Ballast Water Management


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Guidelines to minimise transfer of aquatic organisms and harmful pathogens through ballast water exchange. Download from

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Ballast Water Management

  1. 1. Crcismee techno-visors _, ._, Ballast Water Management Plan To meet the recommendations of the International Maritime Organization Assembly Resolution A.868(20) Guidelines for the control and management of ships" ballast water to minimise the transfer of harmful aquatic organisms and pathogens adopted on 27th November 1997 M. V. SHIPS NAME Disclaimer: This manual prepared by CBDIBIR Pawanexn Kohl: and incorporates his experience and oven domain knomedge and designs of ships he has commanded in the past. Further, extracts of generic miormallon from relevant national I -niernatzonal authorities he: been sourced Sample Manual ll Vessel Management Department Used by Quality 6 Environmental Safety Deparhnent
  2. 2. Ballast Water Management Plan Contents Page Preamble Introduction Objective & Guidelines PART A Ship and operating company guidance Section 1 Ship particulars 7 Section 2 Explanation of need for ballast water management, and reporting to port states 8 Section 3 Ballast water arrangements 10 Section 4 Safety considerations 19 Section 5 Procedures for managing ballast water 22 Section 6 Ballast water sampling points 29 Section 7 Crew training and familiarisation 33 Section 8 Duties of appointed ballast water management officer 34 Section 9 Ballast water reporting form and handling log 35 PART B National and international guidance Section 10 IMO Assembly Resolution A.868(20) 41 Section 11 Summaries of existing national or local quarantine 51 requirements for ballast water management. This plan should be kept available for inspection on request by a port state oontiol officer or by a port state quarantine officer. 2 OlIi4lllb‘ S Oil. »-'r.1l, nn—il i'r' r/ 'l'Jl7PfT‘Pnl DH_n. ir! mi-‘rll M, V_ 5H| P$ NAME
  3. 3. T‘ l Introduction One of the major threats to native biological diversity is now acknowledged by scientists and governments to be biological invasions caused by alien invasive species. The impacts of alien invasive species are immense, insidious, and usually irreversible. They may be as damaging to native species and ecosystems on a global scale as the loss and degradation of habitats. Alien invasive species means an alien species, which becomes established in natural or semi‘—natural ecosystems or habitat, is an agent of change. and threatens native biological diversity. Ali'en species (non-native, non-indigenous, foreign, exotic) means a species. subspecies. or lower taxa occurring outside of its natural range (past or present) and dispersal potential (ile. outside the range it occupies naturally or could not occupy without direct or indirect introduction or care by humans) and includes any part. gametes or propagate of such species that might survive and subsequently reproduce Biological diversity (biodiversity) means the variability among living organisms from all sources including. inter—alia. terrestrial. marine and other aquatic ecosystems and the ecological complexes of which they are a part; this includes diversity within species. between species and of ecosystems. The scope and cost of biological alien invasions is global and enormous. in both ecological and economic terms. Alien invasive SPECIES are found in all taxonomic groups: they Include introduced viruses. fungi. algae, mosses. fems. higher plants, invertebrates. fish, amphibians. reptiles. birds and mammals. They have invaded and affected native biota in virtually every ecosystem type on Earth. Hundreds of extinctions have been mused by alien invasive. The ecological cost is the irretrievable loss of native species and ecosystems. The discharge of ballast water together with hull fouling has led to unplanned and unwanted introductions of harmful aquatic organisms. including diseases, bacteria and viruses. in marine and freshwater systems. Ballast water Is now regarded as the most important vector for Trans-oceanic and interoceanic movements of shallow-water coastal organisms. Factors like environmental pollution and habrtat destruction can provide conditions that favor alien invasive species. Appropriate initiatives to reduce the problems of alien invasive arising from ballast water discharges and hull fouling are being implemented. These include: better ballast water management practices; development of national ballast water programs; research. sampling and monitoring regimes: information to port authorities and ships‘ crews on ballast water hazards. Few countries have developed the comprehensive legal and institutional systems that are capable of responding effectively to these new flows of goods, visitors and hitchhiker‘ species. 3 Oiiallly 32 O_; ’7t"f('l'll'! .3lll'l5:i"l. <ll')Pl’TlF‘l'ifDPfl. lffFT1F-’l'! l Mi/ _ st-ups NAME
  4. 4. During the last decades. ballast water discharges have increased throughout the world in most oi the major ports. Disdiarge volumes are considerable high in some cases with great volumes ol ballast water. Ships have been recognized since about 50 years as a major vector for the introduction oi non-indigenous and harmful organisms. Ballast water often originates trom ports and other coastal regions, which are rich in planktonic organisms. It is variously released at sea. along coastlines. and in port systems: As a result. a diverse mix oi organisms is transported and released around the world with the ballast water cl ships. Studies carried out in several countries have shown that many spedes of bacteria. plants and animals can survive in a viable fonn in the ballast water and sediment (with reduced light and oxygen) carried in ships, even alter Joumeys of several weeks duration. Over a time they will be reduced, but they may live longer than 100 days in such water. Subsequent discharge of ballast water or sediment into the waters of port states may result in the establishment oi colonies of hamiiul species and pathogens which can seriously upset the existing ecological balance. Presently. ballast water exchange is the only effective management tool to reduce the risk of ballast-mediated invasion. Ballast water exchange involves replacing coastal water with open-ocean water during a voyage. This process reduces the density of coastal organisms In ballast tanks that may be able to invade a recipient port. replacing them with oceanic organisms with a lower probability of survival in near shore waters. Ballast water exchange is the recommended measure by IMO. However, it is important to recognize two shortcomings of this procedure. First. the ability of safety conduct ballast water exchange depends upon weather and sea surface conditions, stability etc. And it is not always possible to perform an exchange. Second. the ballast water exchange is not 100% eliicient. as not all organisms are removed by the exchange. Some can remain in the sediments that remain in the tank. 4 Quality ti Opera]/ anal fmnagemanl Department M_v_ $H| P$ NAME
  5. 5. Oiicalily ii O_n. -'r.2.l; rrn. :il i'. ' inligwmant DPfl. llffi'1Pl’! l Objective & Guidelines Objectives of the Ballast Management System 1. Minimize risk of introducing harmful aquatic organisms and pathogens 8- associated sediment lrom ship's ballast water. 2. Promote awareness oi risk to environment and possibility of contamination due to discharge of ballast water. 3. Training and education in management and treatment and maintenance of appropriate records. 4. Safe. effective procedures for Ballast operations and facilitate environmentally safe disposal of ballast tank sediments. General Guidelines Precautionary Practices: 1. 2. 3. Minimize Uptake- a. In Areas known to contain potentially harmful organisms. sediment or pathogens. b. In Darkness when bottom-dwelling organisms lend to rise. c. In Shallow waters where propellers or strong currents may stir up sediment. Carry out routine cleaning of ballast tanks to remove sediments when possible. Avoid unnecessary discharge of Ballast water in ports. Plan ahead Ballast Water Exchange: 1. 2. Where possible. exchange of ballast water should take place in deep water, open ocean as far as possible from shore Where above is not possible, requirements developed in regional agreements may be in operation - take note. When flow through method is used, minimum three times the tank volume should be pumped through the tank. When sequential method of exchange is used. all old ballast water should be pumped out until suction is lost. When ballast exchange is not possible, follow other ballast exchange options approved by the state. Keep Ballast Water Exchange Form ready for Port Stale Authority [Appendix I of IMO Fles A868 (20)] Possible Methods: 1. Sequential Exchange Method: Ballast tanks are pumped out and refilled with clean water. See safety below. 5 M. V. SHIPS NAME
