giving the reason therefor, and the ship shall deliver its waste to reception facilities at the next port and then notify the Swedish Maritime Administration in writing of the reason why it was not possible to deliver the waste at the previous port.

Advance notification by a ship of the delivery of garbage252

Section 23 A ship shall notify its need to deliver garbage to the person in charge of the port’s reception facilities. Notification shall take place 24 hours before arrival at the port or no later than when the ship leaves the previous port if the duration of the voyage is less than 24 hours. If information concerning the next port becomes available less than 24 hours prior to arrival, notification shall take place as soon as the port is known.

Section 24 Advance notification shall include the information contained on the form in Annex 3. The information included in the notification shall be kept on board until the next port of call.

Exemption from the requirement for advance notification by a ship of the delivery of garbage 253

Section 25 The requirement for advance notification shall not apply to ships engaged in national archipelago voyages, work ships, taxi boats, fishing vessels and similar ships or to ships which are exempt from the mandatory delivery of waste in accordance with Section 22(2).

Delivery of garbage

Section 26 The ship shall delivery garbage to a place designated by the port.

Section 27 If garbage is delivered to a mobile reception facility, delivery shall be carried out at the time agreed with the port.

Section 28 Receptacles containing solvents or other chemicals delivered to a reception facility shall be tightly sealed and suitable for the waste. They shall also be indelibly marked with the contents and, where applicable, the UN number and the name of the ship. Garbage which may disseminate an odour or infection or which may otherwise pose a risk to the health of persons on board or at the port shall be packaged and marked with the contents.

252 Corresponds to Article 6 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendations 22/3 and 23/1.253 Corresponds to Article 9 of Directive 2000/59/EC of the European Parliament and of the Council of 27 November 2000 on port reception facilities for ship-generated waste and cargo residues (OJ L 332, Celex 32000L0059), amended by Directive 2002/84/EC of the European Parliament and of the Council (OJ L 324, Celex 32002L0084) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV by Recommendation 23/1.

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General guidanceHazardous waste, such as fluorescent lamps, batteries, solvents and medical waste, should be sorted on the ship to be delivered separately to a reception facility.

Section 29 Where the requirements of Sections 23 and 24 and 26-28 are not met, the port may charge the additional costs involved to the shipowner.

Part IV – Air pollution

Chapter 13 Air pollution254

Definitions

Section 1255 For the purposes of this Chapter, accredited laboratory and new installations shall be defined as follows. In all other respects, the definitions in Annex 1 shall apply.

Accredited laboratory – a testing laboratory which is accredited in accordance with the Act (1992:1119) on technical inspection to standard SS-EN ISO/IEC 17025 for carrying out test measurements and issuing documentation in accordance with the requirements of this Chapter, or a laboratory in another country within the EEA which is accredited for the task to standard EN ISO/IEC 17025 by an accreditation body which meets and applies the requirements of standard SS-EN ISO/IEC 17011.

New installations - installation of systems, equipment, including new portable fire-extinguishing units, insulation or other material on a ship after 19 May 2005; this shall not apply to the repair or recharge of previously installed systems, equipment, insulation or other material, or the recharge of portable fire-extinguishing units.

Exemptions

Section 2256 The provisions of this Chapter shall not apply to:1. a discharge which is necessary for securing the safety of a ship or saving life at sea, or2. a discharge occurring as a consequence of damage to the ship or its equipment:

a)provided that all reasonable precautionary measures have been taken after the damage occurred or the discharge was discovered to prevent or minimise the discharge, and

b)provided that the owner or master did not act recklessly and with the knowledge that damage would probably result, or with the intention of causing damage.

254 Corresponds to MARPOL 73/78 Annex VI255 Corresponds to MARPOL 73/78 Annex VI, Regulation 2256 Corresponds to MARPOL 73/78 Annex VI, Regulation 3

Ozone-depleting substances


Section 3257 Any deliberate emission of ozone-depleted substances is prohibited. Deliberate emission includes emissions occurring in the course of maintaining, servicing, repairing or disposing of systems or equipment, but does not include minimal releases associated with the recapture or recycling of an ozone-depleting substance.

Equipment

Section 4 For ships which are subject to Regulation (EC) No 2037/2000258 of the European Parliament and of the Council of 29 June 2000 on substances which deplete the ozone layer, the requirements of that Regulation shall apply. As regards Swedish ships, the Order (2002:187) on substances which deplete the ozone layer shall also apply.

Section 5259 As regards other ships, no installations containing ozone-depleting substances may be fitted on board, except in the case of new installations containing hydro-chlorofluorocarbons (HCFCs) which are permitted until 1 January 2020.

Section 6260 When removed from the ship, substances which deplete the ozone layer and equipment containing such substances shall be delivered to a reception facility on shore.

Nitrogen oxides (NOx)

Scope

Section 7261 The provisions of Sections 8-16 shall apply to all diesel engines with a power output greater than 130 kW:

1. which is installed on a ship constructed on or after 1 January 2000, and2. which undergoes a major conversion on or after 1 January 2000.The provisions shall not apply to:1. emergency diesel engines, engines installed in lifeboats and any

device or equipment intended to be used solely in case of emergency, and2. diesel engines installed on Swedish ships solely engaged on national

voyages which are subject to alternative, equivalent and approved NOx control measures.

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257 Corresponds to MARPOL 73/78 Annex VI, Regulation 12(1)258 Cf. Regulation (EC) No 2037/2000 of the European Parliament and of the Council of 29 June 2000 on substances which deplete the ozone layer, OJ L224, Celex 32000R2037.

259 Corresponds to MARPOL 73/78 Annex VI, Regulation 12(2)260 Corresponds to MARPOL 73/78 Annex VI, Regulation 12(3)261 Corresponds to MARPOL 73/78 Annex VI, Regulation 13(1)

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Exceptions

Section 8262 The Swedish Maritime Administration may, in special circumstances, allow exclusion from the application of the provisions of Sections 9-16 for diesel engines which are installed on Swedish ships constructed or which undergo a major conversion before 19 May 2005, provided that the ship is solely engaged on national voyages.

Major conversion263

Section 9 In this context, major conversion means a modification of an engine where:1. the engine is replaced by a new engine built on or after 1 January 2000, or2. the engine has undergone a substantial modification, as defined in the NOx Technical Code,

or3. the maximum continuous rating of the engine is increased by more than 10%.

Section 10 NOx emission following modification in accordance with Section 8 shall be documented in accordance with the provisions of Section 14.

Emission provisions264

Section 11 The operation of diesel engines to which this Chapter applies is prohibited if the emission of nitrogen oxides exceeds the following limits:

1. 17.0 g/kWh – when n is less than 130 rpm2. 45.0*n g/kWh – when n is 130 or more but less than 2000 rpm3. 9.8 g/kWh – when n is 2000 rpm or more.n = maximum engine speedrpm = the drive shaft’s revolutions per minute.

Section 12 Notwithstanding the prohibition in Section 11, the Swedish Maritime Administration may permit a diesel engine to be used if the engine has an approved system in accordance with the NOx Code to reduce ship-generated NOx emissions at least to the limits specified in Section 11.

Surveys and methods of inspection265

Section 13 Each diesel engine specified in Section 7 paragraph 1, except as otherwise permitted by the NOx Code, shall be subject to the following inspections by the accredited laboratory in order to measure, calculate or test the engine for NOx emissions.

1. A preliminary inspection to establish that the engine complies with the limit values in Section 11.

262 Corresponds to MARPOL 73/78 Annex VI, Regulation 13(1)(c)263 Corresponds to MARPOL 73/78 Annex VI, Regulation 13(2)264 Corresponds to MARPOL 73/78 Annex VI, Regulation 13(3)265 Corresponds to the NOx Code

2. An initial inspection on board the ship when the engine is installed but before it is placed in service to establish that the limit values in Section 11 are complied with.3. An inspection in connection with the surveys referred to in Chapter 2 Section 7(2)-(4) to establish that the requirements of the NOx Code are complied with.4. An on board inspection in connection with a substantial modification of the engine to establish that the limit values in Section 11 are complied with.

Section 14 The measurement and testing methods used to measure, calculate or test the engine for NOx emissions and the actual measurement procedure shall comply with the provisions of the NOx Code and the result shall be documented by an accredited laboratory in accordance with the test periods and weight factors specified in the same Code.

