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Chapter 3 - Requirements for machinery spaces of all ships

Part A- Construction

Regulation 12
Tanks for oil residues (sludge)

1 Every ship of 400 gross tonnage and above shall be provided with a tank or tanks of adequate
capacity, having regard to the type of machinery and length of voyage, to receive the oil residues (sludge)
which cannot be dealt with otherwise in accordance with the requirements of this Annex, such as those
resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces.

SEE INTERPRETATION 15.1 AND 15.2

2 Piping to and from sludge tanks shall have no direct connection overboard, other than the standard
discharge connection referred to in regulation 13.

SEE INTERPRETATION 16

3 In ships delivered after 31 December 1979, as defined in regulation 1.28.2, tanks for oil residues
shall be designed and constructed so as to facilitate their cleaning and the discharge of residues to
reception facilities. Ships delivered on or before 31 December 1979, as defined in regulation 1.28.1, shall
comply with this requirement as far as is reasonable and practicable.

SEE INTERPRETATION 17.1

Regulation 12A
Oil fuel tank protection

1 This regulation shall apply to all ships with an aggregate oil fuel capacity of 600 m3 and above
which are delivered on or after 1 August 2010, as defined in regulation 1.28.9 of this Annex.

2 The application of this regulation in determining the location of tanks used to carry oil fuel does not
govern over the provisions of regulation 19 of this Annex.

3 For the purpose of this regulation, the following definitions shall apply:

.1 Oil fuel means any oil used as fuel oil in connection with the propulsion and auxiliary
machinery of the ship in which such oil is carried.

.2 Load line draught (dS) is the vertical distance, in metres, from the moulded baseline at mid-
length to the waterline corresponding to the summer freeboard draught to be assigned to the ship.

.3 Light ship draught is the moulded draught amidships corresponding to the lightweight.

.4 Partial load line draught (dP) is the light ship draught plus 60% of the difference between
the light ship draught and the load line draught dS. The partial load line draught (dp) shall be
measured in metres.

.5 Waterline (dB) is the vertical distance, in metres, from the moulded baseline at mid-length
to the waterline corresponding to 30% of the depth DS.

.6 Breadth (BS) is the greatest moulded breadth of the ship, in metres, at or below the deepest
load line draught (dS).
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.7 Breadth (BB) is the greatest moulded breadth of the ship, in metres, at or below the
waterline (dB).

.8 Depth (DS) is the moulded depth, in metres, measured at mid-length to the upper deck at
side. For the purpose of the application, “upper deck” means the highest deck to which the
watertight transverse bulkheads except aft peak bulkheads extend.

.9 Length (L) means 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 (L) shall be
measured in metres.

.10 Breadth (B) means the maximum breadth of the ship, in metres, 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.

.11 Oil fuel tank means a tank in which oil fuel is carried, but excludes those tanks which would
not contain oil fuel in normal operation, such as overflow tanks.

.12 Small oil fuel tank is an oil fuel tank with a maximum individual capacity not greater than 30
m3.

.13 C is the ship’s total volume of oil fuel, including that of the small oil fuel tanks, in m3, at 98%
tank filling.

.14 Oil fuel capacity means the volume of a tank in m3, at 98% filling.

4 The provisions of this regulation shall apply to all oil fuel tanks except small oil fuel tanks, as
defined in 3.12, provided that the aggregate capacity of such excluded tanks is not greater than 600 m3.

5 Individual oil fuel tanks shall not have a capacity of over 2,500 m3.

6 For ships, other than self-elevating drilling units, having an aggregate oil fuel capacity of 600 m3
and above, oil fuel tanks shall be located above the moulded line of the bottom shell plating nowhere less
than the distance h as specified below:

h = B/20 m or,

h = 2.0 m, whichever is the lesser.