  6. 6. 2. Flow-through Method: Ballast tanks are simultaneously filled and discharged by pumping in clean water. in this method the tank is over flowed through air pipes and is not recommended on this vessel. 3. Discharge to reception facilities: May be provided by port State and where appropriate can be utilized. 4. New Technology treatments: Filtration, UV disinfecting, chemical or other acceptable treatments Safety considerations: During Ballast operations. following should be taken into account- 1. Stability — Keep in mind free surface created during exchange operations. 2. Accretion of ice has additional effect on vessel stability. 3. Shear forces, Bending Moments - Permissible seagoing strength limits should never be exceeded. 4. Draft - Minimum. maximum drafls and associated trim condition will change. 5. Weather — in areas of frequent weather changes. cyclones and in heavy icing conditions take allied precautions. 6. Contingencies such as pump failure, loss of power. deteriorating weather. 7. Avoid exchange in freezing weather conditions as air pipes and other openings may be frozen. 8. Avoid over- and under-pressurization of tanks. Monitor exchange with regular soundings. Recording and Reporting: 1. All ballast operations to be recorded in ‘Ballast Operations log". 2. Details as required on Ballast reporting form for Port State Authority to be maintained 3. Check Domestic laws. regulations before visiting Ports — Guide to Port Entry. etc. §_A. '1EL9_! . The function of me Ballast Water Management Plan is to assist In complying with quarantine measures intended to minimise the risk of transplanting hamiful aquatic organisms and pathogens from ship‘: bill‘: -st wait-. r and associated sndirntenls. while maintaining ship salety As part of this funct-on the plan wt provide onfonnation to quarantiie officers Mic wish to Ieam about a ship‘s ballast handling system, or to confirm that ballast management has been effectively planned. the plan should not be used or regarded as a guide to ballastrng. Training and shipboard operational practices are already well established. 6 Quality .1 OpPf3flt’)f'l3li'. 'ii(‘l. %lgPfTlPf7iDFp3f'il'71PI'li M_v_ SHIPS NAME
  7. 7. Section 1 Ship Particulars SNPS NAME SHIP TYPE M. V. SHIPS NAME Refrigerated Carrier PORI or wgcusmv omen Registry Owner Name FLAG INTERNATIONAL CALL SIGN Plsxo P X K O 2 mo NUPSER caoss romance 1 2345678 161 08 LENGTH auussr DRAUGHT suwcn DRAUGHT 188.82 m 6.47m 8.77m IOIAL WAN-R mu us: cuucnv (mouund In 8075.6 m’ TOTN. N OF SEGREGATED BALLAST T Eighteen ) ballast tanks I IS? WATER IAST TANKS. ND CAPACIYV Comgrlmonl Name ‘fig gmgartmont Name Fore Peak Tank $41.89 W. B. Tank 4 Port Do Tank 1 Port 321.76 W. 3. Tank 4 Starboard Dee Tank 1 Starboard 321.76 Double Bottom 2 Port Dee Tank 2 Port 255.22 Double Bottom 2 Starboard Doe Tank 2 Starboard 255.22 Double Bottom 3 Port W. 8. Tank 2 Port 451.25 Double Bottom 3 Starboard W. 3. Tank 2 starboard 451.25 Double Bottom 4 Port W. 8. Tank 3 Port 486.32 Double Bottom 4 Starboard W. 8. Tank 3 Starboard 486.32 Alter Peak Tank TOTAL BALLAST PlMPS 2 Pumps — rated capacity 250 m’ per hour each. uzpomsn BALLAST wnen mmaeusur omcsn Chief Officer (1st Mate) 7 Ouamy & Operations! Management Department M. V. SHIPS NAME Prepared by Capt Pawanexh Kohl-
  8. 8. ii . e ' Explanation of need for ballast water management, and reporting to port states Introduction 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 sediment earned in ships, even alter ioumeys 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 senously 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 ships appears to have been prominent among those identified. The potential for ballast water discharge to cause harm has been recognised not only by the Intemational 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 mld-ocean ballast water exchange prior to arrival. Accordingly. the countnes rnost concemed 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. Conflict with safety Unless applied carefully some of the measures being urged for ballast management can atiect 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 concem about this that the IMO became involved in what would otherwise be a purely quarantine matter. It has been recognised by govemments 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. 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 concemed with the operation and safe passage of the ship can 8 Oii. 'al‘ily 32 Op: -'r.4l. nn—il i'. ‘ inrinpmenl De_n. ir! mcril M, V_ SHIPS NAME
  9. 9. thereby be assured that they are both protectin the marine environment and ensuring the safety of the ship and crew. Summary of records required 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 tor such a log is provided in Section 9. Even ii a ship is not trading in an area where ballast water infomiatlon is required, it may later prove worthwhile to have a history of what water has been earned. Reporting to port states 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 °'9hnisms. Govemments 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. Concemed 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 reportin forms. The forms can be found in section 11 of this ballast plan, CAUTION The lunclion at the Ballast warm Management Plan is to assist in complying with quammine measures intended to itwwnise the risk of transplanting hanritul aquatic organisms and pathogens from ship‘s ballast water and associated sediments. while ntalntaimrig ship safety. A5 part at this function this plan wt‘ pmmidi-. information to quarantine oliiciers who wish to learn about a ship”: ballast handling system. or to confirm that ballast management has been effectively planned. The plsin should not he used or regzirderd as st guide to bzillaisting. Training and shipboard operational practices are already well established, 9 Quality J! OperationalM; n.agPmPntDep3r1mPr7f M_v_ $H| P$ NAME
  10. 10. :; fL. a Ballastwaterarrangements Tank arrangement, and tank capacltlos WATER BALLAST Tanks COMPARTMENT I Volume m’ l Location i Frame No. Fore Peak Tank 541.89 Forward Centre 206 — Fwd Deep Tank 1 Port 321.76 P011 181 — 206 Deep Tank 1 Starboard i 321,76 l Starboard l 131 — 206 Deep Tank 2 Port 255.22 Port 163 — 181 Deep Tank 2 Starboard 255.22 Starboard 163 - 181 W. B. Tank 2 Port 451.25 Port (Wings) 163 — 181 W. B. Tank 2 Starboard 451.25 Starboard (Wings) 163 — 181 W. 3. Tank 3 Port 486.32 Port (Wings) 145 - 163 W. B. Tank 3 Starboard 486.32 Starboard (Wings) 145 - 163 w. 3. Tank 4 Port ' 501 81 ' Port (Wings) ' 127 — 145 W. B, Tank 4 Starboard 501 B1 Starboard (Wings) 127 — 145 Double Bottom 2 Port 289 53 Port 127 — 163 Double Bottom 2 Starboard 289 53 Starboard l 127 — 163 Double Bottom 3 P011 539 35 Port 91 — 127 Double Bottom 3 Starboard 539 35 Starboard 91 — 127 Double Bottom 4 Port 646 20 Port 55 — 91 Double Bottom 4 Starboard 646 20 Starboard 55 — 91 After Peak Tank | 550 as i All Centre l Aft — 14 TOTAL WATER BALLAST 8075.56 m’ In 18 Tanks sampling Points: Individual Sounding Pipes, Where this does not suffioe, use the Manholes lor individual tanks. See Vessel Plans for locations. Following Schematic Diagrams will assist in understanding the general arrangement of tanks on board, the location 01 sounding ports, manholes, the ballast pipe line system and the line diagram in the Engine Room. Note: these are schematic or block diagrams and not to scale. The onginai ship's oemlied plans should be consulted for scale drawings. 10 Oircaiiiy 1'2 Op. »-'r. :.l; nn. —1i 1'. ‘ 11,1 «ir,1r= mPnr D9_n. ir[mr—'r! l M, V_ SHIPS NAME
  11. 11. SCHEMATIC ARRANGEMENT or BALLAST TANKS ‘ Quality 4 Operational Management Department M. V. SHIPS NAME Prepared by Cat Pawmexh Kohl!
