Академический Документы
Профессиональный Документы
Культура Документы
MV "VESSEL NAME"
BALLAST WATER
MANAGEMENT
PLAN
......................................................................................
IMO Res.MEPC.127(53
......................................................................................
......................................................................................
All particulars not shown on this document are assumed
to be as per the requirements of the aforesaid texts,
mainly constructional details.
The examination of this document gives rise to remarks
in red.
Hamburg, 11-Sep-2017
[Electronic document]
The plan approval office
BUREAU VERITAS
Stamped document, refer to 1st page
1 Ships Particulars
1
BUREAU VERITAS
Stamped document, refer to 1st page
Guidelines for the Control and Management of Ships Ballast Water to minimise the
Transfer of Harmful Aquatic Organism and Pathogens
International Convention for the Control and Management of Ships Ballast Water and
Sediments
The Plan provides standard operational guidance for the planning and management of ships
ballast water and sediments and describes safe procedures to be followed.
This plan has been checked by the Administration or recognized Classification Society and no
alteration or revision shall be made to any part of it without the prior approval.
Many species of bacteria, plants and animals can survive in a viable form in the ballast water
and sediment carried in ships, even after journeys of several months duration. Subsequent
discharge of ballast water or sediment into the water of Port States may result in the
establishment of harmful aquatic organisms and pathogens which may pose threats to
indigenous human, animal and plant life, and the marine environment.
Although other media have been identified as being responsible for transferring organisms
between geographically separated water bodies, ballast water discharge from ships appears to
have been among the most prominent.
2
BUREAU VERITAS
Stamped document, refer to 1st page
Exchange of ballast water in deep sea is deemed as an acceptable method to reduce the
spreading by harmful organisms.
2.3 Requirements
Several States have already established national standards on ballast water exchange
procedures and have specified the necessary documentation on basis of the IMO Res. A. 868
(20). These procedures have been developed in order to guarantee the formal acceptance of the
quarantine officers.
Common to all states that require Ballast Water Management is the need for ships to report in
advance to the national monitoring Authority, how much ballast water will be on board on
arrival, where it was taken on board and whether ballast exchange has been carried out.
For the demonstration of the correct exchange of ballast water during a voyage an accurate
ballast water log is to be maintained. A suitable model log is attached in the Annex 2 of this
Plan. Even if a ship is not trading in an area where ballast water information is required, it
may later prove worthwhile to have a history of what ballast water has been carried.
The Plan should be kept available for inspection on request by a Port State control officer or
by a quarantine officer.
3
BUREAU VERITAS
Stamped document, refer to 1st page
Obtain all available information in due time before arrival in the next port about cargo
prospects in respect of total quantities and discharging / loading sequence
Determine in accordance with the master whether ballast water exchange is required
and create a step-by-step operational procedure
Supervise the operational procedures during ballast water exchange
Prepare action of the ballast water declaration form prior to arrival in port (this
includes to obtain information of the requirements of the Port Authorities of the next
visiting port)
Maintain the ballast water handling log (incl. Ballast Water Record Book)
Be available in port to assist the Port State control or quarantine officer for any
sampling that may needed to be undertaken
Organise the training for the crew in ballast water exchange procedures.
