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PREAMBLE
Each ship shall have on board and implement a Ballast Water Management plan. The Ballast Water
Management plan shall be specific to each ship and shall at least:
1. detail safety procedures for the ship and the crew associated with Ballast Water Management as
required by this Convention;
2. provide a detailed description of the actions to be taken to implement the Ballast Water
Management requirements and supplemental Ballast Water Management practices as set forth in this
Convention;
.2. to shore;
4. include the procedures for coordinating shipboard Ballast Water Management that involves
discharge to the sea with the authorities of the State into whose waters such discharge will take place;
5. designate the officer on board in charge of ensuring that the plan is properly implemented;
6. contain the reporting requirements for ships provided for under this Convention; and
7. be written in the working language of the ship. If the language used is not English, French or
Spanish, a translation into one of these languages shall be included.
INTRODUCTION
1. This Plan is written in accordance with the requirements of Regulation B-1 of the International
Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 (the
Convention) and the associated Guidelines.
2. The purpose of the Plan is to meet the requirements for the control and management of ship’s
ballast water and sediments in accordance with the Guidelines for Ballast Water Management and the
Development of Ballast Water Management Plans resolution MEPC 127(53) (G4). It provides
standard operational guidance for the planning and management of ships’ ballast water and sediments
and describes safe procedures to be followed.
3. This Plan has been approved by the Administration and no alteration or revision shall be
made to any part of it without the prior approval of the Administration.
4. This Plan may be inspected on request by an authorized authority.
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BALLAST MANAGEMENT PLAN
SHIP PARTICULARS
TOTAL
APPOINTED BALLAST WATER Appointed Ballast Water Management
MANAGEMENT OFFICER Officer is Chf Officer. (If Chf. Officer is not on board,2
officer will be responsible )
This plan should be kept available for inspection on request by a port state control officer or by a port state
quarantine officer.
“FOR THIS VESSEL ONLY FLOW THROUGH METHOD IS USED. OTHER METHODS ARE
GIVEN FOR ONLY INFORMATION”
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BALLAST MANAGEMENT PLAN
CONTENTS
Sections Page
1. Purpose 5
Appendix 1 33
Appendix 2 48
SECTION 1 - PURPOSE
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BALLAST MANAGEMENT PLAN
Ballast water is essential to control trim, list, draught, stability, or stresses of the ship.
However, ballast water may contain aquatic organisms or pathogens which, if introduced into the
sea including estuaries, or into fresh water courses, may create hazards to the environment,
human health, property or resources, impair biological diversity or interfere with other legitimate
uses of such areas.
The selection of appropriate methods of ballast water management should take into
account the need ensure that Ballast Water Management practices used to comply with this
Convention do not cause greater harm than they prevent to the environment, human health,
property or resources of any States and the safety of ships.
Studies carried out in several countries have shown that many species of bacteria, plants and
animals can survive in a viable form in ballast water and sediment carried in ships, even after
journeys of several weeks duration. Subsequent discharge of ballast water or sediment into the waters
of port states may result in the establishment of colonies of harmful species and pathogens which can
seriously upset the existing ecological balance. Although other methods have been identified by
which organisms are transferred between geographically separated sea areas, ballast water discharge
from ship appears to have been prominent among those identified.
The potential for ballast water discharge to cause harm has been recognised not only by the
International Maritime Organization (IMO), but also by the World Health Organization which is
concerned about the role of ballast water as a medium for the spreading of epidemic disease bacteria.
Requirements
Some states have established controls on the discharge of ships’ ballast water that will
minimise the potential for colonisation of their rivers and estuaries by non-native species. The
preferred option is mid-ocean ballast water exchange prior to arrival. Accordingly, the countries most
concerned have promulgated advice to ships for ballast management, together with a request for their
co-operation in applying the techniques voluntarily. Standard procedures have been developed that
will be accepted by quarantine authorities as achieving the level of acceptability desired by the port
state.