  12. 12. WATER fl. ‘LL. 2 Vt. -1'IlIl BALL. 3 WATER BALL -4 FTBD. STRD. STID. norm IT tionou A STID. I Dz-amt»-nu I001 W. 'l'l-'. R lI. lI. I. 2 3’T| '.R ll. I.. 3 WAT‘! -'. R lI. l. l- J PORT PORT PORT Quality 5. Operational Management Department M, v_ st-ups NAME Pie. -p. -ye. -:1 b-, - Capt Pawzmexli Kuhn
  13. 13. WATER BALLAST‘ (SPECIFIC GRAVITY - L025 ml/ m". ) FPT I PORT I STBD. (‘OMPARTMEN T FORE PEAK ’ DI-Zl~IP TANK DliI. il’ TANK VOLUME VVEIGIIT I00“/ o lllll‘/ a M’. TO. ‘l. 'I’-‘.8 55 S 44 . ‘.~2l). tl() 329 N0 BARlCI7.NTER from A. P. ILL. C. L. III. M. m. 165.00 1411.39 1411.39 2 PORT Z STBD. _ Dl; 'liP TANK DLL-Ll’ TANK Z6I. b0 26I. b0 133.7’-‘ l33.7'-‘ 2 PORT Z STBD. WATER BAl. l.AST TANK WATER BALLAST TANK 462.53 -562 53 I371.-19 133.40 3 PORT 3 S TBD. V WA'l‘l: 'R BALLAST TANK WA‘l’l: K BALLAST TANK -19K, -IR -WK. -Ill ll<t.39 119.311 4 PORT WATER BALLAST TANK » (A. 'TIHl€l{I. lN(‘r) 5I-3.36 105.57‘ 4 STBD. WATER BALLAST TANK - t/ .‘TlHEELlNCr) SI-8 3!) 105.57 2 PORT 2 STBD. DOUBLE BOTTOM DOUBLE BOTTOM 3.‘If). ?‘7 296.77 110.71 110.71 .1 PORT DOUBI. t€ BOTTOM 552.113 X-HJI 3 STBD. DOUBLE BOTTOM S52 X3 84.0] 4 PORT 4 STBD. _ DOUBLE BOTTOM DOUBLE BOTTOM 662.36 (162.36 5§. I() 55.I0 APT AFTER PEAK Oiulily «I. Oper. »1I1or1:1i' i'xl. T1r1.1q(= rT11=nt Dr= p.‘-Irtrnent 56-1 M) 3.64 13 M. V. SHIPS NAME
  14. 14. Piping and pumping arrangements There are two designated Ballast water pumps. nr 1 and nr 2. A separate anti-heeling system is available for list control during cargo operations. This pump transfers water internally between the anti-heeling tanks — No.4 Wing Ballast Tanks (Port and starboard). The two General Service pumps (Fire I Bilge pumps) can also be used for ballast operations it contingencies arise. The venous pump capacities are as follows- Pump Rated capacity Type 1. Ballast Pump 250 m’Iliour centrifugal 2. Ballast Pump 250 m‘lhour Centrifugal 3. Bilge! Flre Pump 100-150 m’lhour centrifugal 4. Fire I Bilge Pump 100-150 m’Il'iour Centrifugal 5. Anti-heellng_Pump B 1500 m‘/ hour Centrifugal For normal operations the following table indicates pumps available for each tank. l'ump(s) Available Fort Punk _ Btillazl Pumps Sr. 1 & 2 Deep lank I Port Ballast Pumps . r. 1 S: 1 Dccp Tank I Stbd. Ballast Pump. -t Nr. 1 S; 1 Deep Tank 2 Port B. ill. i.~t Pimips . 'r. l J: 2 Deep Tank 2 Slbd, Ballast Pumps . 'r. 1 & 2 Watcr Ballast Tank 2 Port ' Ballast Pumps . r. 1 at 2 Water Ba| |.'L<l Tank 2 Sthd. Ballast Pumps . 'r. 1 St 2 what-: r Ballzut 'l‘. ink 3 Pen B. lll. Ll Pumps . 'r. l & 2 Waiter |3.'i| |.'i. ~t lank 3 Sllid. _ Ballast Pumps Nr. 1 & . ‘. W'atu: r Ballast Tank 4 Port Ballast Pumps Nr. 1 SL 1 Anti-ht-cling '| 'unk Anti-hccling Pumps Nr. l & Water Ballast Tank 4 Slbd Ballast Pumps Nr. 1 & 2 Anli'hCU| i"g Tnnl; Anti~lii: c|ing Pumps Nr I & Double Bottom Port ‘ Ballast Pumps . r. 1 .5’; 2 Dnulilc Bottom Stbd. Ballast Pumps Nr. 1 St 2 Doulil: Bottom Pun B. i|l. i.~t Pumps _‘r. l & 2'. Douhle Bottom Slbd. ]3(l”(| i‘ Pumps Nr. 1 & 2 Double Bottom Pon I Ballast Pumps Nr. 1 A‘: I Doulilc Bottom Stbd. Ballast Pumps Nr. 1 St 1 Afi: -r Prick B. il| .i. ~t Pimips _'r. l & 2 la '44 la la 41-J- Oimlily 3 Op(‘n1.'iun. —i! t'H. l/! .'l{4‘L‘IIiL‘IlI DL'p. —1rlm: :I1l M_V, st-ups NAME ii, i lr ll
  15. 15. Below is a schematic diagram of the ballast pipe line system. i, tg~. «i lk. ifi No. 3 DB (Pl "°- 4 “'37 No. 3 No. 4 D30’) ‘P, V/ BTU’) ' No. 2 DBIPI No. '_'DBtSl - No.2l)T so‘: " ' «so or (S) iilliiiifiiillili glllllmlll i‘_1|| l|II| ||' No. 3 DB (8) "S, warts) S BALLAST WATER LINE DIAGRAM ee Drawing for Ballast Lines in Engine Room (next drawing) : Management Department Knhli M. V. SHIPS NAME
  16. 16. BALLAST LINES IN ENGINE ROOM - SCHEMATIC 4’BTIl'i lVBTil’l I DTtI‘i ~$DBiFi -$DBi$i FPT IDTLSI 3“BTISl 3"BTil'i lDT(l’) 2DB(l’i 3DBiPi 3DBiSi lDB(. i l[)T(Sl Zi’BTlSi -4WBTl5. V V V V V V V V V V V V V V V V V A A A A A A A A A A A A A A A A A D 4 I 4 BaI. l./ ST T. .'| 'S B: ‘lJ-J‘ST TANKS V A APT >4 V v v V . . A A A A . .. .: _. .. ... "2 Z hum - i I" In ‘ 0 Wm , .. ... .. . . BM“ A ‘ ‘ No l V " I No 2 xi; Bilgi: ilg ""“ Bella; P"mP n: ' "‘""P Y1 z 2 Z X Z '< A _ - E 2 ’ - V V. — — tv, .‘¢ l' I4-II Quality & Operational _- ment Departmen M. v, st-m AME Prnpnrnrl Dy Cnnl 5.1-«nnr-. x>~
  17. 17. SAMPLE BALLAST WITH FULL CARGO WET 1 'BT . ‘ P I V Pi is Dsp Tank Duuhli: Buli-rm S l'~ S Duulvlc Bottom 2 l' v 5 1 WV Iuum § am 2"“ II I Cargo (540 reus X 22m; I 11880 MT I KMT 12.19 m I Dead Weight I 164345 MT I KG 1121 m I Displacement I 25050 MT I FS Correction 005 m | Fuel on | 1596 MT KG Correction | 11.25 m '‘ I Diesel Oil I 125 MT GM Corrected I 0.93 m Lube Oil + Misc 166 MT G2 0“ 0.00 m _ Fresh Water 235 MT G2 10‘ 0.17 m _ u Stores 70 MT G2 20‘ 045 m I Ballast I 2434 MT GZ 25’ I 064 m _ — *-—. __ I Draft Forward I 3.32 m I GZ 30° 0.74 m “ I Draft Mean I 6.65 m I I GZ 40° I 0.62 m I Draft All I 8.99 m I I G2 50‘ I 0.20 m __ I Trim I 0.67 m I I Vert Moment I 282579.9 tm _ _ V O I 0 I’? II‘ If 0:‘ W‘ 17 Oi/ .1.l. -'ryJl Opnmtianal MIwn1gnn7nntDnp vtmwnt M_v, $H| Ps NAME M I I 4 II“ v I
  18. 18. SAMPLE BALLAST WITH PARTIAL CARGO Duulvlc R-m. —.m 3 I‘-' lt| V» Stability Report “If. $4305“! I Cargo (531 reus x 3 mm I 1965 MT I [KMT I 1289 m " | Dead Weight I 71 1519 MT I KG I 9.37 m , _ I Displacement I 15677.9 MT I I FS Correction 0106 m I Fuel Oil I 1056.6 MT KG Correction I 9.43 m u | DIQSQI Oil I 125 MT I GM Corrected 3.46 m Lube on + Mlsc use MT <32 0° o. oo m _ " Fresh Water 175 MT G2 10‘ 0161 m _ u Stores 70 MT G2 20‘ 1.30 m I Ballast I 3560.2 MT I G2 25‘ 1.65 m I Draft Forward I 5.04 m I GZ 30’ 1.96 m H — ‘ ‘ I Draft Mean I 5.96 m I I GZ 40° 2.38 m A | Draft An I 6.39 m I I G2 50‘ 2,29 m -a I Trim I 1.86 m I I Ven Moment 1478368 tm _ . II‘ II‘ II‘ 40’ W‘ 18 OI/ ,u. J.vry 3: Opr-rmanw! Fl‘hn1gnmnntDnp Trtmnnf My‘ 5HIp5 NAME 1 I A 4 II“ v I
  19. 19. :; . iwr i Safety Considerations The IMO Resolution (reproduced in Section10) includes guidance on safety aspects of ballast water exchange at sea 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 at familianty with the mechanics of ballasting should not be allowed to induce complacency in this new procedure. Conflict with safety Unless applied carefully some of the measures being urged for ballast management can aftect 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 has been recognised by governments and the shipping industry that individual countries‘ needs should be harmonised in order to ensure the safety of ships, their crews and passengers. Conditions in which ballast water exchange at sea is not to be undertaken — When human life or safety of vessel is threatened. When subject to or expecting rough seas or weather. Sn: stzitri is morn than form‘ 5 Barometer is falling by more than 2 ml) per hour Wind speed is more ll‘i: ':t BF 5 c When adequate stability, stress and shear torces levels in seagoing conditions specified in the approved trim and stability booklet not can be maintained during the whole ballast water exchange operation. ' Note on SHIPS NAME a rriirirnum GM requirement of 0 75m is specified by the company Stabriry ~ Knop in mind free surface cmntwd during exchange operations Shear forces. Bending Moments — Permissible seagoing strength "nits should never be exceeded Dralt — I-tiriirnum. maximum drafts and associated trim condition will change. a When In freezing weather conditions. as air 1: pm: and other openings rrisiy be hop-. n . nccrntion oi ice on deck has additional nftnct on vnssit‘ stability - When ballast exchange will impose loads beyond design forces on cargo securing arrangements. either through deformation of structure or change to ship motion. Review the cargo securing manual to ensure complete compatibility. - Where bioluminescence (high plankton/ zooplankton) visible. o When surtace confluence vlslble. - When in areas known to contain potentially harmful organisms. sediment or pathogens. - In darkness when bottom-dwelling organisms tend to rise. 19 Oi/ .i. lify‘ 8 O‘[. lI'f. l!lt)! l.l. ' Fli. ir. i.i; :t'rrrt'rri' [)r'p. ir. ’irit'-rrf M_V_ 5|-“PS NAME
