Ballast Water Management Manual

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BALLAST WATER

MANAGEMENT MANUAL

DIAMOND 53 – HANDYMAX BULK CARRIER

M/S SPAR SCORPIO

***********

Chengxi ShipyardNewbuilding No. 4210

Published : 2006.09.27Project : 40.3580.00

057_01_CXS4210.docPrepared : JANChecked : HVH


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DIAMOND 53 – BALLAST WATER MANUAL

TABLE OF CONTENTS

1 PURPOSE OF THE BALLAST WATER MANAGEMENT PLAN

1.1 Introduction

1.1.1 National State Requirements

1.1.2 International Conventions

1.1.3 Validity

1.2 Background

1.3 Usage of the Plan

1.4 Logkeeping

2 BALLAST WATER EXCHANGE

2.1 Methods for Ballast Water Exchange

2.1.1 The sequential method

2.1.2 “Flow-through” method

2.2 When to exchange Ballast Water

2.3 When not to exchange Ballast Water

2.4 Uptake of Ballast Water in Harbour

2.5

Removing of Ballast Sediments on a Timely Basis

2.6 Exchange of Ballast Water in Open Sea

2.7 Reduced Discharge of Ballast Water in Harbour

2.8 Port State Requirements

2.9 Crew Training and Familiarisation

2.10 Duties of The appointed Ballast Water Management Officer

2.11 Ballast Water Reporting Form and Handling Log

2.11.1 Format for ballast water reporting form

2.11.2

Format for ballast water handling log

2.11.3 Format for sediment removal and tank flushing log

3 VESSEL PARTICULARS

3.1 Ballast Water Management Officer

3.2 Ship Data

3.2.1 Position of Draughtmarks and Other Dimensions

3.2.2 Airpipes and Ventilators in the Ballast Hold (CH3)

3.3

Reference Documents

3.3.1 Location of reference documents


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3.4 General Arrangement

3.5 Capacity and Location of Ballast Pumps etc.

3.6 Sketch of Ballast System

3.7

Ballast Water Capacity

3.8 Ballast Water Tank Plan

3.9 Conditions where Ballast Water is carried

3.9.1 Ballast conditions

3.9.2 Other conditions

3.10 Ballast Water Sampling Points

3.10.1 Purpose

3.10.2 Location of sampling points for ballast water and bottom sediments

3.11

General Procedures and Limitations on Ballast Water Exchange

3.11.1 Methods to be used

3.11.2 Weather

3.11.3 Stability

3.11.4 Longitudinal strength

3.11.5 Section Modulus

3.11.6 Allowable Bending Moments

3.11.7 Allowable Shear Forces

3.11.8

Corrections to Actual Shear Force

3.11.9 Draught fore

3.11.10 Draught aft

3.11.11 Sloshing

3.11.12 Pressure or vacuum in tanks during filling/emptying

3.11.13 Visibility

3.11.14 Time consumption for filling or flowing through of tanks

3.11.15 Procedures in connection with the flow-through method in CH3

3.11.16

Misc.

4 BALLAST WATER EXCHANGE PLANS

4.1 Ballast Water Exchange starting from the Heavy Ballast Condition

4.2 Ballast Water Exchange starting from the Light Ballast Condition


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5 APPENDIX A - IMO RES. A868(20)

6 APPENDIX B: BLANK FORMS

7 APPENDIX C: EXISTING NATIONAL OR LOCAL QUARANTINEREQUIREMENTS FOR BALLAST WATER MANAGEMENT

8 APPENDIX D: CALCULATIONS FOR EACH STEP IN THE BALLAST WATEREXCHANGE PLANS


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REVISION HISTORY:

Revision

No.Revision Summary Date

0 Final Edition 2006.09.27

R:\Projects\GLO\40\40358000\06_Output\Pos. G - delivery documentation\4210 - SPAR SCORPIO\water ballast\057_01_CXS4210.doc

RESPONSIBLE WBE OFFICER ACCORDING SECT. 2.10:

App.Date Name Signature


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DIAMOND 53 – BALLAST WATER MANUAL Page 1-1

1 PURPOSE OF THE BALLAST WATER MANAGEMENT PLAN

1.1 Introduction

This plan has been prepared to meet the recommendations of the

• INTERNATIONAL MARITIME ORGANIZATION (IMO)ASSEMBLY RESOLU-TION A.868(20);

“GUIDELINES FOR THE CONTROL AND MANAGEMENT OF SHIPS’ BAL-LAST WATER TO MINIMISE THE TRANSFER OF HARMFUL AQUATICORGANISMS AND PATHOGENS”

adopted on 27th November 1997.

In the resolution IMO recommends that each ship should be provided with a BallastWater Management Plan, detailing the way the ship can comply with any measuresdemanded by a port state.

1.1.1 National State Requirements

The above resolution is a recommendation, but it should be noted that a number ofport states allready have made ballast water exchange mandatory when enteringtheir national waters. It is important to know where to fullfill the requirements con-nected with ballast exchange as heavy fines or rejection from port may result fromneglect to do so.

In Appendix C behind is listed the states or areas where ballast water exchange ismandatory so far (as of Sept. 2001).

It is recommended that when approaching a port of which the vessel has no previ-ous experience to make contact with local authorities in advance to be informed ofpossible requirements to ballast exchange and documentation hereoff.

Often relevant information can be found together with necessary documents on localhomepages on the Internet.

Appendix C also lists some relevant internet addresses. They should be kept up todate.

It is in all circumstances recommended that the vessel’s personnel include relevantinformation of their own experience with different port states in the appendix..

1.1.2 International Conventions

So far this vessel is only required to comply with IMO Res. A.868(20) but in Febru-ary 2004 a new convention was adopted by IMO concerning Ballast Water Ex-change.

When this convention will be ratified and enter into force is not known at the mo-ment.


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1.1.3 Validity

This manual is valid only for the particular ship as identified in Sect. 3.2: Ship Data.

It shall be used together with and in accordance with the documents as referred to inSect. 3.3: Reference Documents.

1.2 Background

Studies carried out in several countries have shown that many species of bacteria,plants and animals can survive in a viable form in the ballast water and sedimentcarried in ships, even after journeys of several weeks’ duration. Subsequent dis-charge of ballast water or sediment into the waters of port states may result in theestablishment of colonies of harmful species and pathogens which can seriously up-set the existing ecological balance. Although other methods have been identified by

which organisms are transferred between geographically separated sea areas, bal-last water discharge from ships appears to have been prominent among those iden-tified.

Exchange of ballast water in deep sea is deemed as an acceptable method to re-duce the spreading of harmful organisms. Deep ocean water contains few organ-isms, and these are unlikely to survive transfer to coastal and freshwater environ-ments.

1.3 Usage of the Plan

This plan is to be used as guidance for the exchange of ballast at sea and for re-cording this activity.

It is further to be used by the quarantine officer in the arriving port, for his familiarisa-tion with the ship’s ballast practice.

1.4 Logkeeping

To be able to demonstrate at the arrival port that the correct measures have beencompleted, it will be necessary to maintain a full and accurate ballast log. A suitableoutline for such a log is provided in this report. Even if a ship is not trading in an

area where ballast water information is required, it may later prove worthwhile tohave a history of what water has been carried.

This plan should be kept available for inspection on request by a port state controlofficer or by a port state quarantine officer.


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2 BALLAST WATER EXCHANGE

2.1 Methods for Ballast Water Exchange

Both methods mentioned below should be used at mid-ocean to ensure effective-ness of the exchange with respect to killing unwanted organisms.

2.1.1 The sequential method

In each tank, all of the ballast water should be discharged until suction of the pumpsis lost, and stripping pumps or eductors should be used if possible. This is to avoid apossible situation where organisms are left in the bottom part of the tank, the tank isfilled with freshwater, rich with oxygen, which again allows for further blooming ofthe organisms.

The emptied tanks are then refilled.

As the method involves changes in the vessel’s loading condition with influence onlongitudinal strength, stability, visibility etc., it should be carefully planned.

For the same reasons the method is weather dependent as heavy weather cancause large dynamic loads from ballast water.

2.1.2 “Flow-through” method

The flow-through method, whereby tanks are overfilled by pumping in additional wa-ter, has the advantage that it can be used in weather conditions which would bemarginal for use of the sequential method since there is little change to the conditionof the ship.

Research has established that it is necessary to pump in three times the volume ofthe tank to achieve at least a 95% change of water. Pumping in only once the vol-ume of the tank produces a 63% exchange, twice the volume produces 86% ex-change, while four times the volume produces a 98% water exchange.