Unless applied carefully some of the measures being urged for ballast management can affect a
ship’s safety, either by creating forces within the hull that are greater than the design parameters or
by compromising the stability of the ship. It is because of concern about this that the IMO became
involved in what would otherwise be a purely quarantine matter. It has been recognised by
governments and the shipping industry that individual countries’ needs should be harmonised with
the greater need to ensure the safety of ships, their crews and passengers.
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BALLAST MANAGEMENT PLAN
IMO recommends that each ship should be provided with a ballast water management plan, detailing
the way that the ship can comply with any measures demanded by a port state. Once it has been
established that the management of ballast is necessary to meet the quarantine requirements of a port
state, preparation for it should be treated with the same seriousness as preparation of a cargo plan. All
concerned with the operation and safe passage of the ship can thereby be assured that they are both
protecting the marine environment and ensuring the safety of the ship and crew.
To be able to demonstrate at the arrival port that the correct measures have been completed, it will be
necessary to maintain a full and accurate ballast log. A suitable outline for such a log is provided in
section 14. Even if a ship is not trading in an area where ballast water information is required, it may
later prove worth while to have a history of what water has been carried.
Several countries have become aware of the potential, through discharge of ships’ ballast water, for
the transfer into their coastal areas of what are found to be harmful aquatic organisms. Governments
have recognised that, before devising mandatory controls on ships it is necessary to know the scale
of what has, until very recently been an unrecorded procedure.
Concerned countries have therefore introduced a requirement which though often differing in detail
generally calls 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 a ballast management
procedure has been followed. In most cases it is mandatory to make the report, even though the
actual ballast exchange in mid-ocean (or other management procedure) remains voluntary.
To assist in this regard wherever possible the plan contains the format of the relevant national
reporting forms.
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3). a ballast water piping and pumping arrangement, including air pipes and sounding arrangements;
5). the ballast water management system used onboard, with references to detailed operational and
maintenance manuals held on board;
7). a plan and profile of the ship, or a schematic drawing of the ballast arrangement.
All drawings and plans which are defined above of ballast system are in the appendix 2.
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Ballast pumps
Manufacturer name :
Type :
Pressure :
RPM :
Capacity :
Manufacturer name :
Type :
Pressure :
RPM :
Capacity :
TOTAL
TOTAL
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All overflows, sounding pipes and ballast tanks manholes shall be marked by the crew member. So
that crew members can quickly assist if the quarantine officer request to take sample of ballast water.
Chief Officer shall be responsible on this marking. And also first engineer will take sample of ballast
water from any location or near the pumps if the quarantine officer request to take sample from pipe
line.
If quarantine officer want to take sediment on the ballast tanks, quarantine officers must be advised
of all safety procedures to be observed when entering enclosed spaces.
Pumping and sounding plans will be ready if the quarantine officer request to inspection of this plan.
The sampling of ballast water is primarily a matter for the authorized authority, and there is unlikely
to be any need for crew members to take samples except at the express request, and
under the supervision, of the authorized authority.
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Lists and/or diagrams indicating the location of sampling and access points in pipelines and ballast
water tanks should be added.
Regulation D-1 & D-2 of the convention as follows for guidance only
2 For ships exchanging Ballast Water by the pumping-through method, pumping through
three times the volume of each Ballast Water tank shall be considered to meet the standard
described in paragraph 1. Pumping through less than three times the volume may be accepted
provided the ship can demonstrate that at least 95 percent volumetric exchange is met.
When loading ballast, every effort 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 minimised or, where practicable, avoided in areas and situations such as:
Areas identified by the Port State in connection with advice relating to 12.1.2 below
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In darkness when bottom dwelling organisms may rise up in the water column.
In very shallow water or
Where propellers may stir up sediment.
Nearby sewage outfalls
When a current with turbulence
Where dredging is or recently has been carried out.
A detailed description of the operation of the Ballast Water Ttreatment Management System(s) used
on board should be added in this section-if any-
Ballast Water Management Systems installed for compliance with Regulation B-3 are to
be approved in accordance with Regulation D-3.
5.2.1.1 Ballast water exchange is to be conducted in accordance with Regulation B-4 of the
Convention and in accordance with the Guidelines for Ballast Water Exchange.