The minimum value of h = 0.76 m

In the turn of the bilge area and at locations without a clearly defined turn of the bilge, the oil fuel
tank boundary line shall run parallel to the line of the midship flat bottom as shown in Figure 1.
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Figure 1 - Oil fuel tank boundary lines for the purpose of paragraph 6

7 For ships having an aggregate oil fuel capacity of 600 m3 or more but less than 5,000 m3, oil fuel
tanks shall be located inboard of the moulded line of the side shell plating, nowhere less than the distance
w which, as shown in Figure 2, is measured at any cross-section at right angles to the side shell, as
specified below:

w = 0.4 + 2.4 C/20,000 m

The minimum value of w = 1.0 m, however for individual tanks with an oil fuel capacity of less than
500 m3 the minimum value is 0.76 m.

8 For ships having an aggregate oil fuel capacity of 5,000 m3 and over, oil fuel tanks shall be located
inboard of the moulded line of the side shell plating, nowhere less than the distance w which, as shown in
Figure 2, is measured at any cross-section at right angles to the side shell, as specified below:

w = 0.5 + C/20,000 m or

w = 2.0 m, whichever is the lesser.

The minimum value of w = 1.0 m

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Figure 2 - Oil fuel tank boundary lines for the purpose of paragraphs 7 and 8

9 Lines of oil fuel piping located at a distance from the ship’s bottom of less than h, as defined in
paragraph 6, or from the ship’s side less than w, as defined in paragraphs 7 and 8 shall be fitted with
valves or similar closing devices within or immediately adjacent to the oil fuel tank. These valves shall be
capable of being brought into operation from a readily accessible enclosed space the location of which is
accessible from the navigation bridge or propulsion machinery control position without traversing exposed
freeboard or superstructure decks. The valves shall close in case of remote control system failure (fail in a
closed position) and shall be kept closed at sea at any time when the tank contains oil fuel except that
they may be opened during oil fuel transfer operations.

10 Suction wells in oil fuel tanks may protrude into the double bottom below the boundary line defined
by the distance h provided that such wells are as small as practicable and the distance between the well
bottom and the bottom shell plating is not less than 0.5 h. 11 Alternatively to paragraphs 6 and either 7 or
8, ships shall comply with the accidental oil fuel outflow performance standard specified below:

.1 The level of protection against oil fuel pollution in the event of collision or grounding shall be
assessed on the basis of the mean oil outflow parameter as follows:

OM < 0.0157-1.14E-6·C 600 m3 ” C < 5,000 m3

OM < 0.010 C • 5,000 m3

Where OM = mean oil outflow parameter;

C = total oil fuel volume.

.2 The following general assumption shall apply when calculating the mean oil outflow
parameter:

.1 the ship shall be assumed loaded to the partial load line draught dP without trim or
heel;

.2 all oil fuel tanks shall be assumed loaded to 98% of their volumetric capacity;
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.3 the nominal density of the oil fuel (ȡn) shall generally be taken as 1,000 kg/m3. If the
density of the oil fuel is specifically restricted to a lesser value, the lesser value may be
applied; and

.4 for the purpose of these outflow calculations, the permeability of each oil fuel tank
shall be taken as 0.99, unless proven otherwise.

.3 The following assumptions shall be used when combining the oil outflow parameters:

.1 The mean oil outflow shall be calculated independently for side damage and for
bottom damage and then combined into a non-dimensional oil outflow parameter OM, as
follows:

OM = (0.4 OMS + 0.6 OMB) / C

where:

OMS = mean outflow for side damage, in m3

OMB = mean outflow for bottom damage, in m3

C = total oil fuel volume.

.2 For bottom damage, independent calculations for mean outflow shall be done for 0
m and 2.5 m tide conditions, and then combined as follows:

OMB = 0.7 OMB(0) + 0.3 OMB(2.5)

where:

OMB(0) = mean outflow for 0 m tide condition, and

OMB(2.5) = mean outflow for minus 2.5 m tide condition, in m3.

.4 The mean outflow for side damage OMS shall be calculated as follows:

where:

i = represents each oil fuel tank under consideration;

n = total number of oil fuel tanks;

PS(i) = the probability of penetrating oil fuel tank i from side damage,
calculated in accordance with paragraph 11.6 of this regulation;

OS(i) = the outflow, in m3, from side damage to oil fuel tank i, which is
assumed

equal to the total volume in oil fuel tank i at 98% filling.