2.2 When to exchange Ballast Water

Even if exchange of ballast water in deep ocean waters is deemed as an acceptablemethod to reduce the spreading of harmful organisms, it may in many cases not benecessary. If biological conditions in the area where the ballast water is taken up dif-fer much from the area where it will be discharged, there may be very little risk thatorganisms will survive for a longer period.

The need for exchange of ballast water will, however, be decided by the arriving portquarantine office (see item below). It is therefore recommended to contact them asearly as possible, with the voyage ballast report.

Considering that the ballast water exchange in open water may increase the risk ofdamage to the vessel (ref. the chapter on “Safety considerations”), the need for ex-change should be carefully examined.


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2.3 When not to exchange Ballast Water

For safety reasons, water ballast exchange is NOT to be undertaken in the following

conditions:

• In heavy weather/rough seas (see below).

• In temperatures in which icing in the ballast tank air pipes may occur.

• In areas where short range visibility is crucial for the navigation (sequentialmethod).

2.4 Uptake of Ballast Water in Harbour

The risk of spreading harmful organisms can be reduced by (if practicable) avoiding

uptake of ballast water in areas and situations such as:

• Very shallow water.

• Areas where toxic algal blooms are occurring.

• The water is stirred up by propellers or dredging.

• Close to sewage outlets.

• There is a known outbreak of cholera.

• In darkness when bottom dwelling organisms rise up in the water.

In most cases, however, the location of the ballast uptake will be determined by theharbour unloading facilities. The above items should still be noted since these maybe used by the quarantine officer to determine the risk of the ship spreading harmfulorganisms.

In most cases, it should be possible to get some information regarding the abovefrom the local port officials.

2.5 Removing of Ballast Sediments on a Timely Basis

Some species may survive in the sediment of ballast water tanks. This is an itemthat also may be considered by the arriving port quarantine officer.

For this reason, some port states does not allow use of stripping pumps when emp-tying a ballast tank in the harbour, even if the ballast water was previously ex-changed in mid-ocean.

Where practicable, routine cleaning of the ballast tank to remove sediments shouldbe carried out in mid-ocean or under controlled arrangements in port or dry dock.

The tank cleaning should be logged.


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2.6 Exchange of Ballast Water in Open Sea

If exchange of ballast water is found to be necessary for the voyage, care should betaken in planning the location of the exchange. Elements in this planning will be:

• Time needed to complete the exchange.

• Deep waters (some port states require more than 2000 m water depth).

• As far as possible from shore (including islands).

• Favourable weather statistics/weather forecasts.

Concern has been raised by coastal states close to typical trade routes that the re-quirements concerning exchange of ballast water will lead to increasing spreading ofharmful organisms in their waters. This should be taken into consideration whenplanning.

2.7 Reduced Discharge of Ballast Water in Harbour

In case ballast water exchange is requested by the port state, this will still only beapplicable to ballast tanks that are planned discharged in their waters. For someloading conditions, not all tanks may need to be discharged, hence these will nothave to be exchanged prior to the arrival

2.8 Port State Requirements

The requirements to ballast water management will differ from port state to portstate. Most port states have no requirements, some require reporting of ballast wa-ter practice and record of the ballast water, and others will require ballast water ex-change before arrival in their waters. The requirements also change with time, andregulations applied a few years back may no longer be valid. Part of the “ballast wa-ter management” will therefore be to keep informed/updated in this respect.

Appendix 3: “Existing national or local quarantine requirements for ballast watermanagement” includes information about the requirements of different countries.

This information should be updated and expanded on a regular basis. The informa-tion can be gathered from personal experience, from the internet and from other

sources.

Many of the port states have made information regarding their requirements avail-able on the Internet. Some of these addresses can be found on the printouts in theenclosed Appendix 3.

A basic list of useful links is enclosed in Appendix 3.

2.9 Crew Training and Familiarisation

The officers and crew involved in ballast water management should study this report

and the enclosed IMO Res.A.868(20), and familiarise themselves with the following:

• the background for the need for ballast water exchange


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• the requirements to ballast water management for the relevant arrival ports

• the safety consideration in connection with ballast water exchange

• the location of the ballast water sampling points of the ship

It is important that the crew involved with ballast water management get the suffi-cient training with regards to their relevant tasks. Focus should especially be on thepart concerning the actual ballast exchange since this operation may directly influ-ence the vessel’s safety if conducted incorrectly.

2.10 Duties of The appointed Ballast Water Management Officer

The appointed officer in charge of ballast water management will normally have thefollowing duties:

• To possess thorough knowledge of the vessel’s ballast system and the equip-ment used for ballast water exchange.

• Obtain information on the requirements of the port authorities of the next visitingport in due time before arrival in these waters.

• In co-operation with the master of the vessel, decide whether exchange of ballastwater should be undertaken.

• Ensure that the ballast water exchange, if applicable, follows procedures in theballast water management plan.

• If required, prepare and fax the ballast water declaration form prior to arrival inport.

• Be available to assist the port state control or quarantine officers in their inspec-tion and in any sampling that may need to be undertaken.

• Maintain the ballast water handling log.

• To train and inform the crew as relevant.

2.11 Ballast Water Reporting Form and Handling Log

2.11.1 Format for ballast water reporting form

The standard ballast water reporting form is an example developed in IMO, to serveas a guide for use when reporting to a national authority that requests information inadvance.

A guidance for completing the form is included.

Care should be taken before using this general form, since the country being ap-proached may have its own form for reporting.

Blank forms and guidance to be found in Appendix 2.


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2.11.2 Format for ballast water handling log

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 bal-last water on board.

Even if the ship is not currently trading in an area where ballast water information isrequired to be reported, it may later prove worthwhile to have a history of what waterhas been carried.

Blank forms to be found in Appendix 2.

2.11.3 Format for sediment removal and tank flushing log

Blank forms to be found in Appendix 2.


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3 VESSEL PARTICULARS

3.1 Ballast Water Management Officer

The appointed ballast water management officer is the Chief Officer.

3.2 Ship Data

Name of Ship M/S SPAR SCORPIO

DNV ID no. D25303

IMO Number 9307578

Flag NIS

Call Sign LAFN6 Official No.: -

Builder ChengXi Shipyard

Hull No. CX4209, keel lying date: 2006.05.29

Type of Ship Handymax Bulk Carrier

Class and Notation Det Norske Veritas: 1A1 Bulk Carrier ESP ES(D)NAUTICUS (New Building) BC-A(Holds No. 2, 4 or 3may be empty) GRAIN-U EO DK (+) HA(+) IB(+)TMON

Length overall 190.00 m

Length B.P.* 183.05 m (CL rudderstock to FP)

Breadth Moulded 32.26 m

Depth Moulded 17.50 m

Maximum Draft 12.54 m

Tonnage (international) Gross 32474 Net 17790

Deadweight 53,565 t at 12.54 m draught

Design Speed (knots) 14.0 kn

Number of Hatches/Holds 5

Hatch Dimensions (LxB) CH1: 19.20 x 22.40

CH 2-5: 21.60 x 22.40


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Hold Dimensions (LxBxD) CH1: 30.40 x 29.86 x 15.70

CH 2-4: 28.80 x 29.86 x 15.70

CH5: 31.20 x 29.86 x 15.70• The rudderstock is 200 mm forward of frame 0. For all calculations of stability,

conditions etc. frame 0 is used as reference point and Lpp is taken as 183.25 m.


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3.2.1 Position of Draughtmarks and Other Dimensions


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3.2.2 Airpipes and Ventilators in the Ballast Hold (CH3)

As the vessel is intended to carry ballast water in cargohold no. 3 the hatchcoversfor this hold is supplied with ventilation openings supplied with air vent heads with a

float inside to prevent water from outside to flow into the hold. There are two ofthese ventilations in each end of the hatchcovers.

The aircaps are provided with weathertight means of closure and will allways bekept closed when the hold is not used for ballast.

Beside each of the openings the is the sign shown in the figure below is posted.

It is of extreme importance that the weathertight covers are opened and secured inopen position before any kind of ballast operation is undertaken in CH3.

If the covers are not opened or accidentially are closed before or during any suchoperation there is risk of either overpressurization or vacuum in the hold with possi-ble serious damage to the vessels structure or the hatchcovers.

In addition the CH3 hatchcovers are provided with coal ventilation openings like therest of the hatchcovers. The coal ventilations are also provided with weathertightcloasures.

As a safety measure the coal ventilators should also be opened during ballast op-erations.