  20. 20. When in shallow areas or in closed areas. When passing over designated ocean waste dump areas When passing over designated fish breeding grounds When insulficient time or manpower to monitor each stage of the exchange. Safety precautions When engaged in ballast water exchange at sea, follow procedures which account for the following. as applicable. 1. Avoidance of over and under pressurisation ot ballast tanks. 1 ‘I Check air vents are clear and free of obstructions. 1 2. During operations. check that how at an is palpable. 1 3 During operations chad: soundings regularly and confirm that change in ballast quantity matches pumping volumetric capacity. 2. Free surface effects on stability, and sloshing loads in tanks that may be slack at any one time. 21 Before commencing operations sirnilate free surface expected and confirm slab my parameters are complied wrilt. 2 2 Company in. -tlruclions aria that SHIPS NAME (ltirian Class vesseels] must always maintain a GM ol at least 75cm 3. Admissible weather conditions - in areas 01 frequent weather changes. cyclones and in heavy icing conditions take allied precautions. 3 1 carry out calculations conlirmlng that contingency damage siatmty criteria are MEL 3.2. In case at heavy icing COTICWPDHS. do not carry out ballast water exchange unless calculations confirm that ice isccrrition on dr-. Ck$ still allows $U"iClfll'II stability 4. Weather routelng in areas seasonally affected by cyclones. typhoons, hurricanes or heavy icing conditions. (.1. During rough weather txxiditlons. ballast operations will effect the rigitlng moment oi the vessel This means that the rolling penod 8. mil arrtpiitud-i could drastically change. ‘.2. Increased or faster rota [vessel still or tender) would sublact vessel equipment and cargo to greater dynamic lorcns. 4 3. it such changes coupled with healing efiect of strong winds endangers life. the vessel or its cargo. Do Not carry out ballast exchange operations 5. Maintenance of adequate Intact stability in accordance with the approved trim and stability booklet. 6. Permissible seagoing strength limits of shear forces and bending moments, in accordance with the approved loading manual. 6 1 Centirm Shear Forces and sending moments vessel rm‘ be subyect to during biiliiisl exchange operations. 6 2. If these strength Wrnits for seagoirig conditions are likely to be exceeded. Do Not perlorm ballast water exchange operations. 7. Torsional tonces. where relevant. 20 Oi/ .mly & O; J(‘Vr1[ltJ!7d/ .'H. ll7dg{fIliL‘Il[D£'pdl‘(IY1£. ‘IlI My, st-ups NAME ‘lr{i<', ,i in i,
  21. 21. .i mi i. i Ou. -rlily & Opcraiioiml Aitgiriagerrieril Deparhnent ill t» Draughts. — Minimum, maximum drafts and associated trim condition will change. 81 Changes cxpnctnd in vossnis dralt and trim should be conveyed bcrorn commencing operations to navigating bridge and the engine room. Wave induced hull vibrations. 91. Variance it hull vibrations is likely to be induced. These vibrations should be monitored as they could attect semnng ol Gantry cranes, Cargo and enhance cngim: 5 machinery vibrations 10. Documented records of ballasting andlor debailasting. 10 1.AlI ballast operations must be recorded in the ballast log (Soc suction 9) 102.Any untoward change in vessels movement at aea or incident should be conveyed to the company. As these procedures are comparatively new. such reports will help in vrtriiying the cltrzcts of those operations on vcssrri and ‘it's saiety. 11. Contingency procedures for situations. which may affed the ballast water exchange at sea, including deteriorating weather conditions. pump failure. loss oi power. etc. 11 1. Detertoretlng Weltltel‘ conditions: it time permits convlete the imrnedate operation and suspend the remaining ballast cxchartgc. Minirnixc troc surface In tanks in operations to acceptable limits. 11.2. Pump Falure. Use standby puntp - vessel has two designated ballast pumps. it both balast pumps are itoperationai. the Fro Bilge general service pumps can be brought ltto use after ensuring that they are corredly routed for ballast operations. Keep in mind the lower capaaty oi the General service pumps which will increase the time to complete ballast exchange 11.3. Power Failure: Stop the exchange procedure and take steps to minimize the tree surtoce it any Use the emergency lira pump on emergency generators to top up the tank in use (with fire hose). Alternately. for tanks double bottom tanks and deep tanks (below water line). remove the tree surtaoe by gravity i “ 12. Time to complete the ballast water exchange or an appropriate sequence thereof. Ensure sufllcient manpower is available to monitor the exchange and for any contingency that may arise 13. Monitoring and controlling the amount oi ballast water. 13.1.A rrimimum of two persons in contain with portable radios will be required to monitor ti»: ballast t! XC1flfl9t‘. ' operaions 13 2. Betore starting a ballast exchange operation. vonty the initial soundings. 13.3. Rater to the line diagram and oonillmt the correct valves are opened and the tank is correctly lined up. 13.4.After starting any pumping operation. confirm that the water is flowing inlout by taltmg a second sounding and by checking air how at the air vents. 13 5. Repeat sounding checks at regular intervals to confirm the tale oi tlow This will help in timing the pump stop when required level is being reached. 13 6.Atler stopping an operation and alter closing the valves take a tlnal sounding to confirm that tho rcouimd lrrvcl is rinachcd and that thnrn is no further cliangn indicating a leaking valve. etc. 21 M. V. SHIPS NAME
  22. 22. Oi/ .ilily‘ 8 O‘[. ll'F. l!itl! Y.l. ' fli. ir: .i; :t-rrrmil [)i'p. sr. ’irn-ril ii‘ h Procedures for managing ballast water A ballast handling plan for a ballast voyage should be prepared in advance, in a similar manner to the preparation of a cargo plan lor 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 4 should be taken into account when preparing the voyage ballast plan. This section gives guidance on ballast handling procedures to be lollowed at sea. Precautionary Practices 1. Minimize Uptake in- a. Areas known to contain potentially harmlul organisms. sediment or pathogens. in In darkness when bottom-dwelling organisms lend to rise c. in shallow waters where propellers or strong currents may stir up sediment. 2. Routine cleaning of ballast tanks to remove sediments should be carried out when possible. 3. Avoid unnecessary discharge of Ballast water in ports. Plan ahead. 4, All movements oi loading and discharging ol the water ballast shall be recorded in the ballast water logbook. Sea going condition to be calculated - Permissible SEA going condition regarding Bending moment and Shear force to be calculated. - Minimum draft during exchange to be stated Sediment Removal or Reduction Sediment removal from tank cleaning shall not be disposed of directly into adjacent water while a ship is in port or in coastal waters. Sediment should be removed to landfill locations designated by the Port Stale Authorities Where practical. cleaning of the ballast tanks to remove sediments should be undertaken. 22 M. V. SHIPS NAME
  23. 23. Oimlrly‘ 3 Opt'r. —r. 'icm. —:. l n‘l. lf! .'l_{; L‘i’liL'fl[ Dl'[_l. lF[ff. ‘t"Ill l Flushing by using water within a rank to brink sediment into suspension will only remove a part of the mud. depending on the configuration of an individual tank and ils piping arrangement. Removing may be more appropriate on a routine basis during scheduled dry—docknng. Record of flushing and sediment rernovai should be kept. The Master should take into the consideration that when removing sediment from a tank. that the oxygen inside the tank may be reduced. Therefore careful monitoring of the air inside the tank should be carried out during the whole process. Retention of Ballast onboard (while In part) As the Vessel is in regular service between San Diego and S. Amerlca, while in port all ballast should be retained on board — specifically in US and Peruvian waters a. During cargo operation San Diego no water ballast IS to be discharged into the see b. To adjust the trim of the ship and to conform to stability, strength and stress limitations water ballast is to be taken In the Pod from the sea before sailing. c. In mid ocean ballast water is discharged to sea in accordance to method described by the Master and to maintain an adequate stability in accordance with trim, strength limits and bending moments When this option is used, a plan for internal ballast water control should be developed that will minimise discharge of ballast water. Exchange at Sea There are two methods of carrying water ballast exchange at sea. The sequential method. in which ballast tanks are pumped out and then refilled with water. and the flow-through method, in which ballast tanks are overfnlled by pumping-in additional water to dilute the original water. THE SAFETY OF THE SHIP MUST BE PARAMOUNT. With either procedure the changes of intemal and extemal forces on the hull Will be different. In sea conditions of greater than force 6, ballast exchange should not be carried out. because the movements of the ship will ag9"avate loads on the structure by causing severe sloshing. Resonance with ship motion should be avoided on all ships. if possible. 23 M. V. SHIPS NAME ll