Pls see below explanation for Ballast Water Exchange (Regulation B-4) and Standards (Regulation
D-1)
1 A ship conducting Ballast Water exchange to meet the standard in regulation D-1
shall:
2 In sea areas where the distance from the nearest land or the depth does not meet
the parameters described in paragraph 1.1 or 1.2, the port State may designate
areas, in consultation with adjacent or other States, as appropriate, where a ship
may conduct Ballast Water exchange, taking into account the Guidelines described
in paragraph 1.1.
3 A ship shall not be required to deviate from its intended voyage, or delay the
voyage, in order to comply with any particular requirement of paragraph 1.
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4 A ship conducting Ballast Water exchange shall not be required to comply with
paragraphs 1 or 2, as appropriate, 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.
5 When a ship is required to conduct Ballast Water exchange and does not do so in
accordance with this regulation, the reasons shall be entered in the Ballast Water
record book.
1 Ships performing Ballast Water exchange in accordance with this regulation shall
do so with an efficiency of at least 95 percent volumetric exchange of Ballast Water.
5.2.1.2 The voyage should be planned taking into account when ballast water exchange in
accordance with Regulation B–4 of the Convention can be carried out.
5.2.1.3 Because of the possibility that partially exchange may encourage re-growth of
organisms, ballast water exchange should only be commenced in any tank if there is sufficient
time to complete the exchange to comply with the standard in Regulation D-1 and the ship can
comply with the distance from land and minimum water depth criteria in Regulation B-4. As
many complete tanks should be exchanged to the standard in Regulation D-1 as the time allows,
if for any tank the standard in Regulation D-1 can not be fully met the exchange should not be
commenced for that tank.
5.2.1.4 If ballast water exchange is not undertaken for the reasons in Regulation B-4.4, i.e. 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.
5.2.1.5 A port State may designate areas in which exchange may be conducted taking into
account the Guidelines on designation of areas for ballast water exchange. Designated areas
should only be used for those ballast water tanks that are intended to be discharged in the port of
that State and that could not be exchanged in accordance with Regulation B-4.1 of the
Convention.
5.2.2.1 Ballast Water Management Systems installed for compliance with Regulation B-3 are to
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be approved in accordance with Regulation D-3. Such systems are to be operated in accordance
with the system design criteria and the manufacture’s operational and maintenance instructions
Which are defined in the Manufacturers Manual –if any/when applicable-
All failures and malfunctions of the system are to be recorded in the Ballast Water Record Book.
Pls see below explanation for Ballast Water Management for Ships (Regulation B-3) , Ballast Water
Performance Standard (Regulation D-2) and Approval requirements for Ballast Water Management
systems (Regulation D-3)
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2 A ship to which paragraph 1 applies shall comply with paragraph 1 not later than
the first intermediate or renewal survey, whichever occurs first, after the
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anniversary date of delivery of the ship in the year of compliance with the standard
applicable to the ship.
3 A ship constructed in or after 2009 with a Ballast Water Capacity of less than
5,000 cubic metres shall conduct Ballast Water Management that at least meets the
standard described in regulation D-2.
4 A ship constructed in or after 2009, but before 2012, with a Ballast Water
Capacity of 5,000 cubic metres or more shall conduct Ballast Water Management in
accordance with paragraph 1.2
If ballast water reception facilities provided by a port State are utilized, Regulation B-3.6 applies.
Prototype ballast water treatment technologies should be used within a programme approved by the
Administration in accordance with Regulation D-4.
Pls see below explanation for Prototype Ballast Water Treatment Technologies (Regulation D-4) ,
1 For any ship that, prior to the date that the standard in regulation D-2
would otherwise become effective for it, participates in a programme
approved by the Administration to test and evaluate promising Ballast
Water treatment technologies, the standard in regulation D-2 shall not
apply to that ship until five years from the date on which the ship would
otherwise be required to comply with such standard.
2 For any ship that, after the date on which the standard in regulation
D-2 has become effective for it, participates in a programme approved
by the Administration, taking into account Guidelines developed by the
Organization, to test and evaluate promising Ballast Water technologies
with the potential to result in treatment technologies achieving a
standard higher than that in regulation D-2, the standard in regulation
D-2 shall cease to apply to that ship for five years from the date of
installation of such technology.