When using fuel consisting of mixtures of hydrocarbons arising from the refining of petroleum, the test periods and weight factors referred to in MARPOL 73/78, Annex VI, Appendix II shall also be observed.

Section 15 For diesel engines which, after a preliminary survey in accordance with Section 13(1), comply with the specified requirements, the Swedish Maritime Administration shall issue an Engine International Air Pollution Prevention Certificate (EIAPP). An application for certification shall contain the required documentation issued by an accredited laboratory.

Technical documentation

Section 16 Technical documentation in accordance with Regulation 2.3.6 of the NOx Code shall be present on board for each diesel engine.

Sulphur oxides (SOx)

Emission provisions

Section 17 Rules concerning the permissible sulphur content of marine diesel oil fuel are contained in the Order (1998:946) on fuel containing sulphur.

Section 18266 The rules in Sections 19-21 shall apply to ships engaged in services which are not subject to the Order (1998:946) on fuel containing sulphur.

Section 19267 The sulphur content of all bunker oils on board a ship must not exceed 4.5% by weight.

Requirements within SOx emission control areas

Section 20268 For ships within the Baltic Sea area, as defined in Chapter 4 Section 3, Swedish ships in other SOx emission control areas designated by the IMO and foreign ships within Swedish SOx emission control areas designated by the IMO, at least one of the following requirements shall be fulfilled:

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266 Corresponds to MARPOL 73/78 Annex VI, Regulation 14(1)267 Corresponds to MARPOL 73/78 Annex VI, Regulation 14(1)

268 Corresponds to MARPOL 73/78 Annex VI, Regulation 14(4)

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1. the sulphur content of bunker oil used on board ships in a SOx emission control area shall not exceed 1.5% by weight,

2. an exhaust gas cleaning system, approved by the ship’s flag State, shall be arranged to reduce the total emission of sulphur oxides from ships, including both main and auxiliary propulsion engines, to 6.0 g SOx/kWh or less, calculated as the total weight of sulphur oxide emissions. Residual products from an exhaust gas cleaning system or a similar system must not be discharged into shallow areas of water and areas of water close to the coast, nor in constructed or natural harbours and estuaries, unless the ship can present documentation stating that such waste will not have a harmful effect on the ecosystem.

3. other technological methods approved by the ship’s flag State that are verifiable and enforceable to limit SOx emissions to a level equivalent to that described in (2) shall be applied.

Section 21269 Ships using separate fuel oils to comply with Section 18(1) of this Chapter shall allow sufficient time for a fuel with a high sulphur content to be exhausted in the machinery fuel system before the ship enters a SOx emission control area.

The quantity of bunker oil having a sulphur content of 1.5% or less (low sulphur bunker oil) in each tank as well as the date, time and position of the ship when a fuel changeover operation is completed shall be recorded in the ship’s log book.

Volatile organic compounds (VOCs)

Gas return system

Section 22270 Tankers which call at terminals and ports in Sweden which have a gas recovery plant for loading and unloading volatile organic compounds (VOCs) shall be equipped with a gas return system to enable connection to the gas recovery plant ashore.

This shall apply to gas tankers only if the loading and collection facilities are of a type which permits volatile organic compounds (VOCs) originating from methane to be retained on board or transferred safely to shore.

Section 23271 The gas return system shall comply with the safety standards in MSC/Circ.585272

Shipboard incineration

Ban on incineration within Swedish territorial waters and economic zone

Section 24273 Within Swedish territorial waters and economic zone, ship-generated waste such as sludge, oily rags and engine waste, plastics, packaging material and similar shall not be incinerated on board a ship.

269 Corresponds to MARPOL 73/78 Annex VI, Regulation 14(6)270 Corresponds to MARPOL 73/78 Annex II, Regulations 15(1) and 15(6)271 Corresponds to MARPOL 73/78 Annex VI, Regulation 15(5)272 MSC/Circ. 585, Standards for vapour emission control systems273 Corresponds to MARPOL 73/78 Annex VI, Regulations 16(1) and 16(4) and the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, Annex IV, Regulation 8

Requirements outside Swedish territorial waters and economic zone

Section 25274 For Swedish ships outside Swedish territorial waters and economic zone, incineration is permitted in a shipboard incinerator insofar as this is not prohibited in the territorial waters in which the ship is navigating. However, incineration of the following substances is prohibited:

1. oil and chemical cargo residues and related contaminated packing materials,

2. polychlorinated biphenyls (PCBs),3. waste contain more than traces of heavy metals, and4. refined petroleum products containing halogen compounds.

Section 26275 On Swedish ships outside Swedish territorial waters and economic zone digested sludge and sludge generated during the normal operation of a ship may be incinerated on board in main or auxiliary power plant or boilers insofar as this is not prohibited in the territorial waters in which the ship is navigating. However, shipboard incineration must not be carried out when the ship is inside a port or estuary.

Section 27276 Shipboard incineration of polyvinyl chlorides (PVCs) may be carried out only in shipboard incinerators for which IMO Type Approval Certificates have been issued on the basis of the requirements in Section 28.

Shipboard incinerators

Section 28277 Incinerators installed on a ship on or after 1 January 2000 shall meet the requirements in MARPOL 73/78, Annex VI, Appendix IV and the requirements of IMO Resolution MEPC.76(40)278, Standard specification for shipboard incinerators, most recently amended by MEPC.93(45).

Section 29280 All ships with incinerators shall possess a manufacturer’s operating manual for the incinerator.

Section 30281 Personnel responsible for operation of any incinerator shall be trained for the task and have assimilated the instructions in the manufacturer’s operating manual.

274 Corresponds to MARPOL 73/78 Annex VI, Regulation 16(5)275 Corresponds to MARPOL 73/78 Annex VI, Regulation 16(5)276 Corresponds to MARPOL 73/78 Annex VI, Regulation 16(6)277 Corresponds to MARPOL 73/78 Annex VI, Regulation 16(2)278 MEPC.76(40), Standard specification for shipboard incinerators279 MEPC.93(45), Amendments to the standard specification for shipboard incinerators280 Corresponds to MARPOL 73/78 Annex VI, Regulation 16(7)281 Corresponds to MARPOL 73/78 Annex VI, Regulation 16(8)

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Section 31282 The Swedish Maritime Administration may, in special circumstances, allow exclusion from the application of the rules of this Chapter to incinerators installed on board a Swedish ship before 19 May 2005, provided that the ship is solely engaged on national voyages.

Section 32283 The following shall apply to Swedish ships outside Swedish

territorial waters and economic zone:

1. Waste shall not be fed into a continuous feed shipboard incinerator when the temperature is below the minimum permissible temperature of 850° C. The discharge temperature of the waste gases from the incinerators shall be monitored continuously when the plant is in operation.

2. An intermittent incinerator shall be designed so that the temperature in the combustion chamber reaches 600° C within five minutes of start-up.

Fuel quality

Section 33284

Bunker oil for combustion purposes delivered to and used on board ships to which the provisions of this Chapter

apply shall meet the following requirements.1. The bunker oil shall be blends of hydrocarbons derived from petroleum

refining. This shall not preclude the incorporation of small amounts of additives which improve some aspects of performance.

2. The bunker oil shall contain no inorganic acids.3. The bunker oil shall not include any added substance or chemical waste

which eithera) jeopardises the safety of the ship or adversely affects the performance of

the machinery,b)is harmful to personnel, orc) contributes to general or increased air pollution.

Section 34285 Bunker oil derived by methods other than petroleum refining shall not:

1. exceed the sulphur content set forth in Section 18,2. cause an engine to exceed the NOx emission limits,3. contain inorganic acids,4. jeopardise the safety of ships or adversely affect the performance of the

machinery,5. be harmful to personnel, or6. contribute to general or increased air pollution.

Section 35286 All ships which in accordance with Chapter 2(3) shall possess an International Air Pollution Prevention Certificate (IAPP) shall document the details of bunker oil for combustion purposes delivered to and used on board a ship by means of a bunker delivery note.

A bunker delivery not in accordance with MARPOL 73/78 Annex VI Appendix V shall be kept on board the ship in such a place as to be readily available for inspection at all reasonable times.