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3.3 Reference Documents

Doc. ID Document / Manual Issued Approval

DMC40.3580.00.055-01Stability InformationManual

DMC40.3580.00.055-02 Grain Stability Manual

DMC40.3580.00.009-01 General Arrangement - -

DMC40.3580.00.005-01 Capacity and Tank Plan - -

DMC40.3580.00.331-01Ballast and Stripping Sys-tem

- -

DMC40.3580.00.340-01 Air and Sounding Pipes - -

In this Plan a number of drawings is inserted in small scale for illustration. The fullscale documents can be found on the locations above.

3.3.1 Location of reference documents

The above reference documents can be found in the wheelhouse.


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-

3.4 General Arrangement


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3.5 Capacity and Location of Ballast Pumps etc.

CapacityPump Location

m³/h HeadNo. 1 ballast pump ER floor PS forward 1,000 4.0 bar

No. 2 ballast pump ER floor PS forward 1,000 4.0 bar

No. 1 ballast eductor ER floor PS forward 50 2.0 bar

No. 2 ballast eductor ER floor PS forward 50 2.0 bar

The ballast system can be operated from the following locations:

• The Engine Control Room (ECR)

• The Deck Office/Ballast Control Room

IMPORTANT: It is important to note that when ballasting or de-ballasting each pumpshould serve at least two ballast tanks at the same time. For a short period of timeone pump can be used for topping-up of one tank.

Pumping with two pumps to one ballast tank could lead to serious damage to thevessel's structure.

It is also very important to ensure that the aircaps are in full working order before

any ballast operation commences.


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3.6 Sketch of Ballast System


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3.7 Ballast Water Capacity

CapacityTank No. Description

m³ (netto)

FPT fore peak tank 1874

DB1P no. 1 DB ballast water tank P 245

DB1S no. 1 DB ballast water tank S 245

WT1P no. 1 wing ballast water tank P 1066

WT1S no. 1 wing ballast water tank S 1066



WT2P no. 2 wing ballast water tank P 1,008

WT2S no. 2 wing ballast water tank S 1,008



WT3P no. 3 wing ballast water tank P 1,009

WT3S no. 3 wing ballast water tank S 1,009

DB4P no. 4 DB ballast water tank P 607DB4S no. 4 DB ballast water tank S 607







TECHP Hold wash water P 377

TECHS Hold wash water S 377

APT aft peak tank 642

Total capacity excl. hold no. 3 18,126

CH3 Cargo hold no. 3 13,349

Total capacity incl. hold no. 3 31,475


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3.8 Ballast Water Tank Plan


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3.9 Conditions where Ballast Water is carried

For a full description of all conditions please refer to the vessel's Trim and StabilityBooklet as mentioned in Sect. 3.3: Reference Documents.

This manual only presents ready procedures for ballast water exchange if in thestandard ballast conditions as shown in the trim and stability booklet.

3.9.1 Ballast conditions

There are two typical pure ballast conditions listed in the ship’s trim and stabilitybooklet:

Conditions 01 - 02, Light ballast condition

Condition 05 - 06, Heavy ballast condition


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3.9.2 Other conditions

If the vessel is sailing in a condition not covered by the information given below, aprocedure for the exchange of ballast water should be carefully planned taking the

above limitations into account, and a simulation of the procedure should be made onthe vessel’s loading computer to ensure safety and compliance with all requirementsas outlined in Sect. 3.11.

3.10 Ballast Water Sampling Points

3.10.1 Purpose

It may be requested by the quarantine officer to take samples of the ballast waterand possibly of the bottom sediments in the tanks when the vessel arrives in theport.

The drawings overleaf indicate locations of sampling and access points in pipelinesand tanks so that crew members can quickly assist quarantine officers who wish toobtain samples.

Quarantine officers must be advised of all safety procedures to be observed whenentering enclosed spaces.

3.10.2 Location of sampling points for ballast water and bottom sediments

Sampling of ballast water to be made through the sounding pipes. Location of the

pipes are given on the sketch overleaf.

Samples of bottom sediments can only be taken through the manholes when thetank is empty. The position of the manholes is indicated the second drawing over-leaf.

3.11 General Procedures and Limitations on Ballast Water Exchange

The design and construction of this particular vessel imposes some general proce-dures and limitations on when and how ballast water exchange can be executedwhile maintaining safe operation.

The ship’s normal procedure for use of the ballast system should in any case be fol-lowed.

It should be remembered that it is allways the Master’s responsibility to ensuresafety of crew and vessel. No procedure described in this manual can relieve theMaster of this responsibility.

3.11.1 Methods to be used

When carrying out or planning ballast water exchange, the following methods shallbe used for the ballast tanks as mentioned:


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Sequential method: All dedicated water ballast tanks as outlined inSect. 3.8/3.9 below in the capacity plan

Flow-though method: Cargo hold no. 3

For a general description of the methods, please refer to Sect. 2.1 above.

3.11.2 Weather

To avoid problems in connection with ballast water exchange, this should only becommenced in fair weather and when the weather forecast is such that it may becompleted before a possible worsening in the weather.

The weather should be not more than Beaufort 4 and the sea state not more than 4

with observed waveheights around 1 m.

3.11.3 Stability

The stability criteria valid for this vessel is described in the stability informationmanuals as mentioned in Sect. 3.3 above.

In practice, this means that any loading condition arrived at as a step in the se-quence of exchanging ballast water should always comply with the GMmin curve ren-dered in the manual.

It should be noted that due to Damage Stability requirements the min. GM thatcan be achieved is 1.20 M.

The steps in the ballast exchange plans described in Sect. 4 below have all beenchecked against this curve, and no loss of stability will occur if the initial condition isas described and the plans are followed.

If ballast water exchange is envisaged in a loading condition not described in thismanual, the procedure should be carefully planned and each step simulated on thevessel’s load computer to ensure compliance with stability requirements.

It should be remembered to pay due attention to the effect of free surfaces in tanks.

During normal voyage with ballast in CH3 the hold should be sounded regularly toensure that it is completely filled with ballast water to avoid free surface effects. Asthe ventilation openings are open when there is ballast in the hold water can escapethrough these openings due to the vessel’s motions in the waves.

3.11.4 Longitudinal strength

Actual values of shear force and bending moment shall always be within the allow-able range for seagoing conditions as described in the stability information manual.

All steps in the ballast exchange plans described in Sect. 5.2 below comply with therequirements.


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If ballast water exchange is envisaged in a loading condition not described in thismanual, the vessel’s load computer can be used to ensure compliance with longitu-dinal strength requirements.

3.11.5 Section Modulus

The vessels longitudinal strength is based on the following hull data :

Section Modulus

Actual Required Material

Deck 13,953 m3 13,663 m3 NV-36

Bottom 22,364 m3 13,663 m3 NV-32

3.11.6 Allowable Bending Moments

The vessel has been checked for the following still water bending moment:

Seagoing HarbourDistancefromAP Sagging Hogging Sagging Hogging

m kNm kNm kNm kNm

AP 0 0 0 0

64.4 -1,500,000 1,700,000 -2,260,000 2,420,000

72.6 -1,500,000 1,700,000 -2,260,000 2,420,000

117.98 -1,500,000 1,700,000 -2,260,000 2,420,000

128.28 -1,500,000 1,700,000 -2,260,000 2,420,000

FP 0 0 0 0


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3.11.7 Allowable Shear Forces

The vessel has been checked for the following longitudinal still water shear force:

Seagoing HarbourDistancefromAP

DistancefromAP Positive Negative Positive Negative

Fr. No. m kN kN kN kN

fr. 34 27.20 86,627 -86,194 95,289 -95,072

0.2L 36.30 81,492 -80,254 92,721 -92,102

0.3L 54.45 81,492 -80,254 92,721 -92,102

0.4L 72.60 85,920 -85,920 94,935 -94,935

0.6L 108.90 85,920 -85,920 94,935 -94,935

0.7 127.05 78194 -79,515 91,072 -91,732

0.85L 154.28 78,198 -79,519 91,074 -91,734

fr. 219 175.20 96,794 -97,163 100,372 -100,557

3.11.8 Corrections to Actual Shear Force

For comparison with the allowable values of shearforce the actual calculated shearforce may be corrected, using the following formula:

Q = Qact - ∆∆∆∆QSL

(In case of negative values of Qact the value of ∆QSL to be added to Qact.)

Where

1DNNHPSL TC))PK(P(CQ −∑+=∆ (kN)

And

PH = cargo or ballast (in t) in the hold in question.

PN = bunker or ballast (in t) in the double bottom below the considered hold.

T1 = draught in m at the midle of the hold.

KN = To be taken from the table below.

CP = To be taken from the table below.