4
BUREAU VERITAS
Stamped document, refer to 1st page
5
BUREAU VERITAS
Stamped document, refer to 1st page
6
BUREAU VERITAS
Stamped document, refer to 1st page
7
BUREAU VERITAS
Stamped document, refer to 1st page
Capacity
Name Quantity Location
[m/h]
No.1 Ballast Pump 350 1 Engine Room
No.2 Ballast Pump 350 1 Engine Room
Ballast Stripping Ejector 40 1 Engine Room
8
BUREAU VERITAS
Stamped document, refer to 1st page
For more details see Plan Ships air & sounding Piping
Drawing no Q82,24035A,054,024
9
BUREAU VERITAS
Stamped document, refer to 1st page
4.5 Manholes
Tank Name Frame of Location of manhole
no tanks
1 Fore Peak Tank 180 for Platform 9000 Frame 184
Main Deck Frame 185
Main Deck Frame 188
2 Double Bottom Tank No 1B 146-164 Double Bottom Deck Frame 149
Double Bottom Deck Frame 161
3 Wing Tank No. 1B P 146-164 Platform 9000 Frame 159
Platform 9000 Frame 150
4 Wing Tank No. 1B S 146-164 Platform 9000 Frame 159
Platform 9000 Frame 150
5 Double Bottom Tank No 2 P 126-146 Double Bottom Deck Frame 129
Double Bottom Deck Frame 141
6 Double Bottom Tank No 2 S 126-146 Double Bottom Deck Frame 129
Double Bottom Deck Frame 141
7 Wing Tank No. 2 P 126-146 Platform 9000 Frame 139
Platform 6820 Frame 127
8 Wing Tank No. 2 S 126-146 Platform 9000 Frame 139
Platform 6820 Frame 127
9 Double Bottom Tank No 3A P 102-126 Double Bottom Deck Frame 108
Double Bottom Deck Frame 120
10 Double Bottom Tank No 3A S 102-126 Double Bottom Deck Frame 108
Double Bottom Deck Frame 120
11 Wing Tank No. 3A P 102-126 Platform 9000 Frame 106
Platform 9000 Frame 121
12 Wing Tank No. 3A S 102-126 Platform 9000 Frame 106
Platform 9000 Frame 121
13 Double Bottom Tank No 3B P 84-102 Double Bottom Deck Frame 87
Double Bottom Deck Frame 99
14 Double Bottom Tank No 3B S 84-102 Double Bottom Deck Frame 87
Double Bottom Deck Frame 99
15 Wing Tank No. 3B P 84-102 Platform 9000 Frame 85
Platform 9000 Frame 100
16 Wing Tank No. 3B S 84-102 Platform 9000 Frame 85
Platform 9000 Frame 100
17 Double Bottom Tank No 4A P 59- 84 Double Bottom Deck Frame 65
Double Bottom Deck Frame 77
18 Double Bottom Tank No 4A S 59- 84 Double Bottom Deck Frame 65
Double Bottom Deck Frame 77
19 Wing Tank No. 4A P 59- 84 Platform 9000 Frame 65
Platform 9000 Frame 78
20 Wing Tank No. 4A S 59- 84 Platform 9000 Frame 65
Platform 9000 Frame 78
21 Double Bottom Tank No 4B P 41- 59 Double Bottom Deck Frame 44
Double Bottom Deck Frame 56
22 Double Bottom Tank No 4B S 41- 59 Double Bottom Deck Frame 44
Double Bottom Deck Frame 56
23 Wing Tank No. 4B P 41- 59 Platform 9000 Frame 42
Platform 9000 Frame 53
24 Wing Tank No. 4B S 41- 59 Platform 9000 Frame 57
25 After Peak Tank 5- 14
For more detail see Plan Manhole Cover & Small Hatch Cover
Drawing No Q82,24035,052,010
10
BUREAU VERITAS
Stamped document, refer to 1st page
For more details see Plan Ships air & sounding Piping
Drawing no Q82,24035A,054,024
11
BUREAU VERITAS
Stamped document, refer to 1st page
A ballast handling plan (Ballast Water Exchange Sequence) for a voyage with ballast water is
to be prepared in advance, whereby a step by step procedure for the exchange of ballast water
tanks is to be worked out. The Ballast Water Exchange Sequence should be based on the
specific loading condition for which it is intended for.
This pre-planning is necessary in order to maintain safety in case compliance with ballast
water exchange or other ballast water treatment or control options is required.
All Safety Considerations (Chap. 6) and Limitations (Chap. 7) should be taken into account
when preparing the Ballast Water Exchange Sequence.
In general exchange of ballast water should be carried out in a deep sea condition. It is
recommended to perform ballast water exchange at least 200 nm from the nearest land and in
waters at least 200 m in depth, if this is not possible at least 50 nm from the nearest land and
in water at least 200 m in depth or in areas designated by Port State.
If ballast water exchange is not undertaken for any reasons e.g. if the master reasonably
decides that such exchange would threaten the safety or stability of the ship, its crew, or its
passengers because of adverse weather, ship design or stress, equipment failure, or any other
extraordinary condition, then details of the reasons ballast water exchange was not undertaken
are to be recorded in the Ballast Water Record Book. Such a statement will assist the master
when responding to enquiries from a Quarantine Officer.
Commonly only tanks which shall be discharged in the next port are subject to Ballast Water
Management, i.e. only these tanks need to be exchanged with new water in a deep sea
condition.
12
BUREAU VERITAS
Stamped document, refer to 1st page
When loading ballast water, efforts should be made to avoid the uptake of potentially harmful
aquatic organisms, pathogens and sediment that may contain such organisms. The uptake of
ballast water should be minimized or, where practicable, avoided in areas and situation such
as.