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5.3.1 Regulation B-5 requires that all ships shall remove and dispose of sediments from spaces
designated to carry ballast water in accordance with the ballast water management plan.
5.3.2 All practical steps should be taken during ballast uptake to avoid sediment accumulation,
however, it is recognized that sediment will be taken on board and will settle on tank surfaces.
When sediment has accumulated, consideration should be given to flushing tank bottoms and
other surfaces when in suitable areas, i.e. areas complying with the minimum depth and distance
described by Regulations B-4.1.1 and B-4.1.2.
5.3.3 The volume of sediment in a ballast tank should be monitored on a regular basis. Once a year
or as per SMS requirements which one is more frequent
5.3.4 Sediment in ballast tanks should be removed in a timely basis in accordance with the
Ballast Water Management Plan and as found necessary. The frequency and timing of removal will
depend on factors such as sediment build up, ship’s trading pattern, availability of reception
facilities, work load of the ship’s personnel and safety considerations. The sediment –if any- should
be removed at least during each Dry Dock period.
5.3.5 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.
5.3.6 When sediment is removed from the ship’s ballast tanks and is to be disposed of by that
ship at sea, such disposal should only take place in areas outside 200 nm from land and in water
depths of over 200 m.
5.3.7 Regulation B-5 requires that ships constructed in or after 2009 should, without
compromising safety or operational efficiency, be designed and constructed with a view to
minimize the uptake and undesirable entrapment of sediments, facilitate removal of sediments,
and provide safe access to allow for sediment removal and sampling, taking into account the
Guidelines for sediments control on ships (G12). This also applies to ships constructed prior
to 2009, to the extent practicable.
Pls see below explanation for Prototype Ballast Water Treatment Technologies (Regulation D-4) ,
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Ships to which additional measures apply, under Regulation C-1, should take them into
account in the ships voyage planning. Actions taken to comply with any additional measures
should be recorded in the Ballast Water Record Book.
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The safety points outlined below are intended to emphasise that the consequences of an inadvertent
error at sea can be more significant than the same error made in port. Ballast water exchange at sea is
a comparatively new development and a sense of familiarity with the mechanics of ballasting should
not be allowed to induce complacency in this new procedure.
Ship engaged in ballast water exchange at sea should be provided with procedures which account for
the following, as applicable:
a. stability to be maintained at all times to values not less than those recommended
by the Organization (or required by the Administration)
b. The possible effects of tank over pressurization
c. Transfer or exchange of ballast that can generate significant structural loads by
sloshing action in partially-filled tanks. If these operations include partially-filled
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Regarding the safety consideration to be taken as per SMS Manual’ “Enclosed Space Entry Section”
of the company if tank entry is required to remove sediments and or any reason to entry to tank
Recognizing the need to evaluate the hazards and potential consequences for various types of ships
and operations, interested parties should carry out detailed studies and provide information relevant:
Experience gained from carrying out ballast water exchange at sea, including any
samples/model procedures;
Operational precautions and procedures implemented to avoid potential hazards and
consequences that may arise during the ballast water exchange at sea;
An evaluation of the safety margins between actual metacentric height and stress versus the
allowable seagoing limits specified in the approved trim and stability booklet and loading
manual, relevant to different types of ships and loading conditions;
Any hazards which may arise due to human element issues relative to the responsible
execution of ballast water exchange at sea in a manner which may not be fully prudent;
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Operational procedures carried out prior to initiating the ballast water exchange at sea and
check points during the exchange;
The extent of training and management necessary to ensure that the process of ballast water
exchange at sea is effectively monitored and controlled on board;
Plan of action to incorporate any unique procedures should an emergency occur which may
affect the exchange of ballast water at sea; and the decision making process, taking into
account relevant safety matters, including ship’s position, weather conditions, machinery
performance, ballast system inspection and maintenance, crew safety and availability.