282 Corresponds to MARPOL 73/78 Annex VI, Regulation 16(2)283 Corresponds to MARPOL 73/78 Annex VI, Regulation 16(9)284 Corresponds to MARPOL 73/78 Annex VI, Regulation 18(1)285 Corresponds to MARPOL 73/78 Annex VI, Regulation 18(1)(b)286 Corresponds to MARPOL 73/78 Annex VI, Regulations 18(3) and 18(4)

It shall be retained for a period of three years after the bunker oil has been delivered on board.

The bunker delivery note shall be accompanied by a representative sample of the bunker oil delivered. The sample shall be sealed and signed by the supplier and the master or officer in charge of the bunker operation. It shall be kept on board until the bunker oil is consumed, but for not less than 12 months.

Requirements for platforms and drilling rigs

Section 26287 Fixed and floating platforms and drilling rigs shall comply with the requirements of this Chapter, except that:

1. emissions generated from the incineration of substances that are solely and directly the result of exploration, test drilling, treatment and associated offshore processing of sea-bed mineral resources, including but not limited to the flaring of hydrocarbons and the burning of cuttings, muds and/or fluids during well completion and testing operations, and flaring,

2. the release of gases or volatile compounds entrained in drilling fluids and cuttings,

3. emissions associated solely and directly with the treatment, handing or storage of sea-bed materials, and

4. emissions from diesel engines that are solely dedicated to the exploration, test drilling, treatment and associated offshore processing of sea-bed mineral resources.

1. This statute shall enter into force on z x 2005, unless stated otherwise below.

- Chapter 6 Section 70 shall enter into force on 1 January 2007.- Chapter 13 shall enter into force on 19 May 2005, except for Section 20, which shall enter into force on 19 May 2006, and Section 24, which shall enter into force on z x 2005.2. This statute rescinds the following statutes:- The Swedish Maritime Administration’s Decree (SJÖFS 1977:20)

containing a list of places having reception facilities for oily ballast water and tank washings in Sweden and the other Baltic States

- The Swedish Maritime Administration’s Notice (SJÖFS 1983:20) on instructions for surveys in accordance with the provisions on measures to prevent water pollution from ships

- The Swedish Maritime Administration’s administrative provisions and general guidance (SJÖFS 1985:19) on measures to prevent pollution from ships

- The Swedish Maritime Administration’s Decree (SJÖFS 1994:25) containing provisions on measures to prevent water pollution from ships navigating Lake Mälaren, the Trollhätte canal and Lake Vättern

- The Swedish Maritime Administration’s Decree (SJÖFS 1997:1) containing provisions prohibiting the shipboard incineration of ship-generated waste

- The Swedish Maritime Administration’s administrative provisions (SJÖFS 1998:5) on the obligation to insure against oil damage

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286 Corresponds to MARPOL 73/78 Annex VI, Regulation 19

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- The Swedish Maritime Administration’s administrative provisions (SJÖFS 1999:14) on application of the 1991 and 1992 amendments to the International Convention for the Prevention of Pollution from Ships, 1973

3. Ships constructed before 19 May 2005 shall possess an International Air Pollution Prevention Certificate in accordance with Chapter 2(3) not later than by the ship’s first dry dock after 19 May 2005, but in any case not later than three years after 19 May 2005.

JOHAN FRANSON

Pauli Alho(Maritime Safety Inspectorate)

Produced by: Jan-Olof Selén, Swedish Maritime Administration, Norrköping ISSN 0347-531X

Annex 1 Definitions

Secondary fenders – fenders which are to be kept ready during berthing.

Automatic feed – the process whereby waste is fed into a combustion chamber without human assistance while the incinerator is in normal operating conditions with the combustion chamber operative temperature between 850 °C and 1200 °C.

BCH Code - the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, adopted by IMO Resolution MEPC.20(22).

Breadth (B) – maximum breadth of the ship, measured amidships to the moulded line of the frame in a ship with a metal shell and to the outer surface of the hull in a ship with a shell of any other material. The breadth shall be measured in metres.

Bunker oil – fuel oil and other petroleum products necessary for the operation of a ship.

Bunkering – transfer of bunker oil from a bunker ship to a receiving ship.

Bunker ship – ship which delivers bunker oil to a receiving ship.

Centre tank – a tank inboard of a longitudinal bulkhead.

Deadweight (DW) – the difference in metric tonnes between the displacement of a ship in water of specific gravity of 1.025 at the load waterline corresponding to the assigned number freeboard and the lightweight of the ship.

Garbage – includes all types of food, household and operating waste, with the exception of fresh fish and fish waste, arising during normal operation of the ship and assumed to be removed on a continual basis or periodically, with the exception of substances which are otherwise defined or listed elsewhere in these provisions.

Ship – all types of ship, craft, hovercraft, submersible, fixed or floating platform and other floating facilities used at sea.

Ships constructed – ships the keels of which are laid or which are at a similar stage of construction.

Ship delivered on or before 31 December 1979:a) a ship for which the building contract was placed on or before 31 December 1975, or

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b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or before 30 June 1976, or

c) the delivery of which is on or before 31 December 1979, ord) which has undergone a major conversion:

- for which the contract is placed on or before 31 December 1975, or- in the absence of a contract, the construction work of which is begun on or before 30

June 1976, or- which is completed on or before 31 December 1979.

Ship delivered after 31 December 1979:a) a ship for which the building contract is placed after 31 December 1979, orb) in the absence of a building contract, the keel of which is laid or which is at a similar

stage of construction after 30 June 1976, orc) the delivery of which is after 31 December 1979, ord) which has undergone a major conversion:

- for which the contract is placed after 31 December 1975, or- in the absence of a contract, the construction work of which is begun after 30 June 1976, or- which is completed after 31 December 1979.

Volatile organic substances – includes substances such as petrol and other liquid petroleum products.

FPSO - floating production, storage and offloading facilities.

FSU - floating storage unit.

Liquid substance – substance with a vapour pressure not exceeding 0.28 MPa (2.8 kp/cm2) at a temperature of 37.8 °C.

Forward and after perpendiculars – forward and after ends of the length. The forward perpendicular shall coincide with the foreside of the stem on the waterline on which the length is measured.

Primary fenders – fenders which are sufficiently large to absorb the energy of berthing and sufficiently wide to prevent contact between ships.

Port – a place or geographical area that is equipped to provide service to ships.

IBC Code - the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, adopted by IMO Resolution MEPC.19(22).

IGC Code - the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, adopted by IMO Resolution MEPC.5(48), most recently amended by MSC.30(61).

IMDG Code – the International Maritime Dangerous Goods Code, adopted by the IMO by Resolution MSC.122(75).

IMO - the International Maritime Organization.

Shipboard incineration – the incineration of wastes or other matter on board a ship, if such wastes or other matter were generated during the normal operation of that ship. Incineration also includes all thermal destruction of waste generated during normal operation of a ship and incineration of sewage sludge and sludge oil and other waste in auxiliary boilers.

Shipboard incinerator – a shipboard facility designed for the primary purpose of thermal destruction of waste

Industrial handling of fish – preparation of fish and crustaceans, which includes further handling such as packaging, freezing or preservation.

Chemical tanker – ship constructed or adapted primarily to carry a cargo of noxious liquid substances in bulk, and includes an oil tanker as referred to in Chapter 4, Section 4 when carrying a cargo or part cargo of noxious liquid substances in bulk.

Combination carrier – a ship designed to carry either oil or solid cargoes in bulk.

Cargo residues – the remnants of any cargo material on board in cargo holds or tanks which remain after unloading procedures and cleaning operations are completed and shall include loading/unloading excesses and spillage.

Lightering – transfer of oil and oil products as covered by Chapters 4-6 of these provisions.

Length (L) – 96% of the total length on a waterline at 85% of the least moulded depth measured from the top of the keel, or the length from the foreside of the stem to the axis of the rudder stock on that waterline if that be greater . In ships designed with a rake of keel the waterline on which this length is measured shall be parallel to the designed waterline. The length shall be measured in metres.

Bilge water separator – facility designed to produce a discharge with an oil content not exceeding 15 ppm.

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Lightweight – the displacement of a ship in metric tonnes without cargo, bunker oil, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, passengers. crew and their effects.

MARPOL 73/78 — the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, as in force.

Amidships – the middle of the length.

Instantaneous rate of discharge of oil content – the rate of discharge of oil litres per hour at any instant divided by the speed of the ship in knots at the same instant.

A similar stage of construction – the stage at which:a) construction identifiable with a specific ship begins, andb) assembly of that ship has commenced comprising at least 50 tonnes or one percent of the

estimated mass of all structural material, whichever is less.