.5 The mean outflow for bottom damage shall be calculated for each tidal condition
as follows:
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.1

where:

i = represents each oil fuel tank under consideration;

n = total number of oil fuel tanks;

PB(i) = the probability of penetrating oil fuel tank i from bottom damage,
calculated in accordance with paragraph 11.7 of this regulation;

OB(i) = the outflow from oil fuel tank i, in m3, calculated in accordance with
paragraph 11.5.3 of this regulation; and

CDB(i) = factor to account for oil capture as defined in paragraph 11.5.4.

.2

where:

i, n, PB(i) and CDB(i) = as defined in subparagraph .1 above

OB(i) = the outflow from oil fuel tank i, in m3, after tidal change.

.3 The oil outflow OB(i) for each oil fuel tank shall be calculated based on pressure
balance principles, in accordance with the following assumptions:

.1 The ship shall be assumed stranded with zero trim and heel, with the
stranded draught prior to tidal change equal to the partial load line draught dP.

.2 The oil fuel level after damage shall be calculated as follows:

where: hF = the height of the oil fuel surface above Zl, in m;

tC = the tidal change, in m. Reductions in tide shall be expressed

as negative values;

Zl = the height of the lowest point in the oil fuel tank above the
baseline, in m;

ȡS = density of seawater, to be taken as 1,025 kg/m3; and,

ȡn = nominal density of the oil fuel, as defined in 11.2.3.

.3 The oil outflow OB(i) for any tank bounding the bottom shell plating shall be
taken not less than the following formula, but no more than the tank capacity:
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OB(i) = HW. A

where:

HW = 1.0 m, when YB = 0

HW = BB/50 but not greater than 0.4 m, when YB is greater

than BB/5 or 11.5 m, whichever is less

“HW” is to be measured upwards from the midship flat bottom line. In

the turn of the bilge area and at locations without a clearly defined
turn of the bilge, HW is to be measured from a line parallel to the
midship flat bottom, as hown for distance “h” in Figure 1.

For YB values outboard BB/5 or 11.5 m, whichever is less, HW is to be linearly

interpolated.

YB = the minimum value of YB over the length of the oil fuel tank,
where at any given location, YB is the transverse distance between the side
shell at waterline dB and the tank at or below waterline dB.

A = the maximum horizontal projected area of the oil fuel tank up

to the level of HW from the bottom of the tank.
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Figure 3 - Dimensions for calculation of the minimum oil outflow for the purpose of
subparagraph 11.5.3.3

.4 In the case of bottom damage, a portion from the outflow from an oil fuel tank
may be captured by non-oil compartments. This effect is approximated by
application of the factor CDB(i) for each tank, which shall be taken as follows:

CDB(i) = 0.6 for oil fuel tanks bounded from below by non-oil compartments;

CDB(i) = 1 otherwise.

.6 The probability PS of breaching a compartment from side damage shall be calculated as

follows:

.1 PS = PSL . PSV . PST

where:

PSL = (1 - PSf - PSa) = probability the damage will extend into the longitudinal
zone bounded by Xa and Xf;

PSV = (1 - PSu - PSl) = probability the damage will extend into the vertical
zone bounded by Zl and Zu;
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PST = (1 - PSy) = probability the damage will extend transversely beyond the
boundary defined by y;

.2 PSa, PSf, PSu and PSl shall be determined by linear interpolation from the table of
probabilities for side damage provided in 11.6.3, and PSy shall be calculated from the
formulas provided in 11.6.3, where:

PSa = the probability the damage will lie entirely aft of location Xa/L;

PSf = the probability the damage will lie entirely forward of location Xf/L;

PSl = probability the damage will lie entirely below the tank;

PSu = probability the damage will lie entirely above the tank; and

PSy = probability the damage will lie entirely outboard the tank.