  24. 24. Ou. —iliry & Opw.1!iorm! M. imig: .=riiuriI DL’p. ~Jl‘lfHL‘IlI H. .. ..i I i if Clean Ballast to be taken. see Safety precautions. Other precautions must be observed when exchanging ballast water: - Avoid overlunder pressure o Do not overflow through air vents for sustained periods a Loss of stability due to discharged ballast weight and free surface effect to be planned for. a Change of bending moment and shear forces to be verified and should not exceed permissible limits. 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 large weights from the ship in a dynamic situation, and then their replacement. This is a new procedure, and a 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 draughls. bending moments and shear forces. The action to be taken and tanks invotved 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 overpressure when filling. The consequences of bulkhead damage. or even tank collapse, at sea will be even more significant than in Don. Each step has been checked for oonfonnity 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. befoie commencing the next step. sequential Method lor SHIPS NAME 24 M. V. SHIPS NAME
  25. 25. Olmllly & o; J(‘V: I[lU!7d/ M'. Hldgt. 'IllL‘IlI DL'p. ~JI‘lIfiE. ‘IlI 'V{l1.’ I l The sequential method is the only exchange method to be adopted for exchange of ballast on this ship. In the loaded passage (with full cargo). only Double bottom 3 (P+S) is topped up and Double bottom 4 (P+S) kept at 70% capacity. The anti- heeling tanks retain the usual average of 500 MT for internal transfer use. in this situation. the vessel is down to her drafl marks. with the requisite trim and GM. No ballast exchange can take place — pumping out any ballast reduces the GM and pumping in any ballast will cause the vessel to sink below the Plimsoll mark. This situation is acceptable as when discharging cargo. the vessel will only take on more ballast and not discharge any into the port. ALL BALLAST ls RETAINED ON BOARD IN DISCHARGE PORT. On the return . tal| ast' trip. the vessel always returns largely with empty reefer containers. In this situation. the ballast that was taken on In the discharge port undergoes sequential exchange procedure when vessel is in deep ocean. Namely. No 4 DB5 are emptied and the remaining light load ballast undergoes exchange as listed in the following table. For any other ballast condition. a similar table can be prepared to authenticate that due diligence was taken before carrying out the procedure, with stability. stresses and time factors having been considered. Such a table must be filed along with the ballast operations records, A step-by-step. tank-by-tank, procedure in tabular lcrrnat is appended on next page, showing the order of exchanging water ballast. The maximum number of ballast water tanks to be worked at any one time. and expected stress limits and draughts at the end of each step. are indicated. It may be necessary to produce different tables for dlflerent seagoing ballast conditions if the procedure varies. The following codes are used in the sequential table. F= fuII S= slack E= empty C= changed FO= Fuel inclusive diesel FW= fresh water BM= bendmg moments SF= shear forces 25 M. V. SHIPS NAME ll
  26. 26. sequential method. Light cargo Condition - (491 Empty containers on retum trip) F E E 1351 5.04 6.89 Step1--Pump0ut‘DB2.P+S V E ' F ' F ' E ' E '1:is7'4.17]s.91 K §tep.2-Re-fiIlDB‘2PeS ' ‘c _ F ' F ' E . E ‘1:irr'5.o4|s. a9 ‘Step-3-Puvmpo-ut be 3 Prwaras : c'E‘i= 's'E:1:i51‘_4.3]s.9s Step 4 - item: be 3 iv war 3 s ; c c F E E '1:t51'5.o4|s. a9 Steps-Pu-mp outoeaswaraa : C'C. E'E'E-1357.4.3]6.98 steps-izetiii-oaaswatsr V : c ' e V c ' E . E ‘1:is7:s. o4]s. a9 $teVp7-'PumpVOutl‘IiIBT2-P+S ' c . c ' c ' E ' E '1:is'r'4.43]1.21 ' stepti. neniiwar2n+s - 'c‘c'c‘E'E 1351 5.04 e. as .9‘. :91. :93 .92. 2.7a: a7 an 1.35 92 85 4.1 4.1 4.1 3.45 K 4.1 3.45 1.81 3.46 1.81 Total Time for Operation (hra): M] Note: The anti-heelirtg tanks W8 4 P03 do not require exchange as this ballast is used exclusive: for internal transfer to counter list during cargo operations in port. The anti-healing ballast pipe lines are independent of the axtemal overboard lines. if required. these tanks can safely be exchanged also using steps 1 and 2 for these tanks. An additional 4 his is added to the total time: -. Oimliiy <2 Op: >r. r!iori. i.l 'l1'. iri. iut-rm-rt! D(‘[J. Af(Illt'Ill ii»; wl i, w w l 26 M. V. SHIPS NAME
  27. 27. Olmiily & Op('rt1li‘on.1!Miritigir/ iicrll Dup.! Itir. 'It! 'V{'1.’ l Flow-through Method This Method is Not Recommended on the SHIPS NAME There are no manholes or openings from any tank on to the weather deck. Any ballast exchange using the flow through method would entail water flow through the sir vents. Given vessel age. air pipe flow rate capacity and other considerations. this method is not to be carried out. A general discussion on the flow through method: The flow-through method 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 4], ‘Safety Considerations‘. Safety Issues rotated to the Flow-through Method The size of tank exit must permit a flow rate in excess of the pump capacity. in order to avoid over-pressurisation of a tank, which can lead to structural damage. Classification Society rules specify that the diameter of air pipes from a tank is at least 125% of the diameter of the ballast water filling line. BUT they are not designed to be used for continuous water flow. Tank lids or other openings to be used should be specified However. opening tank lids or manholes, though a normal practice in fine weather can compromise the integrity of main deck. The authority and the responsibility for such practice rest with the master. and prudent seamanship will ensure a procedure for confirming that they are closed after work is completed. When Flow through method are used only centrifugal ballast pumps should be used. to avoid hydraulic pulsing shock and over pressurisation which would result from the use of direct displacement ballast pumps. lMO's guideline on safety aspects of ballast water exchange at sea. provide additional advice and it is recommended that this be taken account of when engaged in exchange at sea using flow-through method. The parameters used when the ship is designed always take account of storm conditions and the water on deck VhiCh 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 86% exchange. while four times the volume produces a 98% water exchange. 27 M. V. SHIPS NAME Ii
  28. 28. After each step, a posltlve declelon should be made. teklng account of the shlp"s position. weather forecast, machinery performance and degree of crew fatigue. before proceeding to the next step. If any factors are oonsldered unfavourable the ballast exchange should be suspended or halted. 0 u 3 , I 28 Ouemy 5 Operational Management Department M. V. SHIPS NAME Prepared by Capt. Pnoanexh Kohll