Receiving ship – a ship which receives bunkers from another ship.

Reception facility – a fixed, floating or mobile facility designed for taking care of waste.

Nearest land – the baseline from which the territorial sea of the territory in question is established in accordance with international law, except that the distance from the nearest land of the north eastern coast of Australia shall be calculated from a line drawn from a point on the coast of Australia in latitude 11°00'S, longitude 142°08'E to a point in latitude 10°35'S, longitude 141°55'E, thence to a point in latitude 10°00'S, longitude 142°00'E, thence to a point in latitude 9°10'S, longitude 143°52'E, thence to a point in latitude 9°00'S, longitude 144°30'E, thence to a point in latitude 10°41'S, longitude 145°00'E, thence to a point in latitude 13°00'S, longitude 145°00'E, thence to a point in latitude 15°00'S, 1ongitude 146°00'E, thence to a point in latitude 17°30'S, longitude 147°00'E, thence to a point in latitude 21°00'S, longitude 152°55'E, thence to a point in latitude 24°30'S, longitude 154°00'E, thence to a point on the coast of Australia in latitude 24°42'S, longitude 153°15'E.

NOx Technical Code - Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel Engines – rules for testing, measurement, inspection and certification of diesel engines with regard to NOx emissions.

Oil – petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products (other than petrochemicals which are classed as noxious liquid chemicals in bulk in accordance with Chapter 5 of these provisions),

and, without limiting the generality of the foregoing, includes the substances listed in MARPOL 73/78, Annex 1, Appendix 1.

Oily mixture – a mixture containing oil.

Oily bilge water – bilge water with an oil content greater than 15 ppm.

Oil cargo residues – cargo residues arising after cleaning an oil tanker’s cargo tanks and cargo pump rooms and cargo residues in drip pans.

Oil-like substances – substances listed in MARPOL 73/78, Unified Interpretations of Annex II, point 7.

Oil tanker – a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes combination carriers and any chemical tanker as defined in Part II Chapter 5, Section 3 and gas tanker as defined in SOLAS 74 Chapter II-1, Regulation 3.20 when carrying a cargo or part cargo of oil in bulk.

Oil tanker delivered on or before 1 June 1982:a) an oil tanker for which the building contract was placed on or before 1 June 1979, orb) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction

before 1 January 1980, orc) the delivery of which is on or before 1 June 1982, ord) which has undergone a major conversion:

- for which the contract is placed on or before 1 June 1979, or- in the absence of a contract, the construction work of which is begun on or before 1 January 1980, or- which is completed on or before 1 June 1982.

Oil tanker delivered after 1 June 1982:a) an oil tanker for which the building contract is placed after 1 June 1979, orb) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction after 1 January 1980, orc) the delivery of which is after 1 June 1982, ord) which has undergone a major conversion:

- for which the contract is placed after 1 June 1979, or- in the absence of a contract, the construction work of which is begun after 1 January 1980, or- which is completed after 1 June 1982.

Oil tanker delivered before 6 July 1996:a) oil tanker for which the building contract is placed before 6 July 1993, orb) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction before 6 January 1994, or

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c) the delivery of which is before 6 July 1996, ord) which has undergone a major conversion:

- for which the contract is placed before 6 July 1993, or- in the absence of a contract, the construction work of which is begun before 6 January 1994, or- which is completed before 6 July 1996.

Oil tanker delivered on or after 6 July 1996:a) an oil tanker for which the building contract was placed on or after 6 July 1993, orb) in the absence of a building contract, the keel of which is laid or which is at a similar

stage of construction on or after 6 January 1994, orc) the delivery of which is on or before 6 July 1996, ord) which has undergone a major conversion:

- for which the contract is placed on [or after] 6 July 1993, or- in the absence of a contract, the construction work of which is begun on or after 6 January 1994, or- which is completed on or after 6 July 1996.

Oil tanker delivered on or after 1 February 2002:a) an oil tanker for which the building contract was placed on or after 1 February 1999, orb) in the absence of a building contract, the keel of which is laid or which is at a similar

stage of construction on or after 1 August 1999, orc) which is delivered on or after 1 February 2002, ord) which has undergone a major conversion:

- for which the contract is placed on or after 1 February 1999, or- in the absence of a contract, the construction work of which is begun on or after 1 August 1999, or- which is completed on or after 1 February 2002.

Ozone depleting substances – substances which are subject to the Order (2002:187) on substances which deplete the ozone layer.

Permeability of a space – the ratio of the volume within that space which is assumed to be occupied by water to the total volume of that space.

ppm – parts per million.

Product oil tanker – oil tanker used to transport oil other than crude oil.

Clean ballast water:a) Ballast water in a tank which since oil was last carried therein has been so cleaned that

ballast therefrom if it were discharged from a ship when stationary into clean calm water on a clear day would not produce visible traces of oil on the surface of the water or upon adjoining shorelines or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines.

If the ballast is discharged through an approved oil discharge monitoring and control system, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15 ppm shall be determinative that the ballast was clean, notwithstanding the presence of visible traces.

b) Ballast water taken into a tank which since it was last used to transport a cargo containing a category A, B, C or D substance has been thoroughly cleaned, whereupon the residues so arising were deposited ashore and/or discharged and the tank was emptied in accordance with these provisions.

Clean bilge water – bilge water with an oil content of 15 ppm or less.

Spaces and surfaces in ships – spaces and surfaces classed as moulded lines.

Crude oil – any liquid hydrocarbon mixture occurring naturally in the Earth, whether or not it has been treated to be made suitable for transport, and containing

1. crude oil from which certain distillation fractions may have been removed and2. crude oil to which certain distillation fractions may be been added.

Crude oil tanker – oil tanker used to transport crude oil.

Segregated ballast – the ballast water introduced into a tank which is completely separated from the cargo oil and bunker oil system and which is permanently allocated to the carriage of ballast or cargoes other than oil or noxious substances, including noxious liquid substances.

Noxious liquid substance – substance listed in the pollution category column (category A, B, C, or D) in Chapter 17 or 18 of the IBC Code or which is provisionally classified as belonging to category A, B, C or D in accordance with Chapter 9, Section 6.

Slop tank – a tank specifically designated for the collection of tank drainings, tank washings and other oily mixtures or other residues of noxious liquid substances.

Sludge – ship-generated waste in the form of oil residues originating in a ship’s engine room.

SOx emission control area – area for which there are provisions in existence for the prevention, reduction and control of air pollution from sulphur oxides (SOx) and its attendant adverse impacts on land and sea areas. SOx emission control areas are listed in Chapter 13 of these provisions.

Tank – an enclosed space which is formed by the permanent structure of a ship and which is designed for the carriage of liquid in bulk.

Tanker – a chemical tanker or oil tanker.

Sewage – sewage means1. drainage and other wastes from any form of toilets and urinals,

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2. drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and scuppers located in such premises,

3. drainage from spaces containing live animals, or4. other waste waters when mixed with the drainage defined under 1-3 above,

Holding tank - a tank used for the collection and storage of sewage.

Emission – any release of substances subject to these provisions from ships into the atmosphere or sea, such as discharge, purging, spillage, leakage, discharge from pumps, dispersion or emptying.

Wing tank – any tank adjacent to the side shell plating.

Major conversion – a conversion of an existing ship:- which substantially alters the dimensions or carrying capacity of the ship, or- which changes the type of the ship, or- the intent of which, in the opinion of the Swedish Maritime Administration, is substantially to prolong its life, or- which otherwise so alters the ship that if it were a new ship, it would become subject to the relevant requirements of these provisions not applicable to it as an existing ship.

However, modification of an oil tanker which was delivered on or before 1 June, 1982 having at least 20 000 tonnes deadweight, and which was modified to comply with Chapter 6, Sections 1-14 shall not be regarded as having undergone a major conversion. The same shall apply to modification of an oil tanker which was delivered before 6 July 1996 with a view to complying with Section 15.

Baltic Sea Area – the entire area of water in the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.8'N.

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Annex 2

Application for exemption from the mandatory delivery of waste from ships engaged on regular routes.