CD = To be taken from the table below.


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Hold No. KN CP CD (t/m)

1 1.1518 1.993 1423

2 1.0096 2.333 1771

3 1.0098 2.333 1771

4 1.0096 2.333 1771

5 1.2775 1.797 1357

The mass of ballast water in a side ballast tank shall not be included in the shearforce correction calculation.

The correction of shear force is described in detail in DnV rules Pt.3 Ch.1 Sec 5,D201.

3.11.9 Draught fore

This vessel is reinforced against damage caused by slamming in heavy weathersituations.

If slamming is envisaged the vessel is in general required to have the followingminimum draught on FP in order to avoid damage caused by slamming:

• 5.2 m – in case waterballast tanks DB1 and FP are filled with water.

• 6.0 m – in case waterballast tanks DB1 and FP are empty.

Draught fore in ballast conditions

As the vessels has a BC-A notation as part of the class notation there is a restrictionon the draught fore and the amount of trim.

A Light ballast condition is a condition without cargo in any hold, where some or allof the ballast tanks are wholly or part filled with ballast water, but where no ballastwater is carried in the ballast hold.

A heavy ballast condition is a condition as above but where the ballast hold is filledwith ballast water.

In light ballast conditions: - The propeller shall be fully immersed

- Any trim shall be by the stern and shall not exceed0.015Lpp, i.e. it shall be less than 2.75 m.

In heavy ballast conditions: - The propeller immersion shall be at least 60%

- Any trim shall be by the stern and shall not exceed

0.015Lpp, i.e. it shall be less than 2.75 m.


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- Moulded draught forward not to be less than 5.49 m

(= 0.03Lpp).

During ballast water operations these limits may be temporarely transgressed.

In the procedures described in Sect. 4 below the draught at FP is sometimes lessthan 5.2 m. No damage will however occur if the sea state is less than 4 (moderateseas of an observed wave height of around 1 m).

In case the draught fore is less than 5.2 m at any time during a ballast water ex-change, the exchange should not be attempted or only started after due evaluationof the weather and the sea state.

If slamming is experienced during filling or emptying of some of the tanks, it will inany case be possible to reduce or stop this by temporarily altering the vessel’sheading and/or reducing speed.

3.11.10 Draught aft

Emergency fire pump

To ensure that the emergency fire pump located beneath the steering gear com-partment is allways able to obtain suction the draught aft shall be at least 6.3 m inany condition.

In the Ballast Water Exchange Plans presented in this Plan the draught aft is all-

ways above 6.3 m.

Propeller immersion

The propeller is fully emerged when the draught aft is at least 6.5 m.

The above requirement for the emergency fire pump corresponds to a propeller im-mersion of about 97%.

In the Ballast Water Exchange Plans presented in this plan the draught aft is at least6.43 m in the light ballast sequences (answering to 99.7% immersion).

In the heavy ballast sequences the immersion is allways above 100%.

Ballast conditions:

As mentioned under Draught Fore above the draught aft shall comply with require-ments to the propeller immersion and trim.

Calculation of propeller immersion

The propeller immersion can be calculated as follows:

I/D% = (Taft – 550)100/5900

where:


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I/D is the ratio of the propellerdisc that is submerged for a given draught. For defini-tions of the other terms please see the figure in Sect. 3.3 above. As the distance be-tween the longitudinal center of the propeller and frame 0 is small compared to theLpp, the draught iwo. the propellercenter is taken equal to taft.

3.11.11 Sloshing

For this vessel sloshing will only be a problem when water ballast is filled into holdno. 3 while at sea.

Consequently, filling or emptying of hold no. 3 should be avoided while at sea oronly undertaken in calm weather with little or no risk of rolling and pitching. It shouldfurther be ascertained that the hold has been pumped totally full.

Filling degrees between 20 and 90% shall in all circumstances be avoided as slosh-

ing can arise in these conditions with possible serious damage to the vessel’s struc-ture.

For the same reasons, only the flow-through method can be used for ballast waterexchange of hold no. 3.

3.11.12 Pressure or vacuum in tanks during filling/emptying

Over-pressuring as well as under-pressuring tanks can lead to serious structuraldamage.

The following points should be taken into consideration when conducting ballast wa-ter exchange.

Emptying by gravity

The vessel’s ballast system is designed and dimensioned to make use of gravity foremptying and filling the dedicated ballast tanks as much as possible without the useof pumps. For dedicated ballast tanks this is done through the normal ballast piping.

Only cargo hold no. 3 has a direct openings to the sea in SB side of the hold for fill-ing/emptying of the hold. The hold is equipped with airpipes dimensioned to preventdamage from over- or underpressure.

When filling or emptying the ballast hold the coal ventilators in the ends of theweather deck hatch covers should be kept opened as an extra security against over-or underpressurization

Pump/tank pressure

To mitigate the risk of overpressure, only one pump shall be used for filling eachtank. Preferably more than one tank should be filled at the time to distribute the

pressure.

Only for cargohold no. 3 are two pumps to be used simultaneous for filling/emptying.


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Ventilation system

All openings used as outflow for the water should be inspected prior to start to check

that the water can flow out freely. Any flame screens fitted to air vent heads are tobe removed.

The free flow of water through the openings should be visually checked at the startof the exchange and at regular intervals.

In cold conditions it should be assured that no ice formation is present in the airpipes or ventilations to avoid blockage and possible over-pressuring of tanks and/ordamage to vent heads.

System failure

Failure of the system in open sea may have larger consequences than in harbour.Increased use of the ballast system for ballast water exchange may result in earlierwear-out of components than normal (vents, valves, pumps, gauges, etc.). It istherefore important to pay extra attention to the maintenance of the different compo-nents.

3.11.13 Visibility

According to the requirements in SOLAS the surface of the sea forward of the ves-sel shall not be obscured for more than two ship lengths as seen from the conning

position in the wheelhouse.

In the procedures described in this manuall the requirement is always fulfilled.

In case other procedures are planned, the length of the obscured area can be calcu-lated as follows:

−=

PP

FA

L

TTtanaF

FKK

DDtanaf

SC

SC−

−=

( )( )

−∗+−∗

−−=

PP

FASFFS

L

TTKKTD

fsin

Ffº90sinnovis


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Please note that the point “S” in general can be located two different places, de-pendent on whether there is a deckload on hatch no. 1, higher than 3.8 m. If thedeckload is lower than this the point S is located in the bow. If higher, point S is lo-cated in the top forward corner of the stow on hatch no. 1.

symbol no load on hatch no. 1 or loadlower than 3.8 m load on hatch no. 1 higher than3.8 m

LPP 183.25 m 183,25 m

TA to be measured to be measured

TF to be measured to be measured

DC 35.7 m 35.7 m

DS 23.0 m to be measured*

KCKS 162.0 m 143.2 m

KFKS 2.9 m -7.9 m

*The distance from baseline to top of hatch no. 1 is 20.5 m – for hatch no. 2, 3,4, 5 the distance is 20.7 m.where:

LPP = Length between perpendicularsTA = Draught on APTF = Draught on FPDC = Eye height of conning positionDS = Height of position S above baselineKCKS = Horizontal distance from conning position to SKFKS = Horizontal distance from FP position to S

novis = length of obscured area forward of the vessel’s bow

No load on hatches

Load on hatches


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If

novis < 366.1 m (equal to two ship lengths)

the visibility is according to requirements.

If the visibility is less than required while conducting ballast water exchange, thecommanding officer should be made aware of this.

3.11.14 Time consumption for filling or flowing through of tanks

Actual time consumption for ballast water operations should be recorded for use inplanning of later operations.

The ballast water exchange plans in Sect. 4 below are equipped with a column forthis use.

Calculated time for one filling of Cargo Hold no. 3 is approx. 4.5 hours.

Due to pump characteristics the time for flowing through 3 times of CH3 is approx.15 hours.

3.11.15 Procedures in connection with the flow-through method in CH3

As mentioned above in Sect. 3.2.2 it is of outmost importance that all ventilation

openings in the hatchcovers of CH3 are opened and kept open before and duringballast water operations in the hold to avoid damage to the vessel’s structure as aconsequence of overpressure or vacuum.

Before any operation starts it is also important that the air heads are inspected asindicated in Sect. 3.11.12.

The coal ventilation openings in the cargo hatchcovers should be opened during bal-last water exchange as an extra security.

During ballast water exchange caution should be excercised when walking on themain deck in the viscinity of cargo hold 3 as large amounts of water pour out of theventilation openings about 1.8 m above the deck for about 15 hours.