Compartment boundaries Xa, Xf, Zl, Zu and y shall be developed as follows:

Xa = the longitudinal distance from aft terminal of L to the aft most point on
the compartment being considered, in m;

Xf = the longitudinal distance from aft terminal of L to the foremost point on

the compartment being considered, in m;

Z1 = the vertical distance from the moulded baseline to the lowest point on
the compartment being considered, in m. Where Zl is greater than DS, Z1 shall be
taken as DS;

Zu = the vertical distance from the moulded baseline to the highest point on
the compartment being considered, in m. Where Zu is greater than DS, Zu shall be
taken as DS; and,

y = the minimum horizontal distance measured at right angles to the

centreline between the compartment under consideration
and the side shell, in m*.

In way of the turn of the bilge, y need not to be considered below a distance h above
baseline, where h is lesser of B/10, 3 m or the top of the tank.

*
For symmetrical tank arrangements, damages are considered for one side of the ship only, in which case all “y”
dimensions are to be measured from that side. For asymmetrical arrangements reference is made to the Explanatory
Notes on matters related to the accidental oil outflow performance, adopted by the Organization by resolution
MEPC.122(52).
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.3 Table of Probabilities for side damage

Xa/L PSa Xf/L PSf Z1/DS PS1 Zu/DS PSu

0,00 0,000 0,00 0,967 0,00 0,000 0,00 0,968
0,05 0,023 0,05 0,917 0,05 0,000 0,05 0,952
0,10 0,068 0,10 0,867 0,10 0,001 0,10 0,931
0,15 0,117 0,15 0,817 0,15 0,003 0,15 0,905
0,20 0,167 0,20 0,767 0,20 0,007 0,20 0,873
0,25 0,217 0,25 0,717 0,25 0,013 0,25 0,836
0,30 0,267 0,30 0,667 0,30 0,021 0,30 0,789
0,35 0,317 0,35 0,617 0,35 0,034 0,35 0,733
0,40 0,367 0,40 0,567 0,40 0,055 0,40 0,670
0,45 0,417 0,45 0,517 0,45 0,085 0,45 0,599
0,50 0,467 0,50 0,467 0,50 0,123 0,50 0,525
0,55 0,517 0,55 0,417 0,55 0,172 0,55 0,452
0,60 0,567 0,60 0,367 0,60 0,226 0,60 0,383
0,65 0,617 0,65 0,317 0,65 0,285 0,65 0,317
0,70 0,667 0,70 0,267 0,70 0,347 0,70 0,255
0,75 0,717 0,75 0,217 0,75 0,413 0,75 0,197
0,80 0,767 0,80 0,167 0,80 0,482 0,80 0,143
0,85 0,817 0,85 0,117 0,85 0,553 0,85 0,092
0,90 0,867 0,90 0,068 0,90 0,626 0,90 0,046
0,95 0,917 0,95 0,023 0,95 0,700 0,95 0,013
1,00 0,967 1,00 0,000 1,00 0,775 1,00 0,000

PSy shall be calculated as follows:

PSy = (24.96 – 199.6 y/ BS) (y/ BS) for y/BS ” 0.05

PSy = 0.749 + {5 – 44.4 (y/ BS – 0.05)} {(y/ BS) – 0.05} for 0.05 < y/ BS < 0.1
PSy = 0.888 + 0.56 ( y/ BS -0.1) for y/ BS • 0.1

PSy is not to be taken greater than 1.

.7 The probability PB of breaching a compartment from bottom damage shall be calculated as

follows:

.1 PB = PBL . PBT . PBV

where:

PBL = (1 – PBf – PBa) = probability the damage will extend into the
longitudinal zone bounded by Xa and Xf;

PBT = (1 – PBp – PBs) = probability the damage will extend into transverse
zone bounded by Yp and Ys; and

PBV = (1 – PBz) = probability the damage will extend vertically above the
boundary defined by z;

.2 PBa, PBf, PBp and PBs shall be determined by linear interpolation from the table of

probabilities for bottom damage provided in 11.7.3, and PBz shall be calculated from
the formulas provided in 11.7.3, where:
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PBa = the probability the damage will lie entirely aft of location Xa/L;

PBf = the probability the damage will lie entirely forward of location Xf/L;

PBp = probability the damage will lie entirely to port of the tank;

PBs = probability the damage will lie entirely to starboard the tank; and

PBz = probability the damage will lie entirely below the tank.