SWEDISH MARITIME ADMINISTRATION

Application for exemption from the mandatory delivery of waste from ships engaged on regular routes

In accordance with the Swedish Maritime Administration’s administrative provisions (SJÖFS 1985:19), ships shall deliver their waste to a port reception facility before leaving the port. Exemption from the mandatory delivery of waste may be granted to ships engaged on regular routes. There must also be a special agreement with the port or other waste receiver concerning the receipt of the waste. In addition, the ship shall have adequate capacity to retain the waste on board until its delivery.

Details of the owner and the ship

Name of ship Flag State

Signal letters IMO number

Owner and address Telephone, Fax, Email

The ship navigates the following ports on regular routes and seeks exemption from the mandatory delivery of waste in the ports/terminals marked with a cross

Port/Terminal Country Exempt (X)

1.

2.

3.

4.

Undertakings with which a waste reception agreement has been concluded, the port at which the waste will be delivered and the types of waste to which the agreement applies

Undertaking (name, address and telephone number)

Port

Type of waste to which the agreement applies (mark with cross)

[] oil residues from machinery spaces

[] sewage [] garbage

Copy of agreementA copy of the agreement with a waste receiver and/or a receiving port shall be enclosed. It shall be confirmed that the waste receiver has a licence to transport the waste.

SignatureThe applicant declares that the above information is correct and that the ship’s waste is delivered to the agreed undertaking or port in accordance with this application:

Place and date Signature of authorised signatory

Print name

Original shall be sent to the Maritime Safety Inspectorate, 601 78 Norrköping, Sweden

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Annex 3

Notification of the delivery of waste from ships

SWEDISH MARITIME ADMINISTRATION

Notification of the delivery of waste from ships

Information to be notified to (port) ____________________ prior to arrival:

Note that in Sweden the delivery to a reception facility ashore of all ship-generated waste that is not discharged at sea is mandatory.

1. Name of ship:___________ Call signal: __________ IMO number: _____________2. Flag State: _________________________3. Estimated arrival (date and time): __________________________4. Estimated departure (date and time): ________________________5. Previous port: _________________________6. Next port: _____________________________7. Port where waste was most recently delivered and date of delivery: ______________8. The ship intends to deliver all [ ] part [ ] none [ ] of its waste to the reception

facility at the port.9. Type and quantity of waste and cargo residues which are to be delivered and/or

retained on board:

If you deliver all of the waste, complete the second column only.If you deliver part or none of the waste, complete all columns.

Type Waste to be delivered (m3)

Maximum storage capacity for waste in spaces designed therefor (m3)

Quantity of waste retained on board (m3)

Port at which the remaining waste will be delivered

Estimated quantity of waste which will be generated between notification and the next port (m3)

1. Waste oilSludgeBilge waterOther (please specify)2. GarbageFood wastesPlasticsOther (please specify)3. Sewage4. Cargo-related waste (please specify)5. Cargo residues (please specify)

I declare that the above information is correct and that there is sufficient storage capacity in spaces on board designed for the purpose to retain all waste generated until the next port where the waste shall be delivered.

Date: ____________ Time: ____________ Signature: __________________

Annex 4

Bunkering checklistBunkering Checklist

This checklist should be filled in before a ship receives bunkers from a bunker ship.

Name of bunker ship: …………………………….. Name of receiving ship: ……………………..

Place of bunkering: ………………………….. Date of bunkering: …………………………..

Estimated time of start: ……………………… Estimated time of completion: ……………….

For an affirmative answer, please tick the appropriate box [] Bunker ship

Receiving ship

Remarks

1. Has permission for bunkering been obtained from the relevant authority? [ ] [ ]

2. Do the receiving ship and the bunker ship accept the area for the bunkering operation taking into account weather conditions and weather forecast?

[ ] [ ]

3. Is the area outside normal shipping traffic? [ ] [ ]

4. Is the receiving ship safe at anchor? [ ]

5. Has a mooring plan been agreed, and is the mooring of the ships carried out in accordance with this plan?

[ ] [ ]

6. Are the primary fenders in their proper positions along the hull of the bunker ship and are secondary fenders, if required, in place?

[ ]

7. Are safe communications via VHF radios agreed? [ ] [ ]

8. Are all scuppers affected by the bunkering operation closed on board the receiving ship and the bunkering ship?

[ ] [ ]

9. Are the hoses for the bunkering operations tested during the last four month period and are they in good condition?

[ ] [ ]

10. Are the receiving tanks sounded and is the quantity to be transferred agreed? [ ] [ ]

11. Are the valves on board the receiving ship set to their right position? [ ]

12. Are the bunkering hoses satisfactorily connected on board both ships? [ ] [ ]

13. Are spill trays of adequate size in place on board both ships? [ ]

14. Are blind flanges for use after disconnection of hoses available [ ] [ ]

15. Is the maximum pump rate and topping up pump rate agreed by the responsible officers on both ships?

[ ] [ ]

16. Is the responsible person instructed and on watch close to the emergency stop on the bunkering ship?

[ ]

17. Is equipment readily available to combat minor oil spills at sea? [ ]

18. Is an overall contingency plan available and is the correct contact point ashore for oil pollution incidents checked?

[ ] [ ]

19. Are navigational signals, indicating bunkering operations, displayed? [ ] [ ]

Tank number Oil quality Tank volume Remaining volume Quantity to fill Pump rate Topping up rate

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For the bunkering shipI have checked all the items of the checklist and have satisfied myself that the entries, to the best of my knowledge are correct. I have also taken measures for repeated checks whenever necessary.

Date:……………………….Signature:………………….

For the receiving shipI have checked all the items of the checklist

and have satisfied myself that the entries, to the best of my knowledge are correct. I have also taken measures for repeated checks whenever necessary.

Date:……………………….Signature:………………….

Ship Engineering Unit Handler, direct lineUlrika Borg, +46 (0)11-19 14 [email protected]

Date16/07/2004

Your date

Our ref.010202-04-16647

Your ref.

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As per consultation letter distribution list

Impact assessment relating to the revision of the Swedish Maritime Administration’s Administrative provisions for the prevention of pollution from ships

IntroductionThe Order (1980:789) on measures to prevent pollution from ships authorises the Swedish Maritime Administration to issue administrative provisions on measures to prevent pollution from ships. The administrative provisions presently proposed constitute a revision of the Swedish Maritime Administration’s existing administrative provisions whereby the amendments to the administrative provisions which have arisen over the years are being consolidated with the aim of making the legislation more user-friendly. The revision furthermore transposes new international and regional provisions. The existing administrative provisions are primarily to be found in the Swedish Maritime Administration’s Decree concerning measures for the prevention of water pollution caused by ships (SJÖFS 1985:19) and apply, where not specified otherwise, to all ships except recreational craft. When the new administrative provisions enter into force SJÖFS 1985:19 will cease to be valid.

The administrative provisions are based on provisions for the prevention of pollution from ships in the International Convention for the Prevention of Pollution from Ships, MARPOL 73/78. The convention is divided into 6 “annexes.” The first annex (I) governs oil; the second (II) governs noxious liquid substances in bulk; the third (III) governs harmful substances in packaged form; the fourth (IV) governs sewage; the fifth (V) governs garbage and the sixth (VI) governs air pollution from ships. The regulations in MARPOL 73/78 were drawn up within the International Maritime Organisation (IMO). The Swedish Maritime Administration took part in this work and has also consulted with other authorities and organisations affected. Certain of the industry’s international bodies also have the possibility of directly participating in the discussions in the IMO. They do not have the right to vote, however. Sweden has ratified all six annexes of MARPOL 73/78. This means that the provisions of all six annexes must be transposed into Swedish law and this takes place

Postal address

Visiting address Tel Fax Email:

601 78 NORRKÖPINGSweden

Östra Promenaden 7 +46 (0)11-19 10 00

+46 (0)11-23 99 34

[email protected]

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on the basis of the Swedish Maritime Administration’s administrative provisions.

The proposed revision of SJÖFS 1985:19 also consolidates or else transposes provisions from European Parliament and Council Directives and Regulations and regional provisions through the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, HELCOM, Annex IV. Regulations of the European Parliament and Council are directly valid as Swedish law and thus the wording of the same need not be repeated, whilst Directives generally have to be transposed into Swedish legislation by, for example, administrative provisions from the Swedish Maritime Administration. The Swedish Maritime Administration attempts to influence the content of European Union legislation concerning shipping matters in the same way as it does within the IMO. The Helsinki Commission produces “HELCOM Recommendations” within the framework of the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area which pertain, inter alia, to environmental issues which impact on shipping. These Recommendations generally follow the content of MARPOL 73/78 and they are transposed into Swedish law by the administrative provisions of the Swedish Maritime Administration.