7.1. If the flow through method is used, caution should be exercised, since:
.1. air pipes are not designed for continuous ballast water overflow;
.2. current research indicates that pumping of at least three full volumes of the tank capacity could be
needed to be effective, when filling clean water from the bottom and overflowing from the top; and
.3. certain watertight and weathertight closures (e.g. manholes) which may be opened during ballast
exchange, should be re-secured;
7.2. Ballast water exchange at sea should be avoided in freezing weather conditions. However, when
it is deemed absolutely necessary, particular attention should be paid to the hazards associated with
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the freezing of overboard discharge arrangements, air pipes, ballast system valves together with their
means of control, and the accretion of ice on deck.
7.3. Some ships may need the fitting of a loading instrument to perform calculations of shear forces
and bending moments induced by ballast water exchange at sea and to compare with the permissible
strength limits.
7.4. An evaluation should be made of the safety margins for stability and strength contained in
allowable seagoing conditions specified in the approved trim and stability booklet and the loading
manual. Relevant to individual types of ships and loading conditions. In this regard particular
account should be taken of the following requirements:
.1. stability to be maintained at all times to values not less than those recommended by the
Organization (or required by the Administration);
.2. longitudinal stress values not to exceed those permitted by the ship’s classification society
with regard to prevailing sea conditions; and
.3. exchange of ballast in tanks or holds where significant structural loads may be generated
by sloshing action in the partially filled tank or hold to be carried out in favourable sea and
swell conditions such that the risk of structural damage is minimized.
7.5. The ballast water management plan should include a list of circumstances in which ballast water
exchange should not be undertaken. These circumstances may result from critical situations of an
exceptional nature or force majeure due to stress of weather or any other circumstances in which
human life or safety of the ship is threatened.
7.6 Regarding the safety consideration to be taken as per SMS Manual’ “Enclosed Space Entry
Section” of the company if tank entry is required to remove sediments and or any reason to entry to
tank
A ballast handling plan for a ballast voyage should be prepared in advance in a similar manner to the
preparation of a cargo plan for a loaded voyage and with the same degree of thoroughness. This pre-
planning is necessary in order to maintain safety in case compliance with ballast exchange or other
ballast water treatment or control options is required.
The safety information in section 6 should be taken into account when preparing the voyage plan.
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The relevant officer can use Ballasting/deballasting procedures which described in company SMS
Manuals Cargo and Ballast handling sections
Any operational or safety restrictions including those associated with the Ballast Water Management
System used can be taken from manufacturer manual
If there are no safe options, either under all circumstances or in certain conditions, the restrictions
should be stated here. Such a statement will assist a master when responding to enquires from a
quarantine officer.
SEDIMENT CONTROL
Flushing by using water movement within a tank to bring sediment into suspension will only remove
a part of the mud, depending on the configuration of the individual tank and its piping arrangement.
Removal may be more appropriate on routine basis during scheduled dry dockings.
Sediment removal may be necessary on some occasions such as when ship changes its trading area.
Flushing and sediment removal must be recorded to ballast water record book, an example format of
which is provided in section 14.
All the possible precautions including but not limited to following, do not uptake ballast in river, do
not uptake ballast near dredging area, up take ballast as much as possible clean and deeper waters
etc. should be taken by Master and responsible officer in order to keep sediment quantity under
control. See Section 9.1
Although water treatment method are being investigated, including heat treatment, exposure to ultra
violet light. Filtering and chemical treatment, non as yet seems to be practical or cost effective for
general use by cargo ship and tankers, expect for sophisticated systems on some passenger ships to
date no quarantine authority has approved any.
EXCHANGE AT SEA
There are two methods of carrying out ballast water exchange at sea. The sequential method in which
ballast tanks are pumped out, and then refilled with water and the follow-through method in which
ballast tanks are overfilled by pumping in additional water to dilute the original water.
NOTE: FOR MV ** ONLY FLOW THROUGH METHOD IS USED. OTHER METHODS ARE
GIVEN FOR ONLY INFORMATION.
Sequential method
The following table describes a safe sequence for the exchange of ballast water using the empty-
then-refill procedure, known as the sequential method. The process requires the removal of very
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large weights from the ship in a dynamic situation and their replacement. This is a new procedure
and sense of familiarity with the mechanics of ballasting in port should not be allowed to induce
complacency.