3.11.16 Misc.

Before starting and after each step of the ballast water exchange at least the follow-ing should be taken into consideration:

• The vessel’s position (nearness to shore etc.)

• Weather forecast

• Machinery performance

• Degree of crew fatigue


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If any factors are considered unfavourable, the ballast exchange should be sus-pended or halted.


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4 BALLAST WATER EXCHANGE PLANS

The two ballast water exchange plans below describe two procedures: one where

the starting condition is the heavy ballast condition, and one where the starting con-dition is the light ballast condition. In both conditions 50% consumables are as-sumed.

All tanks shall be full at the beginning and at the end of each step of the exchangeprocedure.

The plans provide the following information:

• Displacement and total amount of ballast water before and after each step

• Draught aft, midship and fore at each step

• Trim

• GM corrected for free surfaces

• Length of the sea face forward of the vessel that is not visible.

• Shear force and bending moments in percent of the allowable limit.

Each step in the tables complies with requirements to strength, stability, visibility,and draughts fore and aft.

It is therefore safe to conduct ballast water exchange in fair weather.

Details of the calculations can be found in Appendix D below.

It is of course possible to develop other plans and procedures to make ballast waterexchange e.g. if the actual condition differs from either of the two included.


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4.1 Ballast Water Exchange starting from the Heavy Ballast Condition

Step Displ Ballast T aft T midt T fwd Trim GMc NOVIS SF rel BM rel

no. ton ton m m m m m m % %

0 Start Condition Heavy Ballast before starting up the water ballast exchange

status 43.835 31.496 9,62 8,88 8,14 1,48 5.46 211 50,2 71,0

1 Pump out following No.3 Wing Tank P&S and APT Hours =

status 41.107 28.768 8,82 8,38 7,95 0,87 5.50 205 41,5 60,2

2 Pump out following Fore Peak Tank and No.5 Wing Tank P&S Hours =

status 37.455 25.116 8,67 7,73 6,79 1,88 6,01 238 50,5 96,1

3 Re-fill following Fore Peak Tank and No.5 Wing Tank P&S Hours =

Pump out following No.1 Wing Tank P&S and No.5 DB P&S Hours =

status 38.028 25.688 9,00 7,84 6,68 2,33 5,84 249 46,7 78,4

4 Re-fill following No.1 Wing Tank P&S and No.5 DB P&S Hours =

Pump out following No.1 DB Tank P&S and No.4 Wing Tank P&S Hours =

status 38.557 26.218 8,24 7,91 7,57 0,67 5,89 207 49,7 53,7

5 Re-fill following No.1 DB Tank P&S and No.4 Wing Tank P&S Hours =

Pump out following No.2 DB Tank P&S and No.3 DB Tank P&S Hours =

status 38.615 26.276 8,81 7,94 7,07 1,74 5,34 232 35,3 44,5

6 Re-fill following No.2 DB Tank P&S and No.3 DB Tank P&S Hours =


status 37.794 25.454 8,59 7,79 6,98 1,60 5,82 230 41,5 47,2

7 Re-fill following No.4 DB Tank P&S and No.2 Wing Tank P&S Hours =

Pump out following None Hours =

status 41.107 28.767 8,82 8,38 7,95 0,87 5,50 205 41,2 60,2

8 Re-fill following No.3 Wing Tank P&S and APT Hours =

Pump out following None Hours =

status 43.835 31.496 9,62 8,88 8,14 1.48 5,46 211 51,0 74,0

Total time =

As the flow-through method is used for cargo hold no. 3, this can be done at anytime before, during or after the above sequence.


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4.2 Ballast Water Exchange starting from the Light Ballast Condition

Step Displ Ballast T aft T midt T fwd Trim GMc NOVIS SF rel BM rel no. ton ton m m m m m m % %

0 Start Condition Light Ballast before starting up the water ballast exchange

status 29.494 17.155 7,13 6,24 5,34 1,79 8,63 257 29,8 62,3

1 Pump out following Fore Peak Tank and No.5 Wing Tank P&S Hours =

status 25.843 13.503 6,95 5,57 4,18 2,77 9,69 299 29,7 52,0

2 Re-fill following Fore Peak Tank and No.5 Wing Tank P&S Hours =

Pump out following No.5 DB Tank P&S Hours =

status 28.603 16.263 6,58 6,04 5,51 1,08 8,49 241 32,7 61,3

3 Re-fill following None Hours =

Pump out following No.1 Wing Tank S and No.4 Wing Tank P Hours =status 26.486 14.146 6,55 5,66 4,78 1,77 9,32 266 33,6 64,0

4 Re-fill following No.1 Wing Tank S and No.4 Wing Tank P Hours =

Pump out following No.1 Wing Tank P and No.4 Wing Tank S Hours =

status 26.486 14.146 6,55 5,66 4,78 1,77 9,32 266 33,6 64,0

5 Re-fill following No.1 Wing Tank P and No.4 Wing Tank S Hours =


status 26.029 13.690 6,43 5,57 4,71 1,72 9,38 264 34,4 75,3

6 Re-fill following No.1 DB Tank P&S, No.3 Wing Tank P&S and No.5 DB Tank P&S Hours =

Pump out following No.2 Wing Tank P&S, No.4 DB Tank P&S Hours =

status 26.181 13.842 6,86 5,62 4,39 2,47 9,34 287 36,3 73,1

7 Re-fill following No.2 Wing Tank P&S Hours =

Pump out following No.2 DB Tank P&S and No.3 DB Tank P&S Hours =

status 25.757 13.418 6,63 5,53 4,43 2,20 8,53 279 31,5 80,6

8 Re-fill following No.2 DB Tank P&S, No.3 DB Tank P&S and No.4 DB Tank P&S Hours =

status 29.494 17.155 7,13 6,24 5,34 1,79 8,63 257 29,8 62,3

Total time =


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5 APPENDIX A - IMO RES. A868(20)

GUIDELINES FOR THE CONTROL AND MANAGEMENT OF SHIPS' BALLASTWATER TO MINIMIZE THE TRANSFER OF HARMFUL AQUATIC ORGANISMS

AND PATHOGENS

THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime Organiza-tion concerning the functions of the Assembly in relation to regulations and guide-lines concerning prevention and control of marine pollution from ships,

RECALLING ALSO resolution A.774(18) by which it recognized that the uncontrolleddischarge of ballast water and sediment from ships has led to the transfer of harmfulaquatic organisms and pathogens, causing injury to public health and damage to

property and the environment, and accordingly adopted Guidelines for Preventingthe Introduction of Unwanted Aquatic Organisms and Pathogens from Ships' BallastWater and Sediment Discharges, and further that the Marine Environment Protec-tion Committee (MEPC) and the Maritime Safety Committee (MSC) shall keep theballast water issue and the application of the Guidelines under review with a view tofurther developing the Guidelines as a basis for a new Annex to MARPOL 73/78,

RECALLING FURTHER that the 1992 United Nations Conference on Environmentand Development (UNCED), in its Agenda 21 requests IMO to consider the adoptionof appropriate rules on ballast water discharge to prevent the spread of non-indigenous organisms, and further proclaims in its Declaration on Environment andDevelopment that States shall widely apply the precautionary approach according to

their capabilities,

BEARING IN MIND that MEPC/Circ.288 recognized that the existing Guidelines donot provide a complete solution towards the total prevention of the introduction ofharmful aquatic organisms and pathogens, but urged that focus should be directedon measures aimed at minimizing the risks, emphasizing further that in applying theexisting Guidelines, the ship's safety was of paramount importance,

NOTING the objectives of the Convention on Biological Diversity, 1992, and that thetransfer and introduction of alien aquatic species with ballast water threatens theconservation and sustainable use of biological diversity,

NOTING FURTHER the status of work carried out by MEPC as requested by resolu-tion A.774(18) concerning the development of legally binding provisions on ballastwater management together with guidelines for their effective implementation, aswell as the Guidance on Safety Aspects of Ballast Water Exchange at Sea preparedby the Sub-Committee on Ship Design and Equipment, and distributed asMEPC/Circ.329 and MSC/Circ.806, both of 30 June 1997,

RECOGNIZING that several States have taken unilateral action by adopting legallybinding provisions for local, regional or national application with a view to minimizingthe risks of introducing harmful aquatic organisms and pathogens through ships en-tering their ports, and also that this issue, being of worldwide concern, demands ac-

tion based on globally applicable regulation together with guidelines for their effec-tive implementation and uniform interpretation,


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HAVING CONSIDERED the recommendation of the MEPC at its fortieth session onthis issue,