There follows below an overview of which conventions, which Directives and Regulations of the European Parliament and of the Council and which HELCOM Recommendations form the basis of the revised administrative provisions.

ConventionsInternational Convention for the Prevention of Pollution From Ships, MARPOL 73/78.

Directives and Regulations of the European Parliament and of the Council1. Directive 2000/59/EC of the European Parliament and of the Council on port reception facilities for ship-generated waste and cargo residues,2. Regulation (EC) No 782/2003 of the European Parliament and of the Council on the prohibition of organotin compounds on ships,3. Regulation (EC) No 417/2002 of the European Parliament and of the Council on the accelerated phasing-in of double hull or equivalent design requirements for single hull oil tankers,4. Regulation (EC) No 1726/2003 of the European Parliament and of the Council amending Regulation (EC) No 417/2002 on the accelerated phasing-in of double-hull or equivalent design requirements for single-hull oil tankers,

HELCOM RecommendationsHELCOM Recommendations have been implemented in the administrative provisions to the extent deemed necessary for Swedish purposes. Among the HELCOM Recommendations which have been implemented are those which make up the “Baltic Strategy” – a package of measures and a plan of action encompassing uniform rules and a consequent

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fee system for the reception of all types of waste occurring on board vehicles and which it is forbidden to release.

General guidanceGeneral guidance is sometimes given in the Swedish Maritime Administration’s administrative provisions. The aim of this guidance is to give clarification and guidance about occurrences which are not regulated by law but which the Administration would like to be observed.

What happens if regulation does not take place?The aim of the administrative provisions is to prevent water and air pollution from ships, with the exception of recreational craft which are not covered by these administrative provisions. The consequences of the discharge of, for example, oil or noxious chemicals can be great for the environment and the draft administrative provisions protect against such effects.

Provisions relating to pollution from shipping requires constant updating since technical solutions are being developed all the time and more and more noxious substances are being transported. In order to encourage the development to continue, it is important that the regulations should leave room for the development of new techniques, which requires both the authorities and the industry to be engaged in matters pertaining to the prevention of pollution from shipping.

Alternative solutions?The draft amendments provide for complete compliance with the current international legislation which Sweden has bound itself to follow. This means that there is no possibility of finding alternative solutions.

Impact assessment

Change of structure in the administrative provisionsThe Swedish Maritime Administration’s draft revised Administrative provisions on the prevention of pollution from ships has been divided into four parts, I-IV. Each part is divided in turn into a number of chapters. The international rules have been adapted, i.e. they are divided into chapters and paragraphs in the same way as for previous Swedish Maritime Administration administrative provisions. The chapters of the administrative provision mainly follow the annexes of MARPOL 73/78, but with the addition of two chapters for areas not regulated by MARPOL 73/78 – lightering and bunkering and special measures for ships which operate on Lake Mälaren, the Trollhätte canal and Lake Vänern.

In order to facilitate the adaptation of the draft administrative provisions cross-references to the MARPOL 73/78 regulations have been introduced as footnotes. It should be noted that the footnotes in Part II, Chapters 4-6, refer to the draft of Annex I of MARPOL 73/78 which is currently under revision and is expected to enter into force on 1 January 2007. Where it has been deemed necessary to clarify

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the origin of provisions which have their basis in Regulations and Directives of the European Parliament and of the Council and in the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area, cross-references to these instruments have also been included. It has not yet been decided whether the cross-references to Regulations and Directives of the European Parliament and of the Council and to the 1992 Convention on the Protection of the Marine Environment of the Baltic Sea Area will be left in the finished administrative provision.

Part I, Chapters 1-3, of the revised administrative provisions includes, inter alia, general and introductory provisions as well as details about survey and certification, log books, marine equipment and duty to report. Part I also contains a reference to Regulation (EC) No 782/2003 of the European Parliament and of the Council on the prohibition of organotin compounds on ships, which regulates provisions on surveying and certification of anti-fouling systems on ships pending the entry into force of the International Convention on the Control of Harmful Anti-fouling Systems on Ships.

Part II, Chapters 4-8, comprises regulations concerning the prevention of water pollution by oil. Chapters 4-6 are based on Annex I to MARPOL 73/78. In addition, Chapter 7 states the regulations applying to lightering and bunkering whilst Chapter 8 contains special provisions for ships which operate on Lake Mälaren, the Trollhätte canal and Lake Vänern.

Part III, Chapters 9-12, comprises regulations on the prevention of water pollution other than by oil and is based on Annexes II-V of MARPOL 73/78.

Part IV, Chapter 13, contains regulations concerning air pollution. This part transposes MARPOL 73/78 Annex VI, regulating, inter alia, emissions of sulphur, nitrogen oxides and ozone-depleting gases.

Change of content of the administrative provisionsThe draft amendments made to each chapter are outlined below. The special requirements for Sweden in the existing administrative provisions have, with a few exceptions, been removed from the administrative provisions.

Part I – General provisions

Chapters 1-3 The main material amendments in these chapters consist of new provisions for surveying and certification of those ships which are intended to have an International Air Pollution Prevention certificate (AIPP) and of a reference to provisions on anti-fouling systems which are regulated by European Parliament and Council Regulation (EC) No 782/2003.

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Part II – Water pollution - oil

Chapters 4-6 OilChapters 4-6 are based on Annex I to MARPOL 73/78, relevant parts of Directive 2000/59/EC of the European Parliament and of the Council on port reception facilities for ship-generated waste, while relevant HELCOM Recommendations are also covered by these chapters. These chapters also transpose some new provisions from Annex I which have arisen during the revision of the Annex.

Annex I to MARPOL 73/78 contains a new regulation, which is transposed in the revision of SJÖFS 1985:19, Chapter 6, Section 16, on the protection of pump rooms in oil tankers of 5 000 tonnes deadweight and above constructed on or after 1 January 2007.

Tighter international provisions will apply from 1 January 2005 for bilge water treatment and control systems for ships of more than 400 tonnes gross tonnage, which means that affected ships must meet the requirements of IMO resolution A.393(X), MEPC.(60(33) or MEPC. 107(49). Tighter provisions relating to oil discharge monitoring and control systems will also enter into force internationally. Design and installation of the system shall observe the applicable guidelines in IMO Resolution A.496, A.586(14) or MEPC. 108(49). Transposal takes place in Chapter 5, Section 5 and Chapter 6, Section 50 of the draft administrative provisions, respectively.

Chapter 6, Section 70 in the draft revised administrative provisions transposes new provisions relating to oil tankers of 5 000 tonnes deadweight and above as regards emergency measures in the event of pollution by oil. These ships shall, from 1 January 2007, have prompt access to computerised, shore-based damage stability and residual structural strength calculation programs.

SJÖFS 1985:19 Chapter 2, Section 40 states that oil tankers of 150 tonnes gross tonnage and above and other ships of 400 tonnes gross tonnage and above shall keep an oil record book for machinery space operations (oil record book, part I). This has been amended in the revised administrative provision in accordance with an amendment to MARPOL 73/78 Annex I. Oil record book, part I need only be kept by all ships of 400 tonnes gross tonnage and above.

For information on the new provisions on systems for assessing the condition of the ship (Condition Assessment Scheme - CAS) as well as heavy oils and double hulls for oil tankers, reference is made in Chapter 6, Section 15 of the draft administrative provisions to Regulation (EC) No 417/2002 of the European Parliament and of the Council on the accelerated phasing-in of double hull or equivalent design requirements for single hull oil tankers, amended by Regulation (EC) No 1726/2003 of the European Parliament and of the Council amending Regulation (EC) No 417/2002 on the accelerated phasing-in of double-hull or equivalent design requirements for single-hull oil tankers.

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According to the above-mentioned provisions and in accordance with a stated phasing-out timetable, from 21 October 2003 it will not be permitted for single-hull oil tankers transporting heavy oils to call at ports belonging to Member States of the European Union. This will apply regardless of the flag under which the oil tanker sails. Swedish ships will have to comply with the new provisions on systems for assessing the condition of the ship (CAS) from 5 April 2005.