  29. 29. Ballast water sampling points There is unlikely to be any need for crewmembers to take samples except at the express request. and under the supervision, of a quarantine officer. To obtain samples from tanks filled with ballast water. samples tanks should be taken through sounding pipes. A certificate of ballast water quality from the authonty in the port of departure may one day become an acceptable device to prove there is no need for extensive exchange at sea. if the need arises. manhole access to ballast tanks can also serve as sampling points. Opening of manholes covers is manpower intensive as these are always kept bolted watertight. Quarantine officers must be advised of all safety procedures to be observed when entering enclosed spaces. When opening manhole covers ensure that the water level is well below the opening to avoid spill over due to ship's listing motion during cargo operations in port and when at sea Note: No. 4 Double Bottom tanks - when tank is full, the manhole access is below tank water level. This manhole must not be opened unless tank sounding is below 1.5m. Access and sampling points arrangement to ballast tanks: Attached are drawings of Sounding pipe and Manhole access to WBTS BALLAST WATER SAMPLING POINTS SOUNDING PLAN ‘mi--mil 9‘ niiiiiiuii I VIIIlII| l -I . .t. . l . ... .. . ... .. mi» | tA - In-Int! um . . l" . 1I)Dl'llVIX Inllllll-lluui‘ uui uni- x I III). «I In I l ‘ I . | . . . . . . -. ... . . -.-. -.-. -.-. -. , .‘ I TUNNEL -we n-. o.~. u san- —C— li. |v tlrlt-V Illlltlttll I M. )4-I ll‘ W %l 29 Oimlili-‘ J; Ow r ifiiw‘ 1‘ '17 irwzmm-xi. ’ [J4-p. .irliru-rrl My‘ strips NAME
  30. 30. BALLA§T WATER §AMPL| NG PQINTS [§OQND| NG PLAN} WATER BALL. STBD. DEEP TANK STBD. mwnu-. l0l'IUM STBD. --7.-‘-x: ~ Zlhma 02-zmm-can DEEP TANK DEEP TANK l)0l'lI. E lO’I’T0I D0l'll. l-1 IOTIOM PORT PORT PORT PORT ENGINE R00“ V'ATF. R BALL. mum‘. mscuxm. PORT W. -Tl'-ZR B. -Ll. . WATER BALL. PORT PORT 30 Ouallly & Operallonal Management Departmenl M, v, sH| Ps NAME Prepared by C.4pl Pan-. avn: x7- Kulnlu
  31. 31. L ATI N FBALLA TTANK MANHOLEA E win 3 (S) on Flu I vim nlvne Bl. On Frceboard Dtck (I I560 above BL) “''m'‘ 1"’ W mmirm -- . / <«= === m> @i@-. -.-: I win‘ us) “: T 3 E II fl III 1 M‘ “L van us) All Peak Tank 0 Plan View of No. 3 DB (8) 0 Manllolts on Tank Top 31 Quality 5 Operational Management Department M. V. SHIPS NAME Prepared by Capt. Pamanexn Kohl:
  32. 32. LQQATIQN QF BALLA§T TANK§ MANHOLE A§§E§§ TRAJVS VERSE SECHON HAN VIEW E | 'I} ' VH| ' I 5I? R v n lI| l on 9 r-1 n. no I ND MI " 5 I v E . R 0 n I I IKWWIDM IVA D111! 32 Quality 5 Operational Management Department M. V. st-ups N/ me Ptepated Dy Capt Pamanexh Kohll
  33. 33. Crew Training and Familiarisation IMO Resolution A868 (20) IMO guideline and appendix 2 should be consulted. Ship mvn‘s stability booklet and latest weather reports are to be consulted. The crew must be aware of what is expected of them and why in regards to ballast water Management. It crewrnembers understand the reason for the exchange or treatment of ballast water and associated sediments. they are more likely to ensure that it is carried-out effectively and elficiently. Towards this, the ballast program should be regularly discussed in operational meetings. Ship“s officers and crew engaged in ballast water exchange should be trained in and famitianses with the following: o The reason for exchange of water ballast at sea. See Chapters - Introduction and Objective 8. Guidelines The two main methods oi exchange, flow through and sequential, and the related safety considerations. The ships pumping plan, which includes ballast-pumping arrangement. piping and tank plan. with positions of tank suctlons. Including associated air and sounding pipes. in case of using flow through method ol ballast water exchange, the openings used for release of water from top of the tank together with the overboard discharge arrangement The method of ensuring that the sounding pipes are clear and that air pipes and their non—retum valve are in good order. The reason why other methods of ballast water management should NOT be used on board. The location of sampling point The methods of sediment removal to be employed. and how frequently it should be carried-out. The different times required undertaking the various ballast water exchange operations. The method of ballast water record keeping. reporting and routine soundings. Water treatment methods are being investigated. including heat treatment, exposure to ultra violet lights. filtering and chemical treatment, none as yet seems to be practical or cost effective for general use by cargo ships. Oi/ .r. llly‘ S ()‘[. I/''It. ‘.’i'. }.' Mr r: .i; :t'rm-. 'rl [)t'p. sr. ’rrn-rrl 33 M. V. SHIPS NAME
  34. 34. OlI. I."iy‘ 8 O‘[. ll'F. I{lt‘! Y.l. ' fli. ir. i.i; ;i-mi-rt. ‘ [)r'p. ir. ’iin-ill Duties of appointed ballast water management officer Appointed Ballast Water Management officer [Master's 1“ Mate - the Chlet Ottlcerl Duties of the appointed officer in charge of ballast water management 1. Prepare ballast-handling plan for the voyage in advance. (To be handled in me same manner as the passage plan) 2. Ensure that the ballast water treatment or exchange loilows procedures in the ballast water management plan. 3 Inform the owner or operator by an agreed procedure when commencing ballast water exchange and when It IS completed. 4. Prepare the ballast water declaration fonn prior to arrival in port 5. Be available to assist the port state control or quarantine officers tor any sampling that may need to be undertaken. 6. Maintain the ballast water handling log. 7 Prepare and submit the pie-arrival Ballast Report to authorities as and when required. 8. To observe the Planned Maintenance Routine system - inspect ballast tanks and carry out sediment removal as and when required. 34 M. V. SHIPS NAME
  35. 35. Oli.1.'lil-‘ 8 O‘[. lI'F, Il'lt‘. ’.‘, i.‘ fil. lr, v.l. ::tn'm'. 'l. ' [Jt'p. lr. ’rm-nl Ballast water reporting form and handfinglog 1. Format for ballast water reporting Ionn Guidelines for oompleting the ballast water reporting form This form is an example developed in IMO. to serve as a guide for use when reportlng to a national authority that requests information in advance. To avoid misunderstandings, some guidance for completing it follow on the page opposite. it should be noted that question 3, ‘Total number of tanks on board‘ refers only to the total number of segregated ballast tanks. Care should be taken belore using this general lorm, that the country being approached does not have its own form for use when reporting. ll maybe found convenient to pre-format all reporting forms to contain pennanent information such as ship's name, IMO number. total numbers of tanks onboard. total ballast capacity etc. This will help to avoid inadvertent errors. and the clarity of presentation will be welcome to quarantine officers. 2. Format for ballast water handling log Record of loading and discharging ballast Narrative pages for recording unusual events These two towns have been created as a guide for recording the sort of information often requested by quarantine officers who wish to learn about the source of the ballast water on board. Even if a ship is not currently trading in an area where ballast water information is required to be reported, it may later prove worthwhile to have a history of what water has been carried. 35 M. V. SHIPS NAME
  36. 36. BALLAST WATER REPORTING mam HMO) (To be pnwidod to the Pin‘! Sui: Arnhority up. .. input) I. SIIJP INFORMATION 1. IlAl. l.. A§‘l‘ WATER Shi "sNm1:: SHIPS NAME T Illulcr Canter I_I, fl} S '1 Units M . MT. LT ST Owner: Owlu Naneutl. Gum Tom - , 1 CR1 (‘all at , u PXKOI Total Ballast Water on Board: I H l4d‘l‘urI and Country: Arrival l'urt; Talnl Ballast Water Cqaimy: : I76 M ‘ 1. IALLAST WATER TANKS Ballast Water Managerial! Plan on board? YES NO Management Plan Inqlkmattorl? YES NO Total nunbcr of ballast tanks on board: No oftnks it ballast: IF NONI-J IN BALLAST GO TO No. S. No. of Ianla ext: No. oftarls no clan 4. IALLAST WATER HISTORY: RECORD ALL TANKS THAT ’lLL III DEIALLASITD IN PORT STATE OI‘ ARRIVAL: IF NONE GO T0 No. S. IALLAST WATER SOURCE BALLAST WATER EXCHANGE IALLAST WATER INSCIIARGE Circle uric: Eui'. "R¢(ill or Flaw Tltruu DATE Pan or Volume Inna DATE ' Votunv: N Exclx. Sui DATE Port or Volume DDMMYY lat-‘Long lunlul tlmilsl DDMMYY . truths) HgL tm) DDMMYY LtIi‘Long (until IF EXCHANGES WERE NOT CONDUCTED. STATE OTHI-ZR CONTROL ACIIONISI TAKEN: IF NONE STATE REASON WHY NOT‘ 5: IM0 IALLAST WATER GllIDELINE$0N BOARD (RES. A. l!(IlI(2D))'? YB N0 Rl2§P0i$lllLE 0|’! -'ICER'S NAME AND TITLE (PRINTED) AND SIGNATURE: fig Oi Extracts by Capt Pawenexh Kori: "_v_ smps "Ages