1. ADOPTS the Guidelines for the Control and Management of Ships' Ballast

Water to Minimize the Transfer of Harmful Aquatic Organisms and Pathogens setout in the Annex to the present resolution;

2. REQUESTS Governments to take urgent action in applying these Guidelines,including the dissemination thereof to the shipping industry, to use them as a basisfor any measures they adopt with a view to minimizing the risks of introducing harm-ful aquatic organisms and pathogens, and to report to the MEPC on any experiencegained in their implementation;

3. REQUESTS ALSO the MEPC to work towards completion of legally bindingprovisions on ballast water management in the form of a new Annex to MARPOL73/78, together with guidelines for their uniform and effective implementation with a

view to their consideration and adoption in the year 2000;

4. REQUESTS FURTHER the MSC to include in its workplan the evaluation ofinformation received from interested parties, particularly that relevant to 12.2 of theGuidelines adopted herewith, with a view to determining the hazards and potentialconsequences for various existing ship types and operations. The MSC is also re-quested to consider any other relevant issues concerning ballast water managementas well as design objectives for new ships, with a view to minimizing to the extentpossible risks of introducing harmful aquatic organisms and pathogens with ships'ballast water and sediments;

5. REVOKES resolution A.774(18).


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Annex

GUIDELINES FOR THE CONTROL AND MANAGEMENT OF SHIPS' BALLASTWATER TO MINIMIZE THE TRANSFER OF HARMFUL AQUATIC ORGANISMS

AND PATHOGENS

ContentsCHAPTER 1 - Introduction

CHAPTER 2 - Definitions

CHAPTER 3 - Application

CHAPTER 4 - Guideline objectives and background

CHAPTER 5 - Dissemination of information

CHAPTER 6 - Training and education

CHAPTER 7 - Procedures for ships and port States7.1 Procedures for ships7.2 Procedures for port States

CHAPTER 8 - Recording and reporting procedures8.1 Procedures for ships8.2 Procedures for port States

CHAPTER 9 - Ships' operational procedures9.1 Precautionary practices

.1 Minimizing uptake of harmful aquatic organisms,pathogens and sediments

.2 Removing ballast sediment on a timely basis

.3 Avoiding unnecessary discharge of ballast water9.2 Ballast water management options

.1 Ballast water exchange

.2 Non-release or minimal release of ballast water

.3 Discharge to reception facilities

.4 Emergent and new technologies and treatments

CHAPTER 10 - Port State considerations10.1 Highly disparate conditions between uptake and dis-

charge ports10.2 Ballast water age10.3 Presence of target organisms

CHAPTER 11 - Enforcement and monitoring by port States

CHAPTER 12 - Future considerations in relation to ballast water exchange12.1 Research needs12.2 Long-term evaluation of safety aspects in relation to bal-

last water exchange

CHAPTER 13 - Ballast system design


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Appendix 1 - Ballast water reporting form

Appendix 2 - Guidance on safety aspects of ballast water exchange at sea


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1. INTRODUCTION

1.1 Studies carried out in several countries have shown that many species of bac-teria, plants, and animals can survive in a viable form in the ballast water and sedi-ment carried in ships, even after journeys of several months' duration. Subsequentdischarge of ballast water or sediment into the waters of port States may result inthe establishment of harmful aquatic organisms and pathogens which may posethreats to indigenous human, animal and plant life, and the marine environment. Al-though other media have been identified as being responsible for transferring organ-isms between geographically separated water bodies, ballast water discharge fromships appears to have been among the most prominent.

1.2 The potential for ballast water discharge to cause harm has been recognisednot only by the International Maritime Organization but also by the World Health Or-ganization, which is concerned about the role of ballast water as a medium for the

spreading of epidemic disease bacteria.

1.3 These Guidelines are not to be regarded as a certain solution to the problem.Rather, each part of them should be viewed as a tool which, if correctly applied, willhelp to minimize the risks associated with ballast water discharge. As scientific andtechnological advances are made, the Guidelines will be refined to enable the risk tobe more adequately addressed. In the interim, port States, flag States and other par-ties that can assist in mitigating this problem should exercise due care and diligencein an effort to conform to the maximum extent possible with the Guidelines.

1.4 The selection of appropriate methods of risk minimization will depend uponseveral factors, including the type or types of organisms being targeted, the level of

risk involved, its environmental acceptability, the economic and ecological costs in-volved and the safety of ships.

2. DEFINITIONS

For the purposes of these Guidelines, the following definitions apply:

Administration means the Government of the State under whose authority the shipis operating.

Convention means MARPOL 73/78 (International Convention for the Prevention of

Pollution from Ships, 1973, and the Protocol of 1978 related thereto).

Member States means States that are Members of the International Maritime Or-ganization.

Organization means the International Maritime Organization (IMO).

Port State authority means any official or organization authorized by the Govern-ment of a port State to administer guidelines or enforce standards and regulationsrelevant to the implementation of national and international shipping control meas-ures.

Treatment means a process or mechanical, physical, chemical or biological methodto kill, remove or render infertile, harmful or potentially harmful organisms within bal-last water.


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3. APPLICATION

The Guidelines are directed to Member States and can apply to all ships; however,a port State authority shall determine the extent to which they do apply.

4. GUIDELINE OBJECTIVES AND BACKGROUND

4.1 The objectives of these Guidelines, developed under technical and scientificguidance, are to assist Governments and appropriate authorities, ship masters, op-erators and owners, and port authorities, as well as other interested parties, inminimizing the risk of introducing harmful aquatic organisms and pathogens fromships' ballast water and associated sediments while protecting ships' safety.

4.2 The Guidelines allow port States to exempt ships within the area under their jurisdiction from part or all of the relevant provisions. Notwithstanding, any admini-

stration wishing to apply restrictions to ballast water operations should still followthese Guidelines, when developing legislation or procedures.

4.3 In order that the Guidelines may be implemented in a standard and uniformmanner, all Member State Governments, ship operators, other appropriate authori-ties and interested parties are requested to apply these Guidelines.

5. DISSEMINATION OF INFORMATION

5.1 Administrations are encouraged to maintain and exchange information rele-vant to these Guidelines through the Organization. Accordingly, administrations are

encouraged to provide the Organization with the following:

.1 Information on severe outbreaks or infestations of harmful aquatic or-ganisms which may pose a risk;

.2 Copies of current domestic laws and regulations;

.3 Technical and research information;

.4 Education materials (such as audio and video tapes) and printed materi-als; and

.5 Location and terms of use of alternative exchange zones, contingencystrategies, availability of shore reception facilities, fees, etc.

5.2 Member States, applying ballast water and sediment discharge procedures,should notify the Organization of specific requirements and provide to the Organiza-tion, for the information of other Member States and non-governmental organiza-tions, copies of any regulations, standards, exemptions or guidelines being applied.Verification and detailed information concerning port State requirements should beobtained by the ship prior to arrival.

5.3 Port State authorities should provide the widest possible distribution of infor-

mation on ballast water and sediment management and treatment requirements thatare being applied to shipping. Failure to do so may lead to unnecessary delays forships seeking entry to port States.


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5.4 Shipping organizations and ships' managers should be familiar with the re-quirements of port State authorities with respect to ballast water and sediment man-agement and treatment procedures, including information that will be needed to ob-tain entry clearance.

5.5 Member States are invited to provide the Organization with details of any re-search and development studies that they carry out with respect to the impact andcontrol of harmful aquatic organisms and pathogens in ships' ballast water andsediment.

5.6 Member States should provide to the Organization details of records describ-ing reasons why existing requirements could not be complied with, e.g. force majeure, heavy weather, failure of equipment, or lack of information concerning portState requirements.


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6. TRAINING AND EDUCATION

6.1 Training for ships' masters and crews as appropriate should include instruc-

tions on the application of ballast water and sediment management and treatmentprocedures, based upon the information contained in these Guidelines. Instructionshould also be provided on the maintenance of appropriate records and logs. Gov-ernments should ensure that their marine training organizations include this in thecontents of their syllabus.

6.2 The application of processes and procedures concerning ballast water man-agement are currently at the core of the solution to minimize the introduction ofharmful aquatic organisms and pathogens.

6.3 Governments are encouraged to include knowledge of duties regarding thecontrol of pollution of the sea by harmful aquatic organisms and pathogens in their

training requirements for certificates.


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7. PROCEDURES FOR SHIPS AND PORT STATES

7.1. Procedures for ships

7.1.1 Every ship that carries ballast water should be provided with a ballast watermanagement plan to assist in the minimization of transfer of harmful aquatic organ-isms and pathogens. The intent of the plan should be to provide safe and effectiveprocedures for ballast water management.