Compartment boundaries Xa, Xf, Yp, Ys and z shall be developed as follows:

Xa and Xf as defined in 11.6.2;

Yp = the transverse distance from the port-most point on the compartment

located at or below the waterline dB, to a vertical plane located BB/2 to starboard of
the ship’s centreline;

Ys = the transverse distance from the starboard-most point on the

compartment located at or below the waterline dB, to a vertical plane located BB/2 to
starboard of the ship’s centreline; and

z = the minimum value of z over the length of the compartment, where, at

any given longitudinal location, z is the vertical distance from the lower point of the
bottom shell at that longitudinal location to the lower point of the compartment at that
longitudinal location.

.3 Table of probabilities for bottom damage

Xa/L PBa Xf/L PBf Yp/BB PBp Ys/BB PBs

0,00 0,000 0,00 0,969 0,00 0,844 0,00 0,000
0,05 0,002 0,05 0,953 0,05 0,794 0,05 0,009
0,10 0,008 0,10 0,936 0,10 0,744 0,10 0,032
0,15 0,017 0,15 0,916 0,15 0,694 0,15 0,063
0,20 0,029 0,20 0,894 0,20 0,644 0,20 0,097
0,25 0,042 0,25 0,870 0,25 0,594 0,25 0,133
0,30 0,058 0,30 0,842 0,30 0,544 0,30 0,171
0,35 0,076 0,35 0,810 0,35 0,494 0,35 0,211
0,40 0,096 0,40 0,775 0,40 0,444 0,40 0,253
0,45 0,119 0,45 0,734 0,45 0,394 0,45 0,297
0,50 0,143 0,50 0,687 0,50 0,344 0,50 0,344
0,55 0,171 0,55 0,630 0,55 0,297 0,55 0,394
0,60 0,203 0,60 0,563 0,60 0,253 0,60 0,444
0,65 0,242 0,65 0,489 0,65 0,211 0,65 0,494
0,70 0,289 0,70 0,413 0,70 0,171 0,70 0,544
0,75 0,344 0,75 0,333 0,75 0,133 0,75 0,594
0,80 0,409 0,80 0,252 0,80 0,097 0,80 0,644
0,85 0,482 0,85 0,170 0,85 0,063 0,85 0,694
0,90 0,565 0,90 0,089 0,90 0,032 0,90 0,744
0,95 0,658 0,95 0,026 0,95 0,009 0,95 0,794
1,00 0,761 1,00 0,000 1,00 0,000 1,00 0,844

PBz shall be calculated as follows:

PBz = (14.5 – 67 z/DS) (z/DS) for z/DS ” 0.1

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PBz = 0.78 + 1.1 {(z/DS -0.1)} for z/DS > 0.1

PBz is not to be taken greater than 1.

.8 For the purpose of maintenance and inspection, any oil fuel tanks that do not border the
outer shell plating shall be located no closer to the bottom shell plating than the minimum value of
h in paragraph 6 and no closer to the side shell plating than the applicable minimum value of w in
paragraph 7 or 8.

12 In approving the design and construction of ships to be built in accordance with this regulation,
Administrations shall have due regard to the general safety aspects, including the need for maintenance
and inspection of wing and double bottom tanks or spaces.

Regulation 13
Standard discharge connection

To enable pipes of reception facilities to be connected with the ship's discharge pipeline for residues from
machinery bilges and from sludge tanks, both lines shall be fitted with a standard discharge connection in
accordance with the following table:

Standard dimensions of flanges for discharge connections

Description Dimension

Outside diameter 215 mm

Inner diameter According to pipe outside diameter
Bolt circle diameter 183 mm
Slots in flange 6 holes 22 mm in diameter equidistantly placed on a bolt circle of the
above diameter, slotted to the flange periphery. The slot width to be
22 mm

Flange thickness 20 mm
Bolts and nuts: quantity, 6, each of 20 mm in diameter and of suitable length
diameter
The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall
be of steel or other equivalent material having a flat face. This flange, together with a gasket of
oil-proof material, shall be suitable for a service pressure of 600 kPa.