In areas identified by the Port State in connection with advice provided by ports
In darkness when organisms may rise up in the water column
In very shallow water
Where propellers may stir up sediment
Where dredging is or recently has been carried out
13
BUREAU VERITAS
Stamped document, refer to 1st page
The Flow-Through Method and the Dilution Method, which are also described below, are to
be understood as additional information only but not applicable to this vessel!
A process by which a ballast tank is first emptied and then refilled with replacement ballast
water to achieve at least 95% volumetric exchange. For this method each ballast tank should
be discharged until suction is lost and stripping pumps or ejectors should be used if possible.
Thus the process requires the removal of very large weights from the ship in a dynamic
situation, and then their replacement.
14
BUREAU VERITAS
Stamped document, refer to 1st page
By using this method the original loading condition is changed which has a major influence on
the stability behaviour, structural strength, visibility and manoeuvrability. In this regard all
Safety Considerations (Chap.6) and Limitations (Chap.7) are to be observed.
A step by step procedure has to be applied, listing the order of processed tanks. For each
exchange step the intermediate loading condition during sequential exchange is to be pre-
calculated.
Special attention should be paid to considerable heeling moments resulting from exchange of
tanks with different volumes or one-sided sequential ballast water exchange. This heel can be
reduced by simultaneous measures like ballast water exchange of an opposite tank or by
counter-filling of another empty tank. In general a heeling angle of 2.0 degree shall not be
exceeded. Thus, the availability of a pair of empty spare tanks could be helpful to successfully
conduct ballast water exchange. This circumstance should be taking into account during the
planning of the ballast water distribution.
A process by which replacement ballast water is pumped into a ballast tank, allowing water to
flow through overflow or other arrangements.
It is recommended by IMO Res.A.868(20) and established by most Port State Authorities that
at least three times of the thank volume should be pumped through the tank. With it, normally
an exchange of 95% of the ballast water may be achieved.
A step by step procedure has to be applied, listing the order of processed tanks. For each step
the tank, its volume, used pumps and the time for three exchanges is stated.
A direct overflow via the airpipe head is not permitted as the long term load would lead to a
failure of this component (respectively of the tank boundaries) and thus jeopardize the
watertight integrity of the vessel. In any case, after each ballast water exchange a thorough
check of each airpipe head and the bypass for the functionality should be carried out.
For this vessel the flushing of tanks by this method cannot be carried out because bypasses at
the airpipe heads which has been arranged for the purpose of ballast water flow-through do not
exist.
After completion of ballast water exchange for a tank / tankpair, it is to be verified that every
bypass at the airpipes is properly closed and secured.
Note:
When the flow-through method is applied, suitable overflow points for each tank need to be
arranged on the vessel (e.g. bypass at the airpipe, overflow hatch, overflow piping system)
For this method additional pressure on the steel structure of the tank boundaries can occur
(pressure loss calculation). It is to be proved that the steel structure is sufficient to cover that
additional tank pressure!
15
BUREAU VERITAS
Stamped document, refer to 1st page
The dilution method is a process by which replacement ballast water is filled through the top
or side of the ballast tank with simultaneous discharge from the bottom or opposite side at the
same flow rate and maintaining constant level in the tanks throughout the ballast exchange
operation. At least three times the tank volume is to be pumped through the tank.
Commonly two ballast pumps are used simultaneously, whereby one is acting as filling pump
and the other as suction pump. As it is essential to keep the filling level in the tanks constant,
an exact control of the pumped volume of both pumps is to be ensured.
Sediment in ballast tanks should be removed in a timely basis and as found necessary. The
frequency and timing of removal will depend on factors, such as sediment build up, ships
trading pattern, availability of reception facilities, work load of the ships personnel and safety
considerations.
Removal of sediment from ballast tanks should preferably be undertaken under controlled
conditions in port, at a repair facility or in dry dock. The removed sediment should preferably
be disposed of in a sediment reception facility if available, reasonable and practicable.
When a tank is entered for sediment removal appropriate safety considerations are to be
observed. These safety considerations have to be described detailed the Safety Management
System (SMS) of the vessel and a form Enclosed Space Entry has to be completed and
signed by all participants.
When sediment has accumulated, consideration should be given to flushing tank bottoms and
other surfaces when in suitable areas, i.e. outside 200 nm from the nearest land and in waters
16
BUREAU VERITAS
Stamped document, refer to 1st page
at least 200 m in depth, if this is not possible at least 50 nm from the nearest land and in
waters at least 200 m in depth.