The table indicates the status of the ballast water in every tank at the start of each step and indicates
an assumed weight of fuel and domestic drinking water (aft of the engine room bulkhead), estimated
draughts, bending moments and shear forces. The action to be taken and tanks involved in each step
are then specified.
It will be noted that the original condition is restored after each pair of steps. A positive decision
should be made at that time, taking account of the ship’s position, weather forecast, machinery
performance and degree of crew fatigue, before proceeding to the next pair of steps. If any factors
are considered unfavourable the ballast exchange should be suspended or halted.
Heeling effects due to asymmetrical emptying or filling have been taken into account so that all steps
represent upright conditions. Actual operations must be managed so that lists do not develop during
pumping.
The steps in the table meet trim and draught requirements of propeller and rudder immersion, to
avoid any possibility of slamming while changing ballast, and to maintain the bridge visibility within
tolerable limits.
It is as important to avoid under pressure in a tank due to emptying, as it is to avoid over pressure
when filling. The consequences of bulkhead damage, or even tank collapse, at sea will be even more
significant than in port.
Each step has been checked for conformity with strength and stress limitations. Checks have been
made that the minimum intact stability requirements of the ship are met at every stage, and that the
allowable limits for bending and twisting moments are not exceeded. Each step is therefore safe for
the ship at sea in fair weather. The figure given under bending moments is the percentage of the
maximum allowable at the end of each step, before commencing the next step
TANKS
EST.DRAUGH
FP TRIM 1P 1S 2P 2S 3P 3S 4P 4S BUNKER FW GM
FWD AFT
F F F F F F F F F F
STEP 1 : FORE PEAK AND TRIM TANK SHOULD BE DISCHARGE.
E E F F F F F F F F
STEP 2 : FORE PEAK AND TRIM TANK SHOULD BE LOAD.
CB CB F F F F F F F F
STEP 3 : 1P&S SHOULD BE DISCHARGE.
CB CB E E F F F F F F
STEP 4 : 1P&S SHOULD BE LOAD.
CB CB CB CB F F F F F F
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F : FULL
E : EMPTY
CB : CLEAN BALLAST
Flow-through method
The flow-through method, whereby tanks are overfilled by pumping in additional water, has the
advantage that it can be used in weather conditions which would be marginal for use of the
sequential method, since there is little change to the condition of the ship. However, the flow-through
method introduces certain other risks and problems which must be considered before using this
procedure. Refer also to (section 6), “safety procedures for the ship and the crew”.
The parameters used when the ship is designed always take account of storm conditions and the
water on deck which results. Therefore, even at maximum pumping rates, any accumulation of water
on deck will be insufficient to affect stability.
Research has established that it is necessary to pump in three times the volume of the tank to achieve
a 95% change of water. For the record, pumping in only once the volume of the tank produces a 63%
exchange; twice the volume produces 85% exchanges, while four times the volume produces a 98%
water exchange.
A step by step procedure follows, listing the order in which tanks are to be processed.
Full Ballast uptake and discharge sequences will be added in this section from loading Manual or
loading program
After each step, a positive decision should be made, taking account of the ship’s position, weather
forecast, machinery performance and degree of crew fatigue, before proceeding to the next step. If
any factors are considered unfavourable the ballast exchange should be suspended or halted.
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(m3) (ton/ h)
TOTAL
Dilution method
Dilution method is a process by which replacement ballast water is filled through the top of the
ballast tank intended for the carriage of ballast water with simultaneous discharge from the bottom at
the same flow rate and maintaining a constant level in the tank throughout the ballast exchange
operation.
Where the dilution method is to be used adequate provision should be made for appropriate piping
arrangements to facilitate the ballast water pumping into the previously ballasted tanks through the
top of the ballast tank and, simultaneously, discharging the ballast water through the bottom of the
tank at the same flow rate while maintaining a constant ballast water level in the tank throughout the
exchange operation. Adequate provision should also be made to avoid the risk of over pressurization
of ballast tanks or ballast piping. The hydrodynamic performance of the ballast tank is crucial to
ensure full water exchange and sediment scouring.