7.1.2 The ballast water management plan should be specific to each ship.

7.1.3 The ballast water management plan should be included in the ship's opera-tional documentation. Such a plan should address, inter alia:

- relevant parts of these Guidelines

- approval documentation relevant to treatment equipment- an indication of records required; and- the location of possible sampling points.

7.2. Procedures for port States

7.2.1 Reception and treatment facilities should be made available for the environ-mentally safe disposal of ballast tank sediments.

7.2.2 Discharge of ship's ballast water into port reception and/or treatment facilitiesmay provide an acceptable means of control. Port State authorities wishing to utilizethis strategy should ensure that the facilities are adequate.


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8. RECORDING AND REPORTING PROCEDURES

8.1. Procedures for ships

8.1.1 Where a port State authority requires that specific ballast water proceduresand/or treatment option(s) be undertaken, and due to weather, sea conditions or op-erational impracticability such action cannot be taken, the master should report thisfact to the port State authority as soon as possible and, where appropriate, prior toentering seas under its jurisdiction.

8.1.2 To facilitate the administration of ballast water management and treatmentprocedures on board each ship, a responsible officer should be appointed to main-tain appropriate records and to ensure that ballast water management and/or treat-ment procedures are followed and recorded.

8.1.3 When taking on or discharging ballast water, as a minimum, the dates, geo-graphical locations, ship's tank(s) and cargo holds, ballast water temperature andsalinity as well as the amount of ballast water loaded or discharged should be re-corded. A suitable format is shown in appendix 1. The record should be made avail-able to the port State authority.

8.1.4 The location and suitable access points for sampling ballast or sedimentshould be described in the ship's ballast water management plan. This will allowcrew members to provide maximum assistance when officers of the port State au-thority require a sample of the ballast water or sediment.

8.2. Procedures for port States

8.2.1 Consistent with 5.2 above, port States should provide ships with the followinginformation:

- details of their requirements concerning ballast water management;- location and terms of use of alternative exchange zones;- any other port contingency arrangements; and- the availability, location, capacities of and applicable fees relevant to re-

ception facilities that are being provided for the environmentally safe dis-posal of ballast water and associated sediment.

8.2.2 To assist ships in applying the precautionary practices described in 9.1.1 be-low, port States should inform local agents and/or the ship of areas and situationswhere the uptake of ballast water should be minimized, such as:

- areas with outbreaks, infestations or known populations of harmful organ-isms and pathogens;

- areas with current phytoplankton blooms (algal blooms, such as red tides)- nearby sewage outfalls;- nearby dredging operations;- when a tidal stream is known to be the more turbid; and

- areas where tidal flushing is known to be poor.


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9. SHIPS' OPERATIONAL PROCEDURES

9.1. Precautionary practices

9.1.1 Minimizing uptake of harmful aquatic organisms, pathogens and sediments

When loading ballast, every effort should be made to avoid the uptake of potentiallyharmful aquatic organisms, pathogens and sediment that may contain such organ-isms. The uptake of ballast water should be minimized or, where practicable,avoided in areas and situations such as:

- areas identified by the port State in connection with advice relating to 8.2.2above

- in darkness when bottom-dwelling organisms may rise up in the water col-

umn- in very shallow water; or- where propellers may stir up sediment.

9.1.2 Removing ballast sediment on a timely basis

Where practicable, routine cleaning of the ballast tank to remove sediments shouldbe carried out in mid-ocean or under controlled arrangements in port or dry dock, inaccordance with the provisions of the ship's ballast water management plan.

9.1.3 Avoiding unnecessary discharge of ballast water

If it is necessary to take on and discharge ballast water in the same port to facilitatesafe cargo operations, care should be taken to avoid unnecessary discharge of bal-last water that has been taken up in another port.

9.2. Ballast water management options

9.2.1 Ballast water exchange

Near-coastal (including port and estuarine) organisms released in mid-ocean, andoceanic organisms released in coastal waters, do not generally survive.

When exchanging ballast at sea, guidance on safety aspects of ballast water ex-change as set out in appendix 2 should be taken into account. Furthermore, the fol-lowing practices are recommended:

- where practicable, ships should conduct ballast exchange in deep water, inopen ocean and as far as possible from shore. Where this is not possible,requirements developed within regional agreements may be in operation,particularly in areas within 200 nautical miles from shore. Consistent with9.1.2 above, all of the ballast water should be discharged until suction islost, and stripping pumps or eductors should be used if possible

- where the flow-through method is employed in open ocean by pumpingballast water into the tank or hold and allowing the water to overflow, atleast three times the tank volume should be pumped through the tank


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- where neither form of open ocean exchange is practicable, ballast ex-change may be accepted by the port State in designated areas; and

- other ballast exchange options approved by the port State.

9.2.2 Non-release or minimal release of ballast water

In cases where ballast exchange or other treatment options are not possible, ballastwater may be retained in tanks or holds. Should this not be possible, the ship shouldonly discharge the minimum essential amount of ballast water in accordance withport States' contingency strategies.

9.2.3 Discharge to reception facilities

If reception facilities for ballast water and/or sediments are provided by a port State,they should, where appropriate, be utilized.

9.2.4 Emergent and new technologies and treatments

9.2.4.1 If suitable new and emergent treatments and technologies prove viable,these may substitute for, or be used in conjunction with, current options. Suchtreatments could include thermal methods, filtration, disinfection including ultravioletlight, and other such means acceptable to the port State.

9.2.4.2 Results concerning the application and effectiveness of new ballast watermanagement technologies and associated control equipment should be notified tothe Organization with a view to evaluation and incorporation, as appropriate, intothese Guidelines.


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10. PORT STATE CONSIDERATIONS

The following is provided for the guidance of port State authorities in the implemen-

tation of their ballast water management programme, and to assess risks in relationto the ballast water containing harmful aquatic organisms and pathogens.

10.1 Highly disparate conditions between uptake and discharge ports

Significantly different conditions may exist between port(s) of origin and the port inwhich ballast water is discharged. Examples include freshwater ballast being re-leased into highly saline ports. There may be organisms capable of surviving suchextreme transfers; however, there is a lower probability of species establishmentunder such transport events.

10.2 Ballast water age

The length of time during which ballast water is within an enclosed ballast tank mayalso be a factor in determining the number of surviving organisms, because of theabsence of light, decreasing nutrients and oxygen, changes of salinity and other fac-tors. However, the maximum length of survival of organisms in ballast water varies,and in many cases is not known. Water of an age of 100 days should be consideredthe minimum for applying this consideration. Ballast water and sediments may con-tain dinoflagellate cysts and other organisms capable of surviving for a much longerlength of time.

10.3 Presence of target organisms

10.3.1 Under certain circumstances it may be possible to determine if one or moretarget species are present in the water of a specific port and have been ballasted ina ship. In these circumstances, the receiving port State authority may invoke man-agement measures accordingly. Even if such target species are not present, how-ever, it should be noted that the ship may still be carrying many untargetted specieswhich, if released in new waters, could be potentially harmful.

10.3.2 Port States are encouraged to carry out biological baseline surveys in theirports and to disseminate the results of their investigations.


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11. ENFORCEMENT AND MONITORING BY PORT STATES

11.1 Consistent with the precautionary approach to environmental protection, these

Guidelines can apply to all ships unless specifically exempted by a port State au-thority within its jurisdiction. In accordance with 5.2 above, port State authoritiesshould inform the Organization on how the Guidelines are being applied.

11.2 Member States have the right to manage ballast water by national legislation.However, any ballast discharge restrictions should be notified to the Organization.

11.3 In all cases, a port State authority should consider the overall effect of ballastwater and sediment discharge procedures on the safety of ships and those onboard. Guidelines will be ineffective if compliance is dependent upon the acceptanceof operational measures that put a ship or its crew at risk. Port States should not re-quire any action of the master which imperils the lives of seafarers or the safety of

the ship.

11.4 It is essential that ballast water and sediment management procedures be ef-fective as well as environmentally safe, practicable, designed to minimize costs anddelays to the ship, and based upon these Guidelines whenever possible.

11.5 Any instructions or requirements of a ship should be provided in a timely man-ner and be clear and concise.

11.6 Port States should on request provide a visiting ship with any requested infor-mation relative to ballast water management and its potential effects with respect toharmful aquatic organisms and pathogens.

11.7 Any enforcement or monitoring activities should be undertaken in a fair, uni-form and nationally consistent manner at all ports within the port State. Where thereare compelling reasons whereby nationally consistent procedures cannot be fol-lowed, then deviations should be reported to the Organization.