6 Safety Considerations
Unless applied carefully some of the measurements being urged for Ballast Water
Management can affect the ships safety, either by creating forces within the hull that could
exceed design parameters (longitudinal strength, bottom slamming, sloshing, overpressure), or
by compromising the stability of the vessel (free surface effects, loss of mass). This possible
conflict with safety is to be considered during the decision making process to carry out ballast
water exchange.
In terms of safe passage ballast water exchange should not be undertaken in situations such as:
When weather conditions do not allow a safe procedure. Considerations about the
weather situation shall include wind and sea state furthermore speed and direction as
well as icing conditions.
During periods of equipment failure or defects
Any other circumstances in which human life or safety of the ship is threatened
The decision whether ballast water exchange should be conducted or not rests in the
responsibility of the ships master.
After each step, decision of proceeding to next step should be made by taking into account the
ships position, weather forecast, machinery performance and degree of crew fatigue. If any of
the factors are considered unfavourable the ballast exchange should be suspended or halted.
In order to make the correct decision which exchange method is to be chosen all intermediate
steps of exchange should be pre-calculated and monitored with the Loading Computer on
board of the vessel.
Depending on the chosen method of ballast water exchange the following safety margins are
to be considered.
It is strictly recommended that every intermediate step of the exchange procedure shall be pre-
calculated and monitored by means of the installed Loading Computer. A blank form for a
Ballast Water Exchange Sequence is included in the Annex 3.
17
BUREAU VERITAS
Stamped document, refer to 1st page
In all situations the stability limitations (GM / KG limit curve) and the allowable
strength values (BMperm, SFperm [and TMperm if applicable]) are to be observed and
complied with.
In intermediate stages the effect of free surfaces for the respective tank is to be considered in
the stability calculation for the most onerous transitory stage.
With respect to bottom slamming it is to be observed that during ballast operations the
forward draft is not less than the required minimum forward draft.
In order to safeguard the manoeuvrability of the vessel a sufficient propeller and rudder
immersion is to be ensured (required draft at aft perpendicular). Respective operational
restrictions as stipulated by the shipyards or designer are to be observed.
Attention should be paid to a sufficient visibility and line of sight from the bridge.
Considerations regarding tank sloshing in partially filled tanks need to be taken into account.
For the calculation of the needed time span it is to be observed that both steps of the procedure
(emptying and refilling) are considered.
In case an unsymmetrical exchange of ballast tanks will be performed, heeling angles can
occur. Such heeling angles must not exceed 2.0 degree. Furthermore the hull structure is
subject to torsional moments which should be pre-calculated and monitored with the Loading
Computer.
It lies in the responsibility of the master to carry out Ballast Water Exchange in admissible
weather conditions only.
In order to prevent damage of the tank structure caused by overpressure acting during the
ballasting process, the tanks are to be filled up to tank top level only, i.e. overflow through the
overflow pipes is to be avoided! Nevertheless precautions have to be taken when personnel are
required to work on deck at night, in heavy weather of in freezing conditions where injury
risks could occur due to slippery wet surface of the deck plate when water is overflowing
through the vent heads by mistake.
Only one or two tanks are allowed to be served at the same time. This limitation is required in
order to prevent high flow velocities (>3m/s) and thus the wearing out and possible damage of
equipment.
18
BUREAU VERITAS
Stamped document, refer to 1st page
7 Limitations
7.1 Stability Limitations (GM / KG limit Curve)
For stability Limitations refer to the GL approved Stability & Trim booklet which is
available on board.
7.2 Permissible Still Water Shear Forces and Bending Moments and Torsional
Moments
For Permissible Still Water Shear Forces, Bending Moments and Torsional Moments refer to
the approved Stability & Trim booklet, which is available on board.
7.5 Visibility
As an indication of bridge visibility, the view of the sea surface forward of the bow from the
conning position is to be not obscured by more than two ship lengths or 500 m, whichever is
less.
The visibility from conning position for this vessel should not be obscured by more than:
ls 278,22 m (2xLoa)
Where a Port State Authority requires that specific ballast water procedures to be undertaken,
and due to weather, sea conditions or operational impracticability such action cannot be taken,
the amster should report this fact to the Port State Authority as soon as possible and, where
appropriate, prior to entering seas under its jurisdiction.
19
BUREAU VERITAS
Stamped document, refer to 1st page
In Annex 1 and 2 the forms Ballast Water Reporting Form as well as Record of Loading
and Discharging Ballast and Narrative Pages for recording unusual Events are attached
which may serve as a general guidance.
In general the use of the attached forms does not release from the use of official forms issued
by relevant Port Authorities.