9.1 Sediment in ballast tanks should be removed in a timely basis in accordance with the
Ballast Water Management Plan and as found necessary. The frequency and timing of removal will
depend on factors such as sediment build up, ship’s trading pattern, availability of reception
facilities, work load of the ship’s personnel and safety considerations. The sediment –if any- should
be removed at least during each Dry Dock period.
9.2 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.
9.3 When sediment is removed from the ship’s ballast tanks and is to be disposed of by that
ship at sea, such disposal should only take place in areas outside 200 nm from land and in water
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9.4 Regulation B-5 requires that ships constructed in or after 2009 should, without
compromising safety or operational efficiency, be designed and constructed with a view to
Minimize the uptake and undesirable entrapment of sediments, facilitate removal of sediments,
and provide safe access to allow for sediment removal and sampling, taking into account the
Guidelines for sediments control on ships (G12). This also applies to ships constructed prior
to 2009, to the extent practicable.
Pls see below explanation for Prototype Ballast Water Treatment Technologies (Regulation D-4) ,
The Organization shall make available, through any appropriate means, information communicated to it
under regulations C-1 and C-2.
10.1 Each Party shall report to the Organization and, where appropriate, make
available to other Parties the following information:
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(b) the availability and location of any reception facilities for the environmentally
safe disposal of Ballast Water and Sediments; and
(c) any requirements for information from a ship which is unable to comply with the
provisions of this Convention for reasons specified in regulations A-3 and B-4 of the
Annex.
2 The Organization shall notify Parties of the receipt of any communications under
the present Article and circulate to all Parties any information communicated to it
under subparagraphs 1(b) and (c) of this Article.
Pls see below explanation for communication matters including Additional Measures (Regulation
C-1) and Warnings Concerning Ballast Water Uptake in Certain Areas and Related
Flag State Measures (Regulation C-2)
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Where a Port State authority requires that specific ballast water procedures and/or treatment
option(s) be undertaken and, due to weather, sea conditions or operational impracticability such
action can not be taken, the master should report this fact to the Port State authority as soon as
possible and, where appropriate, prior to entering seas under its jurisdiction.
To facilitate the administration of ballast water management and treatment procedures on board each
ship, a responsible officer should be appointed to maintain appropriate records and to ensure that
ballast water management and/or treatment procedures are followed and recorded.
Each operation concerning Ballast Water shall be fully recorded without delay in the Ballast Water
record book. Each entry shall be signed by the officer in charge of operation concerned and each
completed page shall be signed by the master.
When taking on or discharging ballast water, as a minimum, the dates, geographical locations, ship’s
tank(s) and cargo holds, ballast water temperature and salinity as well as the amount of ballast water
loaded or discharged should be recorded. A suitable format is shown in section 14. The record should
be made available to the Port State authority.
Information of the location and suitable access for sampling ballast or sediment should be provided
to officers of the Port State authority by crew for maximum assistance when they require a sample of
the ballast water or sediment.
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When carrying out any ballast water operation the details are to be recorded in the
Ballast Water Record Book together with any exemptions granted in accordance with
Regulation B-3 or C-1.
Pls see below explanation for Ballast Water Management Plan (Regulation B-1), Ballast Water
Management for Ships (Regulation B-3) and Additional Measures (Regulation C-1)
Each ship shall have on board and implement a Ballast Water Management
plan. Such a plan shall be approved by the Administration taking into account
Guidelines developed by the Organization. The Ballast Water Management
plan shall be specific to each ship and shall at least:
1 detail safety procedures for the ship and the crew associated with
Ballast Water Management as required by this Convention;
.1 at sea; and
.2 to shore;
6 contain the reporting requirements for ships provided for under this
Convention; and
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12.1.2.1 Port States should provide ships with details of their requirements concerning ballast
water management including:
.1 the location and terms of use of areas designated for ballast water exchange under
Regulation B-4.2 of the Convention;
.2 any additional measures determined under Regulation C-1 of the Convention;
.3 warnings concerning ballast uptake and any other port contingency arrangements
in the event of emergency situations; and
.4 the availability, location, capacities of reception facilities that are provided for the
environmentally safe disposal of ballast water and/or sediments, under Article 5
and Regulation B-3.6.