  37. 37. GVIDIUNES TOR COMPLETING TIT! BALLAST WATER REPORTING FORM mm 5&3 Nutll: Pin: the urn nfthe it. Owner: The repel-ed owner! or euratnn nflh: IIIIV. I1‘: Cu-I7 olthe putofregry. La: run and Country: Iaupnrunrl county at whinh thcdarp nII. h:4I hctrrre rrrmul inn: ennui pun . unnhhmuhnnt. plan. Nut Pen and Caultlry Nut pun an country at rtictr the chip wtl <rrI| . upnn rlqurtnn Ihlnt ti: crrnertt pert - rm ahhrvviifwu. plurv. Type: II! qncifrt: drip type. Illlll nut or use the frrlkwq Ilrhn-ration‘ hnlklhclz rnro (nr. Ctltllllillfl (ts): r-hams): pnnutrn: (put: oil-but on tel»: geunnl urprr tgcl. Wine on any arhitianal ship WP“ GT Ornu nxrnuge Antvnl Duh Antvahtu: I uncut purl Fleur: melt: Eurqcenrrdntx [mint IDDMMVVI IMO Nllfilr Irldifiwlim Nurlnr oftiu Ihip r-rod hy Ilu Irttzrtntianll Mlrit-It Orgrlnixliun. (‘I §: Otficinl al aim. Ayfl: Anal rual for this voyage. Anivnl Int That is | II£'. tln! IlI pun. No nhtxr. -nxtoul, please. (Nun: Suwqslvd blunt -slur - darn. rxnwily hall-1) ‘Ind lulu! Irurr no Inrui: Total upland hrrllut was upon min! I current port - with uni. Tnfl hulun Inner eqndty: Tad «alum: oi nll hollutritle unit: or hatch - with uruu. SXTION J: IIAl. I.A§'T "ATlR TANK5 (‘twirl all unit and halal: tqtmkt) (: ; pm and uurhurrt uda (innit! he r. -tiurrml upullelyi Trrtd Ne. cl’ Tall: on hand: Cnunl III rarnlrr anrl hnlrlr tlurt an any taqervgatrul Iulau -trtvr RIB Wlkl’ Mnljutlll Plln II IMIIIIT: Do yvl but I hlllnt water rnnutgnnutt phn, specific In your ship. nnho-II’! Citric Y5 a No. III-quell Plan I-pk-entail: Do you follow III: illtwr pint‘ Lint: Yes or No No. IT TIIII In Inht Number al'tmt: ut: rl hlhrtt Inter tub: cal holds ‘uh liollrott at the sum nfllrc voyeur In the tuna purl Ityou hnrr rrrr Italian walnut hard. :0 to auction S. NQICT-Isfilthlnpd: Tbrufin only hvtznknntlholds withhnllnsl I Ihlniloltluvnyqg talk cirttflvolt No. ul‘I‘uItl Not Lllhnqdz This refs: oolyto t-is and ltotfinth hrtluuttit mm afthe toyuge Iothc currml pen. IW Semen: fleece Iltl ll Ink: and hultlt tut you hit‘ -tlt&rguI or gain In diufirge in Ifit pun. Carefully -rlt: nut. or in: «lulu Ibo] hvluw the filth. Follvrr u: h lttnlt scrum the pigs. living III uttvdll. (whats vwtix. InrIv‘ur tliswhatul ovals sqrrrrateiy. it he hullut -aria ltinnry is idnitial ti. ¢. rite nun: It-ve. exdruru IIII tlilchugv dues and lonrtionsl. ms oturrrlts an be coruboetl tr-untplet wig tank I nth wing tank 2. both vrrrtu from Betpum. euhngett un.97. lrid went). Hen: use zttnrltlannoolpngerfynunecrl bang nmlultol-thud: tlturnt-ttrht: .Ihip“1 nnrtennd lnoluaberxtcrsp Dan: Dan: nfhslut hula «putt: lira: Errrepm fevntn tDDMMYV) Pct! Ir Lillie/ Lllfilii: lnatiut ofhulhlt vrnnr uptuh. Val: -tr. Vibe ot lull-t tater with. with units. Tunpenlunz War tarpernnn I title rrfhullnn vrutu uptake. ‘n dqnneo ncntpnde (Celnan. Iw hnlnngz trumu Exduttge Marta; Cir-J: enxptyielill or tlnw urrmp om: Du: nftalul nu ewlrrnue Ilse Erntpcnn tnrnnl IDDMMYVD Inlpnhl nr Lnluddlaglule Lualn rrrhlut lulu what. II‘ it «nerd over In uknbul tlitunw. list in «nil pod Initrrrlu and longitude. Veil-cc Va}-ne ol hellm IIIEI exrirrutuntl. with units. Pennnlngc : Pcrcsng nlhlla nun: ert®ng'e¢ Cnkthlg its: by divnltq fie nutiwcr elm‘: tr! hum eitfingad Ily he original mlruur; oi‘ lanllntl water in the uni. ll rrserrnuy. estimate this lineal on puma rate. (Note: For : lTa. 'Itr: flu-wituuglr ntshqr lb valor rhmrlrl In at low 3IJI)'li) Sen Ildgltl (Ill): Rnmnl the in height i mares I thrr tintu nfthe llulhn exdunutr (Note: (ii: is In ctrtulzrntrtl hdght ofthtr Iixl not nlnelL Itcaruml houtcrui to trough. II does not n. -Tenn the depth. IW Ntcllrgla DIIE: Du: Mt-flat! tuna rha<Itnrp: . Use Eutopattt Irumtt (DDMMYVL Purl ur l. antrrrlr=1A: IdIn-It baatiun rirl-ulua -star rbchlrpt. nu attnrviaiunt tarp-ant 'oIrrnre: 'oOu1nr- at bnlllt water dirthrgerl with —iII. Salinity: Rxonl nlinit-y nl hnllut water at It: time o! tli-shrug. Iith units. (La. specific gravity (cut at puns per thousand (Mill). fluehungauunnnlnnmtuntnlkdluunrdunlhutlthhu: Ifcztdurtpvrue rrntnuneotultrrnhunrtltrrlrtrn he duehrrgerl VIIII other «main were ILEIP lag. tmnlir owner ID I hnhued hoirllrtu nu-thy. or amen Appvrr-cod lrellnenl. II Inn Illlt rnun why not: Lin specific rurnnu why Ilulhrl ushlrgc Wu nut darn This wits In all this and hnlrls beg risrirreetl. SECTION 5: IMO IAIIIA Wale: Guttdlnu It Ieunfl: Do you has: IMt)Rca: tuirrrr A. tttrlt2l)i not bumtyuut ship‘! Click Yes or No lctfdlhll ININFI In III Ila IPRDIIIII and dfihu: cu. the Fm! Mule. (hpuh. M (Ttlcf En| itte: r mun pm It In— fl till: fl sign the frrrm Einncts by Cant Pnwunxh Kotri M_V_ smps NA"!
  38. 38. . w ‘ ' ‘ Ila-Id of lulknl ward In: cu. u1VmL'n( on board Ship Pun no‘ K: :gI>-1|)‘ IMO uurnbcr FINAL GlIOGR. l'lIIC PIIMPS Dl'RA1'ID. ' OF SALINITY SIGNAI‘l'R£ OF CONTENT ID(‘A'I'10N OF USED. or OPERATION OFl>'lC'F. R IN (lonnrn SHIP G| lAV'Il'A'l Ii CHARGE IPIII or Lu. J; Ian D ’“‘ ‘ ’ W “ “ M. V.SHlPSNAME 35
  39. 39. Numivc nu‘-ml of twins nchlcd to hallnsl walcl mnngrmcul on board Ship . . Pm of Rtgiary IMO rumba Karat! hart L-nmt: nlubll are n-Inulnl to bnlflul managlrllmnl. and wilicll will lit 9/ burial to quarantine qflirrrs, ncdl an xedilnnll nunoml during dbjulotk or tank fllulting C’ JYI1 Each enlry should he wuwlekd with Illr signature and mu! oflhe officer making the Exlracls lay Capl Pamanuh Knhli "_V_ smps N‘"E so
  40. 40. Section 10 Guidelines from IMO Resolution A.868 (20), and appendices GUIDELINES FOR THE CONTROL AND MANAGEMENT OF SHIPS‘ BALLAST WATER T0 MINIMIZE THIS TRANSFER OF HARMFUL AQUATIC ORGANISMS AND PATHOGEVS THE ASSEMBLY. RECALLING Article 150‘) ol' the Convention on the Intermtiorral Maritime Organization concealing the functions of the Assembly in relation to ngulnliotts and guidelines cottcemittg prevention and control of marine polhrtion from ships. RECALLING AISO resolution A.774(| tl) which it recognized that the uncontrolled discharge of ballast water and sediment from ships has led to the mtnsfer oi’ harmful aquatic orgnnistns utd pathogens. causing injury to public health and damage to property and the environment. and accordingly adopted Gurdeliuu for Preventing the Introduction of Unwanted Aquatic Organisms and Pathogens from Ships‘ Ballast Water and Sediment Discharges. and limiter that the Marine Ertvironntent Protection Cornmittcc (MEPCJ and the Maritime Safety Committee IMSCI shall keep the ballast water issue and the application of the Guidelines raider review with a view to further developing the Guidelines as a basis fora new Annex to MARPOL 7173. RECALLING l~‘UR'I‘HEl't that the I992 United Nations Confaence on Environment and Development (UNCEDI. in its Agenda 2| requeas IMO to consider the adoption of appropriate rules on ballast water discharge to prewnt the spread of non-indigerroin organisms. and linher proclaims in its Declaration on Envrronmertt and Development that States shall widely apply the precautionary approach according to their cwabilities. BEARING IN MIND that MEPC. ~‘Cinc.288 recognizer] that the existing Guidelines do not provide I complete solution towards the total prevention of the int-rodttdiort of Itarrnful aquatic organisms and pathogens. hut urged that focus should he directed on measures aimed ll minimizing the risks. enrphasizirtg hither that in applying the exixting Guirlclines. the ship's safety was of paramount importance. NOTING the objeetivu of the Convention on Biological Diwrsity. I992. and that the transfer and introduction of alien aquatic species with ballast water threatens the corrsuwtion and sustainable use of biological diversity. NOTING FURTHER the stunts of work carried out by MEPC as requested by resolution A.7T4(l8l ooncerrring the development of legally binding provisions on ballast water management together with guiihlines for their eflective implerncrmtion. or well is the Guidance on safety Aqaeers or Ballast water Exchange at sea prepared by the Sub-Committee on Ship Design and Equipment. and distributed as MEPC. 