10 Biofouling Management
In the adoption of the International Convention for the Control and Management of Ships
Ballast Water and Sediments, 2004 (BWM Convention), Member States of the International
Maritime Organization (IMO) made a clear commitment to minimize the transfer of invasive
aquatic species by shipping. Studies have shown that biofouling can also be a significant
vector for the transfer of invasive aquatic species. Biofouling on ships entering the waters of
States may result in the establishment of invasive aquatic species which may pose threats to
human, animal and plant life, economic and cultural activities and the aquatic environment.
To comply with all national and international legislation regarding biofouling Management
use the Companys Ship specific Biofouling Management Plan.
20
BUREAU VERITAS
Stamped document, refer to 1st page
This form is an example developed in IMO, to serve as a guide for use when reporting to a
national authority that requests information in advance. To avoid misunderstandings, guidance
for completing follows on the next page. It should be noted that question 3 total number of
tanks on board refers only to the total number of segregated ballast tanks. Care should be
taken before using this general form, that the country being approached does not have its own
form for use when reporting.
21
BUREAU VERITAS
Stamped document, refer to 1st page
22
BUREAU VERITAS
Stamped document, refer to 1st page
23
BUREAU VERITAS
Stamped document, refer to 1st page
24
BUREAU VERITAS
Stamped document, refer to 1st page
These two forms have been created as a guide for recording the sort of information often
requested by quarantine officers who wish to learn about the source of the ballast water on
board.
Even if a ship is not currently trading in an area where ballast water information is required to
be reported, it may later prove worthwhile to have a history of what water has been carried.
25
BUREAU VERITAS
Stamped document, refer to 1st page
Tank Date Initial Content Final Content Geographic Location Pumps used or Duration of Salinity Signature of Rank
Location (tonnes) (tonnes) (port or Lat &Long) gravity Operation Officer in
Charge
26
BUREAU VERITAS
Stamped document, refer to 1st page
Record here events which are relevant to ballast management, and which will be of interest to quarantine officers, such as sediment removal during drydock, or tank flushing at
sea. Each entry should be completed with signature and rank of the officer making the entry.
27
BUREAU VERITAS
Stamped document, refer to 1st page
The Ballast Water Exchange Sequence to be filled in for proper planning of exchange Ballast
Water as well as for evidence that all Stability Requirements had been met during the Ballast
Water Exchange
28
BUREAU VERITAS
Stamped document, refer to 1st page
HFO/DO, Stability
Ballast Water Tanks Displ. draft trim heel GM BM SF TM Prop Vis Time remark
LO,FW criteria
Mass of displace Check for Bending Shear Torsional Propeller Bridge Estimated
AP WT4B WT4A WT3B WT3A WT2 WT1B consumables ment Aft Fwd compliance moment force moment immersion visibility time
P S P S P S P S P S P S [t] [t] [m] [m] [m] [deg] Yes / no [m] [%] [%] [%] [%] [m] [h]
Initial Condition:
Step 1:
Step 2:
Step 3:
Step 4:
Step 5:
HFO/DO, Stability
Ballast Water Tanks Displ. draft trim heel GM BM SF TM Prop Vis Time remark
LO,FW criteria
Mass of displace Check for Bending Shear Torsional Propeller Bridge Estimated
FP DB4B DB4A DB3B DB3A DB2 DB1B consumables ment Aft Fwd compliance moment force moment immersion visibility time
P S P S P S P S P S [t] [t] [m] [m] [m] [deg] Yes / no [m] [%] [%] [%] [%] [m] [h]
Initial Condition:
Step 1:
Step 2:
Step 3:
Step 4:
Step 5:
29
BUREAU VERITAS
Stamped document, refer to 1st page
Ballast Water Exchange should be carried out in favourable weather conditions only
The forward draft is less than the recommended values (danger of bottom slamming)
Propeller (and rudder) immersion is less than recommended values (restricted
manoeuvrability)
The bridge visibility is restricted
It is recommended that only 1 pump shall be used (instead of 2 pumps)
The exchange procedure is asymmetrical therefore heeling angles and torsional moments
are to be observed
Due to the size of BW tanks a very long time for exchange is necessary which should be
considered in the pre-planning
Due to the design of the BW tanks very large free surface moments can occur, which need
special consideration in the pre-planning
30
BUREAU VERITAS
Stamped document, refer to 1st page
In the following annexes additional information to be found about Ballast Water Management
Regulations of Port States.
BUREAU VERITAS
Stamped document, refer to 1st page
ANNEX 6: IMP MEPC Res. 124(53) Guidelines for Ballast Water Exchange
BUREAU VERITAS
Stamped document, refer to 1st page