All special requirements and applications for Sweden present in the current SJÖFS 1985:19 Chapter 2 Oil have been removed from the draft revised administrative provisions. An example is SJÖFS 1985:19 Chapter 2(33) which states that “Ships shall be provided with a collection tank for waste oil and with equipment for the gathering up of oil spills under day tanks, settling tanks and storage tanks for oil and of oil spills under separator units, filters, cocks, shore connections and in other places where oil can leak. The oil spill can be drained into the collection tank.” The special requirement that emergency valves for bilge management in machinery spaces on Swedish ships shall have signs on them bearing the text [in English] “To be opened in emergency only” is being removed.

Chapter 7 Bunkering and lightering of oils and oil products Bunkering and lightering of oil and oil products can, as is the case with all handling of such goods, lead to discharge into the sea unless sufficient precautionary measures have been taken and established regulations are followed. This chapter contains regulations for the safer performance of both bunkering and lightering at sea.

Chapter 7 of the current SJÖFS 1985:19 contains general regulations for the lightering of oil and oil products at sea but does not contain any regulations for bunkering. However, it has been shown through a large number of accidents resulting in discharge that regulations are needed for this activity.

The draft regulations for bunkering have been based primarily on the regulations which have been developed by the oil industry and by ports where bunkering is a common occurrence. These regulations have in turn given rise to HELCOM Recommendation 24/6 "Guidelines on Bunkering Operations and Ship to Ship Cargo Transfer of Oils, subject to Annex I of MARPOL 73/78, in the Baltic Sea Area", which have been followed in the drafting of the proposed new Swedish administrative provisions covering this area.

As far as lightering at sea is concerned, the "Ship to Ship Transfer Guide (Petroleum)" of the international ship-owners and oil industry has long been used. The regulations in this guide are exhaustive so that further operational provisions have not been seen to be necessary.

What is new in the draft administrative provisions, besides the above-mentioned regulations concerning

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bunkering, is that the Swedish Maritime Administration is to give permission for bunkering and lightering, that advance notification to the Administration will be required for the former in individual cases where bunkering takes place in or in the vicinity of shipping lanes, that the latter must always be notified in advance to the Swedish Maritime Administration (formerly to the coast guard), that bunkering and lightering may not take place whilst in motion or where ice may endanger safety and that lightering of heavy oils will only be allowed between tankers equipped with double hulls.

For bunkering and lightering it will be required that both ships involved fill in one or several check-lists which must then be kept on board for a period of two years. A bunkering check-list (see Annex 4) is being introduced in the draft revision of SJÖFS 1985:19.

Chapter 8 Special measures to prevent water pollution from ships operating on Lake Mälaren, the Trollhätte canal and Lake Vänern This chapter consolidates the provisions of SJÖFS 1994:2 which will cease to be valid when the revised administrative provisions come out. No material changes have been introduced. It should be pointed out that this chapter is a special requirement for Sweden.

Part III - Water pollution - miscellaneous

Chapter 9 Noxious liquid substances in bulk MARPOL 73/78 Annex II forms the basis for this chapter. The chapter governs the handling of noxious liquid substances carried in bulk at sea from the point of view of protecting the environment. It contains, inter alia, regulations covering how substances should be classified according to the danger they pose to the environment and under what conditions such substances may be discharged. For detailed provisions relating to the handling of each particular substance reference is made to the IBC code and the BCH code (the latter governing ships built before 1986).

The draft amendments to this chapter are mainly editorial and are therefore not expected to have serious consequences on affected parties.

Chapter 10 Harmful substances in packaged form (marine pollutants)MARPOL 73/78 Annex III forms the basis for this chapter. Some terms and definitions have been changed in order to be adapted to the translation of the IMDG code (International Maritime Dangerous Goods Code) which can be found in the Swedish Maritime Administration’s Administrative provisions and general guidance on the transport of packaged dangerous goods by sea (SJÖFS 2003:15). The detailed administrative provisions relating to handling, packaging, marking, labelling, documentation, stowage etc. of marine pollutants are mainly located in SJÖFS 2003:15. The administrative provisions in SJÖFS 2003:15 are amended every second year as the IMDG code is amended.

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This chapter also contains provisions relating to the notification of the reception of waste in harbours.

The aim of the draft amendments is to clarify the regulations. Harmful substances in packaged form should in principle be handled in the same way as other packaged dangerous goods. The most important thing is that all possible measures are taken to prevent discharge.

Chapter 11 Sewage This chapter transposes the revised Annex IV to MARPOL 73/78 which regulates ships engaged on international voyages, relevant parts of Directive 2000/59/EC of the European Parliament and of the Council on port reception facilities for ship-generated waste, and relevant HELCOM Recommendations, which in the present case primarily govern ships engaged on national voyages with a toilet installed.The main proposed amendment is that Chapter 11, in accordance with Section 1, now covers ships of 400 tonnes gross tonnage and above engaged on international voyages, ships of less than 400 tonnes gross tonnage engaged on international voyages and certified to carry more than 15 persons and ships engaged on national voyages with a toilet installed, regardless of gross tonnage. This is in contrast to Chapter 5 of the current SJÖFS 1985:19 which applies to new Swedish and foreign ships of 200 tonnes and above or less than 200 tonnes gross tonnage, respectively, or which do not have a fixed gross tonnage and which are certified to carry more than 10 persons and also to existing Swedish ships certified to carry more than 100 persons.

According to HELCOM Recommendation 24/8, the regulations now transposed for ships engaged on national voyages with a toilet installed were supposed to enter into force on 1 July 2004. The draft amendments are expected to enter into force at the end of the first quarter or the beginning of the second quarter in 2005, which results in a temporary relaxation for these ships with regard to the new provisions arising from Chapter 11.

A further relaxation introduced in this chapter applies to ships engaged on international voyages for which the keel was laid before 2 October 1983. Such ships only need to be equipped to meet the requirements of Chapter 11 to the extent that it can be seen to be practicable, as laid down in Section 2.

According to the proposed provisions on discharge with regard to comminuted and disinfected sewage, as stated in Chapter 11(5), a distance of three nautical miles from the nearest land will now apply instead of the current 4 nautical miles (SJÖFS 1985:19).

Below follows an outline of the special requirements for Sweden from Chapter 5 Sewage and greywater, SJÖFS 1985:19:

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1. The chapter on sewage no longer covers greywater, while the corresponding Chapter 5 in SJÖFS 1985:19 does cover it. Greywater is not regulated by Annex IV to MARPOL 73/78, Regulations and Directives of the European Parliament and of the Council or by HELCOM Recommendations.

2. The definition of sewage was previously not exactly the same as in MARPOL 73/78 Annex IV. The words “and WC scuppers” are not included in the definition of sewage in MARPOL 73/78 and have been removed.

3. The special requirement in SJÖFS 1985:19 Chapter 5 Section 8(2) that it should be possible to rinse pipelines used for pumping sewage to the shore with sea water has been removed since it was a working environment requirement rather than an environmental requirement.

4. The special requirement in SJÖFS 1985:19 Chapter 5 Section 8(3) and (4) that “ventilation pipes from treatment plants, systems or tanks for sewage shall lead to the open deck” has been removed since it was a working environment requirement rather than an environmental requirement. The same applies to the requirement that “apertures in air pipes shall be located at the greatest possible distance from the apertures to ventilation pipes for freshwater tanks. An overflow to prevent overfilling of the sewage tank shall lead to a greywater tank or other suitable holding tank.”

Chapter 12 Garbage This chapter is based on Annex V to MARPOL 73/78, relevant parts of Directive 2000/59/EC of the European Parliament and of the Council on port reception facilities for ship-generated waste, and relevant HELCOM Recommendations.

The main proposed amendment in this chapter concerns a special requirement for Sweden which has been removed as it is already regulated by Annex V to MARPOL 73/78 through the prohibition on the discharge of garbage including, for example, waste made of plastic. The current SJÖFS 1985:19 Chapter 6 Section 2 states, through an amendment (SJÖFS 2001:15), as point 3 that discharge of garbage, which is not permitted, includes “by-catching of plastic and other non-biodegradable material used in fishing equipment.”