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12.1.2.2 To assist ships in applying the precautionary practices described in section 1.1 of Part A,
port States are required by Regulation C-2 of the Convention to endeavour to notify mariners of
area(s), where ships should not uptake Ballast Water due to known conditions. Similar
notification should be given for areas where the uptake of ballast water should be minimized,
such as:
.1 areas with outbreaks, infestations or known populations of harmful organisms and
pathogens;
.2 areas with current phytoplankton blooms (algal blooms, such as red tides);
.3 nearby sewage outfalls;
.4 areas where a tidal stream is known to be the more turbid;
.5 areas where tidal flushing is known to be poor;
.6 nearby dredging operations; and
.7 nearby or in sensitive or estuarine sea areas.
Pls see below explanation for Ballast Water Exchange (Regulation B-4), Ballast Water Management
for Ships (Regulation B-3) and Sediment Reception Facilities (Article 5)
////
6 The requirements of this regulation do not apply to ships that discharge Ballast Water to a
reception facility designed taking into account the Guidelines developed by the Organization for
such facilities.
////
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2 Each Party shall notify the Organization for transmission to the other Parties
concerned of all cases where the facilities provided under paragraph 1 are
alleged to be inadequate
13.1 Regulation B-6 requires that officers and crew shall be familiar with their duties in the
implementation of Ballast Water Management particular to the ship on which they serve.
Owners, managers, operators, and others involved in officer and crew training for ballast water
management should consider the following:
13.2 Training for ships’ masters and crews as appropriate should include instructions on the
requirements of the Convention, the ballast water and sediment management procedures and the
Ballast Water Record Book particularly having regard to matters of ship safety and maintenance
of records in accordance with the information contained in these Guidelines.
13.3 The Ballast Water Management Plan should include training and education on ballast
water management practices and the systems and procedures used on board the ship.
Appropriate members of the crew must be aware of what is expected of them and why. If crew
members understand the reasons for the exchange or treatment of ballast water and associated
sediments, they are more likely to ensure that is carried out effectively and efficiently. Bearing in
mind the purpose of this plan, as explained earlier, it may be sufficient hare to provide an indication
of where to search for relevant material. If further reading is available on board, it will be appropriate
to refer to it here.
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Pls see below explanation for Duties of Officers and Crew (Regulation B-6)
Officers and crew shall be familiar with their duties in the implementation of
Ballast Water Management particular to the ship on which they serve and
shall, appropriate to their duties, be familiar with the ship‘s Ballast Water
Management plan.
SECTION 14 – EXEMPTIONS
14.1 Regulation A-4 provides that an exemption may be granted from the requirements of
Regulations B-3 or C-1 by a Party or Parties to a ship in specific circumstances. Applications for
and the granting of such exemptions should be completed in accordance with the Guidelines for
risk assessment (G7).
14.2 Ships granted an exemption referred to in paragraph 5.5.1 above should record the
exemption in the Ballast Water Record Book and what actions have been taken with regards to
the ships ballast water.
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APPENDIX I
……………………………………………………… Flag
1 Introduction
In accordance with regulation B-2 of the Annex to the International Convention for
the Control and Management of Ships‘ Ballast Water and Sediments, a record is to
be kept of each Ballast Water operation. This includes discharges at sea and to
reception facilities.
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—Ballast Water“ means water with its suspended matter taken on board a ship to
control trim, list, draught, stability, or stresses of a ship. Management of Ballast
Water shall be in accordance with an approved Ballast Water Management plan and
taking into account Guidelines developed by the Organization. 3
3
Entries in the Ballast Water record book shall be made on each of the following
occasions:
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The volume of Ballast Water onboard should be estimated in cubic metres. The
Ballast Water record book contains many references to estimated volume of Ballast
Water. It is recognized that the accuracy of estimating volumes of ballast is left to
interpretation.
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APPENDIX II
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