277 



[(b)^^(i) ill oil tankers and combination carriers Itetween 150,000 tons dead- 

 weiglit and 500.000 tons deadweight, tlie draught shall be such as to correspond 

 to not less than [451 per cent and [30] per cent of the full load displacement 

 respectively. (Intermediate values to be linearly interpolated.) 



(ii) in combination carriers between 100,000 tons deadweight and 150,000 tons 

 deadweight the draught shall be such as to correspond to not less than [451 per 

 cent of the full load displacement. 



(ill) in oil tankers and combination carriers greater than 500,000 tons dead- 

 weight, the draught shall be such as to correspond to not less than [30] i>er cent 

 of the full load displacement.] 



(4) Any oil tanker which is not subject to the provisions of Regulation 11(2) 

 of this Annex shall be qualified as a segregated ballast tanker referred to in 

 Regulation 11(1) (a) of this Annex provided that it complies fully with the re- 

 quirements of paragraphs (1), (2) and according to the size, paragraph (3) of 

 this Regulation or the following: In oil tankers (excluding combination carriers) 

 less than [150,0001 tons deadweight and combination carriers le.ss than [100,000] 

 tons deadweight, the capacity of the segregated ballast tanks shall be such as to 

 achieve in the ballast condition a minimum forward draught of [0.025L] ^* and 

 an after draught to ensure adequate propeller and rudder immersion provided 

 that: 



(a) the provisions of paragraph (2) of this Regulation are met: and 

 [(b)^ in no case will the draught be such as to corre.spond to a ballast displace- 

 ment less than [451 per cent of the full load displacement.] 



(5) Where abnormally severe weather conditions render it necessary to carry 

 additional water ballast in oil tanks, such ballast water shall be processed and 

 disposed of in accordance with the requirements of Regulation 15 of this Annex, 

 and entry shall be made in the Oil Record Book referred to in Regulation 21 of 

 this Annex.'^ 



REGULATION 14. — SEGREGATION OF OIL AND WATER BALLAST IN SHIPS OTHER THAN 



OIL TANKERS 



(1) In new ships, other than oil tankers, of not less than [4,0001 tons gross 

 tonnage, no ballast water shall be carried in any oil fuel tank or in any cargo 

 tank which has not been cleaned in compliance with the provisions of Regulation 

 1(16) of this Annex. 



(2) Where abnormal conditions render it necessary to carry ballast water in 

 any oil fuel tank or in any cargo deep tank which has not been cleaned in com- 

 pliance with the provisions of Regulation 1(16) of this Annex, such ballast water 

 shall be disposed of in shore reception facilities or in accordance with the 

 requirements of Regulation 9(b) of this Annex, and an entry shall be made in 

 the [Oil Record Book]. 



(3) Except for oil tankers, new ships of less than [4,000] tons gross tonnage 

 and all existing ships shall comply with the requirements of paragraphs (1) and 

 (2) of this Regulation as far as reasonable and practicable. 



^ The problem with specifying minimum ballast draught levels solely as a function 

 of a principal dimension sucli as length would encourage the development of vessels of 

 unusual proportions, not for operating reasons, but to circumvent the need to provide 

 adequate segregated ballast capacity, i.e. "paragraph ships". Admittedly, calling out mini- 

 mum ballast levels as a function of displacement or deadweight has its pitfalls. It is also 

 admitted that to perhaps be able to call out the segregated ballast level simply in terms 

 of draught would be optimum but only if one can develop a required ballast draught as 

 a function of certain parameters or combinations thereof, icithout giving incentive to 

 minimize segregated levels below those considjered necessary. For example it may be the 

 ballast draught can be expressed in terms of such parameters as L/D, L/d, propeller 

 diameter divided by draught, etc. such that the development of "paragraph ships"' can be 

 obviated. This development remains to he done. 



2« Some delegations suggested that provisions should be included in this Regulation for 

 sealing the valves for ballast water pipes to cargo oil tanks, so that whenever these valves 

 were used to carry additional ballast in cargo oil tanks in exceptional circumstances, the 

 broken seals may be taken as an indication that such cargo oil tanks had contained the 

 ballast water contaminated with oil. 