A special requirement for Sweden which has been retained in this chapter is that which in the current SJÖFS 1985:19 is transposed by SJÖFS 2001:15 Chapter 6 Section 2a with the following wording: “Ships engaged in the industrial handling of fish must not discharge fish and crustacean remains within Sweden’s territorial waters and economic zone”. Since large amounts of fish and crustacean remains are thrown overboard in the industrial handling of fish, the above must remain as a special requirement for Sweden. The Maritime Safety Inspectorate has discovered that this is seen as a problem by the National Fisheries Board and by the county administrative boards affected. There is, however, nothing similar in

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MARPOL 73/78 Annex V. For the present, this is being introduced in Chapter 12 Section 7 of the draft administrative provisions.

Chapter 12 Section 14 of the draft amendments reference is made to the latest wording of MARPOL 73/78 Annex V Appendix "Form of Garbage Record Book - Record of Garbage Discharges" for matters concerning the form of the garbage record book. “The latest wording” is currently intended to mean IMO resolution MEPC.116(51) which contains provisions stating that cargo residues should also be recorded in the garbage record book.

Part IV – Air pollution

Chapter 13 Air pollutionThis chapter transposes MARPOL 73/78 Annex VI which will enter into force internationally on 19 May 2005 once 15 states, with greater than 50% of world trade tonnage combined, have ratified the annex. This entry into force will mean, inter alia, that on a global basis the sulphur content in shipping fuel will not be allowed to exceed 4.5%.

The draft provisions in this chapter will, like Annex VI, enter into force on 19 May 2005 and cover the discharge of sulphur through the creation of “SOx emission control areas” within which tougher provisions apply in relation to the sulphur content in the ship’s fuel. It can be seen from this chapter that the Baltic Sea, as the first marine area in the world, will be one of the IMO’s designated “SOx emission control areas” from 16 May 2006. This chapter also covers, inter alia, ozone-depleting substances, nitrogen oxides, volatile organic substances (VOCs), shipboard incineration and provisions for the International Air Pollution Prevention Certificate (IAPP). The Swedish Maritime Administration’s Decree (SJÖFS 1997:1) containing administrative provisions prohibiting the shipboard incineration of ship-generated waste is also consolidated here.

Replacement of administrative provisions currently in forceReference is made to the provisions pursuant to Chapter 13 in the revised administrative provision for information about which statutes will cease to be valid when the draft administrative provisions enter into force.

Entry into forceThese administrative provisions are expected to enter into force at the end of the first quarter or at the beginning of the second quarter in 2005. The new requirements concerning systems for assessing the condition of the ship (CAS) must be met by Swedish ships by 5 April 2005. On condition that the proposed administrative provisions have entered into force beforehand, the whole of Part VI – Air pollution will apply in Sweden when MARPOL Annex IV Annex VI enters into force internationally, which will be on 19 May 2005.

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Who is affected by the administrative provisions?The owners and operators of ships, ships’ crews and consignors and consignees of goods, with the exception of recreational craft. Ports will also be indirectly affected in certain cases.

Are there particular effects on small businesses?The proposed revision of the administrative provisions will affect small businesses in the same way as it will affect large ones.

Measures and costsWhat effect the proposed revision of the administrative provisions will have and what costs will be caused by this for individual companies is hard to predict precisely. There follows a summary of the reduced and increased costs which the Swedish Maritime Administration estimates may occur. It should be pointed out that all costs, with one exception, are based on the international legislation and thus involve some form of reduced competitiveness for Swedish ships. The exception referred to is the equipment requirement made on ships engaged on national voyages with a toilet installed, which is itself based on HELCOM Recommendations and thus affects all states of the Baltic Sea area.

The following may lead to reduced costs.

■ Manual entries in the oil record book, parts I and II may be replaced by recording by technical means in the same way as is permitted for the ship’s log and the engine-room log in accordance with SJÖFS 1996:12 and for the garbage record book in accordance with SJÖFS 1998:6.

■ The fact that oil record book, part I for machinery space operations will only be kept by all ships of 400 tonnes gross tonnage and above instead of by oil tankers of 150 tonnes gross tonnage and above and other ships of 400 tonnes gross tonnage and above, as stated in SJÖFS 1985:19, Chapter 2 Section 40, will involve costs for some shipowners.

■ Ships for which the keel was laid before 2 October 1983 only need to be equipped to meet the requirements of Chapter 11 -Sewage to the extent that it can be seen to be practicable.

The following may lead to increased costs.

■ Oil tankers of 5000 tonnes deadweight or more shall, from 1 January 2007, have prompt access to computerised, shore-based damage stability and residual structural strength calculation programs pursuant to Chapter 6 Section 70. Furthermore, they shall at the same time be equipped with protection of pump rooms in accordance with Chapter 6 Section 16.

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The reference to the “Double hull regulation” in Chapter 6 Section 15 may mean that a ship may need to be phased out earlier than anticipated when the ship was acquired.

The tighter provisions in Chapter 5 Section 5 relating to bilge water treatment and control systems for ships of more than 400 tonnes gross tonnage may mean that new equipment will have to be fitted on certain ships. [Tighter provisions relating to oil discharge monitoring and control systems are also entering into force.]1 This same consequence may also result from the tighter provisions relating to the design and installation of the system pursuant to Chapter 6 Section 50 of the draft regulations.

Equipment requirements made of engaged on national voyages with a toilet installed in accordance with Chapter 11.

Requesting permission for bunkering may lead to extra costs, as may creating a bunkering check-list, performing hydrostatic testing on hoses intended for bunkering and installing devices close to the manifold on the ship to stop the bunkering supply pumps used, pursuant to Chapter 7.

From 19 may 2005 all ships of 400 tonnes gross tonnage and above and all fixed and floating oil platforms engaged on international voyages must have an International Air Pollution Prevention Certificate (IAPP). This will create costs for the installation of cleaning equipment, but these costs will vary depending on the system installed on each ship.

There will be an indirect cost as a result of the reference in Part I Chapter 2 Section 11 to Regulation (EC) No 782/2003 of the European Parliament and of the Council on the prohibition of organotin compounds on ships. According to the Regulation, Swedish ships of 400 tonnes gross tonnage and above must be inspected and certified regardless of what voyages they may be engaged on. Affected ships are to have undergone inspection and been issued with an International Anti-Fouling Certificate by no later than 1 July 2004. Ships of under 400 tonnes gross tonnage with a length of 24 metres or greater have been compelled since 1 July 2003 to have an antifouling system declaration, regardless of where they travel.

All of the above points create increased workloads for the Maritime Safety Inspectorate in connection with, inter alia, the inspection of ships pursuant to the “Double hull regulation” and with monitoring of the International Air Pollution Prevention and International Anti-Fouling certificates. For the last of these the Inspectorate must also, in certain cases, issue the certificate.

1 Translator’s note: Swedish sentence incomplete

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Information campaigns/training requirements Information about the new administrative provisions will need to be disseminated. The most obvious change to the administrative provisions is of an editorial and structural nature rather than being made up of amendments to the factual content. For that reason there will not need to be any special information campaigns covering all of the administrative provisions. On the other hand, it may be necessary to use information campaigns for the parts of the administrative provisions which are completely new, such as for provisions affecting ships engaged on national voyages with a toilet installed - provisions relating to sewage (Chapter 11) and relating to air pollution (Chapter 13), and for special requirements for Sweden which have been removed.

The main training requirement relating to these administrative provisions at the Maritime Safety Inspectorate is to become informed about the revision of the administrative provisions itself and as above.

Resource requirementsThe new administrative provisions will probably not affect the Maritime Safety Inspectorate’s resource requirements. It will be possible for the staff currently working on these issues to meet the increased workloads.

EnvironmentThe aim of the administrative provisions is to prevent pollution arising from ships and thus having an effect on the marine and atmospheric environments.

Consultation with the industry and with other authoritiesAccording to Chapter 9 Section 3 of the Order (1980:789) on measures to prevent pollution from ships, the Swedish Maritime Administration must consult with the National Fisheries Board, the Swedish Armed Forces, the Coast Guard, the Swedish Civil Aviation Authority, the Swedish Environmental Protection Agency, the National Police Board and the Swedish Meteorological and Hydrological Institute on issues relating to administrative provisions which affect each authority pursuant to Section 3. This takes place in conjunction with the draft revision of SJÖFS 1985:19 being sent for external consultation. Consultation with other authorities and affected parts of the industry takes place in the same way.

Documents

Microsoft Word - Utkast för notifiering.doc€¦ · Web view2004 0488 S-- EN----- 20041217 --- --- PROJET Statute Book of the Swedish Maritime Administration The Swedish Maritime