11.8 Compliance monitoring should be undertaken by port State authorities by, forexample, taking and analysing ballast water and sediment samples to test for thecontinued survival of harmful aquatic organisms and pathogens.

11.9 Where ballast water or sediment sampling for compliance or effectivenessmonitoring is being undertaken, port State authorities should minimize delays toships when taking such samples.

11.10 When sampling for research or compliance monitoring, the port State author-ity should give as much notice as possible to the ship that sampling will occur, to as-sist in planning staffing and operational resources.

11.11 The master has a general obligation to provide reasonable assistance for theabove monitoring which may include provision of officers or crew, provision of theship's plans, records pertaining to ballast arrangements and details concerning thelocation of sampling points.

11.12 Sampling methods for research and monitoring is the responsibility of the in-dividual port State. The Organization welcomes information on new or innovativemethods of sampling and/or analysis, and any relevant information should be pro-vided to it.


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11.13 Port State authorities should indicate to the master or responsible officer thepurpose for which a sample is taken (i.e., monitoring, research or enforcement). Re-sults of analyses of samples should be made available to ship's operators on re-

quest.

11.14 Port State authorities may sample or require samples to analyse ballast waterand sediment, before permitting a ship to proceed to discharge its ballast water inenvironmentally sensitive locations. In the event that harmful aquatic organisms orpathogens are found to be present in the samples, a port State's contingency strat-egy may be applied.


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12. FUTURE CONSIDERATIONS IN RELATION TO BALLAST WATER EX-CHANGE

12.1 Research needs

Operational measures such as ballast water exchange may be appropriate in theshort term; however, there is a clear need for further research. These Guidelinesshould be revised and adjusted in the light of results concerning new ballast watermanagement options.

12.2 Long-term evaluation of safety aspects in relation to ballast water ex-change

Recognizing the need to evaluate the hazards and potential consequences for vari-ous types of ships and operations, interested parties should carry out detailed stud-

ies and provide information relevant to:

- experience gained from carrying out ballast water exchange at sea, includ-ing any samples/model procedures

- operational precautions and procedures implemented to avoid potentialhazards and consequences that may arise during the ballast water ex-change at sea

- an evaluation of the safety margins between the actual metacentric heightand stresses versus the allowable seagoing limits specified in the ap-proved 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 theresponsible execution of ballast water exchange at sea in a manner whichmay not be fully prudent

- operational procedures carried out prior to initiating the ballast water ex-change at sea and check points during the exchange

- the extent of training and management necessary to ensure that the proc-ess of ballast water exchange at sea is effectively monitored and controlledon board

- plan of action to incorporate any unique procedures should an emergencyoccur 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, bal-last system inspection and maintenance, crew safety and availability.

13. BALLAST SYSTEM DESIGN

Builders, owners and classification societies should take these Guidelines into con-sideration when designing new ships or modifying existing ships.


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R:\Projects\GLO\40\40358000\06_Output\Pos. G - delivery documentation\4213 - BULK NAVIGATOR\WATER BALLAST\057-01.doc

Appendix 1

BALLAST WATER REPORTING FORM (TO BE PROVIDED TO PORT STATE AUTHORITY UPON REQUEST)

1. VESSEL INFORMATION 2.

Vessel name: Type: IMO Number: S

Owner: GT: Call sign:Flag: Arrival date: Agent:

T

Last port and country:

Next port and country:

Arrival port: T

3. BALLAST WATER TANKS BALLAST WATER MANAGEMENT PLAN ON BOARD? YES____NOTOTAL NO. OF TANKS ON BOARD______NO. OF TANKS IN BALLAST____IF NONE IN BALLAST GO TO NO

NO. OF TANKS EXCHANGED____NO. OF TANKS NOT EXCHANGED____

4. BALLAST WATER HISTORY:RECORD ALL TANKS THAT WILL BE DEBALLASTED IN PORT STATE OF ARBW SOURCE BW EXCHANGE Tanks/holds

(list mutiplesources/tankseparately)

DATEDDMMYY

PORT orLAT. LONG.

VOLUME(units)

TEMP.(units)

DATEDDMMYY

ENDPOINTLAT. LONG.

VOLUME(units)

%Exch

SEHgt. (m)

DD

Ballast water tank codes: Forepeak = FP, Aftpeak = AP, Double bottom = DB, Wing = WT, Topside = TS, Cargo Hold = CH, O = Other

IF CHANGES WERE NOT CONDUCTED, STATE OTHER CONTROL ACTION(S) TAKEN:__________________________

IF NONE, STATE REASON WHY NOT: _____________________________________________

5. IMO BALLAST WATER GUIDELINES ON BOARD (RES. A.868(20))? YES____ NO ____RESPONSIBLE OFFICER’S NAME AND TITLE (PRINTED) AND SIGNATURE ___________________________________


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.7 torsional forces, where relevant;

.8 minimum/maximum forward and aft draughts;

.9 wave-induced hull vibration;

.10 documented records of ballasting and/or de-ballasting;

.11 contingency procedures for situations which may affect the ballast waterexchange at sea, including deteriorating weather conditions, pump fail-ure, loss of power, etc.;

.12 time to complete the ballast water exchange or an appropriate sequencethereof, taking into account that the ballast water may represent 50 % ofthe total cargo capacity for some ships; and

.13 monitoring and controlling the amount of ballast water.

2.2 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 ofthe tank capacity could be needed to be effective when filling clean wa-ter 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.

2.3 Ballast water exchange at sea should be avoided in freezing weather condi-tions. However, when it is deemed absolutely necessary, particular attention shouldbe paid to the hazards associated with the freezing of overboard discharge ar-rangements, air pipes, ballast system valves together with their means of control,and the accretion of ice on deck.

2.4 Some ships may need the fitting of a loading instrument to perform calcula-tions of shear forces and bending moments induced by ballast water exchange atsea and to compare with the permissible strength limits.

2.5 An evaluation should be made of the safety margins for stability and strengthcontained in allowable seagoing conditions specified in the approved trim and stabil-ity booklet and the loading manual, relevant to individual types of ships and loadingconditions. In this regard particular account should be taken of the following re-quirements:

.1 stability to be maintained at all times to values not less than those rec-ommended by the Organization (or required by the Administration);

.2 longitudinal stress values not to exceed those permitted by the ship'sclassification society with regard to prevailing sea conditions; and


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.3 exchange of ballast in tanks or holds where significant structural loadsmay be generated by sloshing action in the partially filled tank or hold tobe carried out in favourable sea and swell conditions so that the risk ofstructural damage is minimized.

2.6 The ballast water management plan should include a list of circumstances inwhich ballast water exchange should not be undertaken. These circumstances mayresult from critical situations of an exceptional nature, force majeure due to stress ofweather, or any other circumstances in which human life or safety of the ship isthreatened.

3. Crew training and familiarization

3.1 The ballast water management plan should include the nomination of keyshipboard control personnel undertaking ballast water exchange at sea.

3.2 Ships' officers and ratings engaged in ballast water exchange at sea should betrained in and familiarized with the following:

.1 the ship's pumping plan, which should show ballast pumping arrange-ments, with positions of associated air and sounding pipes, positions ofall compartment and tank suctions and pipelines connecting them toship's ballast pumps and, in the case of use of the flow through methodof ballast water exchange, the openings used for release of water fromthe top of the tank together with overboard discharge arrangements

.2 the method of ensuring that sounding pipes are clear, and that air pipes

and their non-return devices are in good order;

.3 the different times required to undertake the various ballast water ex-change operations;

.4 the methods in use for ballast water exchange at sea if applicable withparticular reference to required safety precautions; and

.5 the method of on-board ballast water record keeping, reporting and re-cording of routine soundings.


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DIAMOND 53– BALLAST WATER MANUAL

6 APPENDIX B: BLANK FORMS

6.1 Ballast Water Handling Log

6.2 Sediment Removal and Tank Flushing Log

6.3 Ballast Water Reporting Form

6.4 Ballast Exchange Notification Form


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BALLAST WATER HANDLING LOGRecord of ballast water management on board

Ship .............................................. Port of Registry ............................................... IMO num

TankLocation

Date Initial Content(tonnes)

Final Content(tonnes)

GeographicLocation of Ship

(Port or lat. &long.)

Pumps used,or gravitate

Duration ofOperation

Sal


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SEDIMENT REMOVAL AND TANK FLUSHING LOG

Ship .............................................. Port of Registry ............................................... IMO num

Tank(s) Date Activity Geographic Locationof Ship

(Port or lat. & lo

Ballast Water Management Manual

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