'Cin: .329 and MSCICirc.8D6. both of30 lune I997. RECOGNIZING that several States have tnlten unilateral action lay adopting legally binding provisions for local. regional or national application with a VICW to minimizing the visits of introducing harmful aquatic organisms and pathogens tluougb ships cmering their ports. and also that this issue. being of worldwide concem. demands action bned on globolly wplicaltle regulation together with guidelines for their eflective implementation and uttiform inlerpmotiort. HAVING CONSIDERED the recommendation of the MEPC‘ at its fortieth session on this issue. I. ADOPTS the Guidelines for the Control and Management of Ships‘ Ballast Water to Mitimize the Tramfer of Harmful Aquatic Organisms and Pathogens tier out 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 basis for any measures they adopt with a View to minimizing the risks of introducing Itarmfltl aquatic organisrrta and pathogens. and to report to the MEPC on any experience gained in their implementatiort: 3. REQUESTS ALSO the MEPC to work towards completion of legally binding provisions on ballast water rrtartagemerrt in the form of it new Annex to MARPOL 7.'i. r‘7ll, together with guidelines for their uniform and ellective implementation wiut a View to their consideration and adoption in the year 2000; 4. REQUESTS FURTI-{ER the MSC to include in its wodtplan the evaluation or information received from interestul parties. particularly that relevant to I21 of the Guidelines adorned herewith. with a View to determining the boards and potential consequences for various exiaing ship types and operations. The MSC it also requested to consider any other rclewant issues concerning ballast water management as well as design objectives for new ships. with a view to rninintizirtg to the extem possible risks of intromcing harmful aquatic orpnismis and pathogens with ships‘ ballast water and sediments: 5. REVOKES resolution A.774( I St. Extracts by Capt Pawana-in Kohl: M. V. SHIPS NAME
  41. 41. ANNEX (to IMO Assembly Resolution) GUIDELINES FOR ‘THE CONTROL AND MANAGEMENT OF SHIPS’ BALLAST WATER TO MINIMIZE THE TRANSFER OF IIARMFUI. AQUATIC ORGANISMS AND PATHOGENS Contents CHAPTER I - 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 STATES ‘H Pmccdiiires for ships 7.2 Procedure: for port States CHAPTER 8 - RECORDING AND REPORTING PROCEDURES lI. I Procedures for ships 11.: Pmccdium for pun suites CHAPTER 9 - SHIPS‘ OPERATIONAL PROCEDURES 9.I Pivczinioiiary pnicticcs . l Minimizing uptake of hatmful aquatic organisms. pathogens and aedimenis .2 Rcinoving hiilliisi sodimun on a timely bnis .3 Avoiding umecessnry dimharge of Iaallasi water 9.2 Ballast ww. -r mimagcinciit uptiom Ballasa walzr exchange Non-rclcnsc oi minimal rclcasc uflinllnsa wuia Discharge in ieceylion fatiliiies Erncrgun and new technologies and ttutmcnls CHAPTER I0 - PORT STATE CONSIDERATION |0.I Highly dfinmc conditions hctwetn upliilic Ind discharge puns l0.2 Ballast water age I0.3 Pivscvioe of targcl orgiinisiis ‘ai. aiu'- CHAPTER I I - ENFORCEMENT AND MONITORING BY PORT STATES CHAPTER I2 - FUTURE CONSIDERATIONS IN RELATION TO BALLAST WATER EXCHANGE Il. I Rnscarch mods l2.2 bong-mm evaluation of safety aqvem in relation to ballast waier exchange CHAPTER I] - BALLAST SYSTEM DESIGN Appendix I - Ballast water rcpaniiig form Appendix 2 - Giiidancc on safety uspcuts of ballast water cxdiaiige It scii Exlracls by Capt Pawancxh Knhli fly. sfllps NA"E
  42. 42. I Illlllfiltlfll l. l Studies carried out in seven! countries have shown that many mecies of hueieriu. plums. Ind mimnls am sun-iw in a viable rolm in the ballet: wane: and tedinnem carried in Ihipa. even elkr journeys of sewn] months‘ duration. Sulnequenl discharge of hellasl tract or sedilneul lnln Ihe I-alas olpon Slates may mum in Ihe cslahlnhnenl of hamnlhl nqunic ueymi-m end pulx-wens which may you threats in indigemus human. animal end plum life. end Ihc marine elviroumenl. Allhough olhe! media IIIVC been iduuliflcd as hcing responsible for mmfeerim oegnniml lxevwau googrephically nquantesl water bodies. hnlhsl wuer discharge from ships appear: I» have been among Ihe noel pnminuu. L2 The poleminl For hullu wuet discharge In cause hum hes heen recnnisad not only Ivy ihe lneemuinnel Mumimc Oumvbxion but also Ivy the Wovld Health Ovgnniznliuen. which is concerned about Ilne rule of belles! mm as a medium rm he queuing of epiukenia: disuse hnulena. L3 Thea: Guideliles are no! In he regarded In a oerluin solution to II: pmblem. lulu. eneh yuan of than should be viewed as e ml which. if correctly applied. will help In minimize the rink: anointed wilh ballan water discharge. A: Icienlifir and leehnnhginl Idvunevcl ne nude. the Guidelines Irill he refined In endk the lid In be mine ailoqimely Iddleued. In Ihe inlerim. pun Sluts. flan Stale: and othee pullies Ihu can unis! in niliuliig this pnxhlan should exercise one can and diligence in an eflixn Io oonfonn Iollu nmumum ulml ponible wlh Ibo IA The selection of nppmprinle Ineilxnih afrisl: mininiutinel will depend upon eevunl faeinn. ilehding the type or types of ounnismn being temeted. the level of link involved, in euvironmcnull the eeonnmic and ecological was involved and the safety of then. I Dellnllhee For the purpose: at Ihene Guidelines. the following definitions apply: l mum the Onvullmell oflhe Sue under whose Inlhoeity the ship is operliing. (‘omvunm means MARPOL 7!-'78 (lmemnionel Com-emion lor the Pteseexlioel of Polhltion from Ship. 1973. and the huloeol of N7! telleil Iherdol Mania-I Status menu Salts Ihll ere Member: of Ihe lmunnional Mlrilime Orpniutitln Ulgmalulllau means the Inncmoiiunnl Merino: Ongeniution (IMO). Fm Sm: uudmn'ly mean any all‘-elal or oeganisaliun allhoritzd by Ihe Gwvemmenl al‘ a purl Sun: In Oilllllllilfl guidelines or enlhete slnuinds and leguluions r¢| C‘'ll| I In the inienlunemuiun ofneiimul end inlemnkinnel dlilyriliu cnnnol mcuiures. Truman mean a peace: or meuhnuzl. phyucel. chelniul or lsiulogual method an kill. remove or reniler infertile. hmeful at potentially hnnnful oruninns wilhin hellea water. 3 Anludnn The Guidelines He directed to Memba Sues end can apply In all ships; howevw. a pen Stu: unhoeiry shell nleoermine the about to whnuh they do epply. 4 Gullel objective: and hoelgnntl 6.1 The ohjeetls-as of Ilene Guidelines developed under Iechnlcal and ecnaallfnc gu‘-dance. are lnlemleil In auiu Gwwerneneuis and Iwruglrue anlutilies. ship mulers. opaflnn an‘! owner; and pan Illllariis. I! well I! other inu. -miod ponies. in nainimizing the rid of inlromcing hennful equnxic orgmisem and pathogen: from ships‘ hallo: man and annealed sedlmnu while pmmmg amp: solely. 4.2 The Guidelines Illaw pun Sues no exempt ship: wilhin the aea under their juriuinioel fmm sun or all nflhe Ielevni umwisionn. Notwilhsinding. any edminielruion wishing Io awly reariciions to ballast water ovenliouns should still follow Ilene Ouhlelinu. when clevelupmg legiilalicn or pvocerllne. 4.! ln onlq Ihu Ihe Guidelines may he implemerled ‘I1 3 slnilnni and uniform mlnnee. III Member Since Gmvmmenli. ship opeeuovs. olhcv nppeoplisle wlhneilics eenl imeeemed pmiu are roquuml Io qsply Ihcsefiuideiiucn. 5 Dheuhwlhl cl hlhrll-lhl 5.1 Auhliliiielnlioels are alcoumged to Ilninuin and exehenge infannalioen relevant In Ilia: Guidelines lhmugll the Oqnninliun. Amanlingly. Idminietnlimu are eneounged Io pnwiele the Orynintinn wnh Ihe following; I Infonnelian on were nnhrulis at infennimsofhnrmfill IQIIIHC orulisns which may you I Iii: .2 C opies ofeanvenl -lnmmic laws and Iclmlelionez J'I’e: lmii. -al nil rseueh intcmulimz A Enhleltiou mulerinls (such as audio and video input] and prilled muleriuls: and Exlratts by Clpl Pawlnuh Kohll M. V. sfllps "A35
  43. 43. .5 location an! mm: of ucz ol allznauve achanp: mm. contingency struggles. uvalhhillly of share reception faclllllex. fees. «C. 5.2 Manber Sum. applying bullnul wucr and scuimcu dinchurpc ptoccmru. should notify Ihc Orgnimion of specific mguxmuuriu and prowl-Ir no lie Olymnnl-nu. for the mfomuuun of olhar Mzrnlxr Sula and mmgovrnmtarhl urgniulimls. unis of my rqulnliunn. standards. cxangilims nr guidelines lxing npolini. Verification and dclailad infonnlioa culrccnling poll Sm: nquirclnmu aholid he obuincd hy Its: my) prior In miwl. 5.} Pan Slalt Illlhunbes should ptnvuk lhe Willa! pnnlilule clnrihulinn of infcnnlliau on lnllnsl wan: Ind sedinenl mnmgcmenn and nunnult wquiqnqlls thu arr lacing qrplied In shinning. Fuilue In do so my land In unnooesnry dclayn for ships sacking any to port Stan: 5.4 Sllqrphlg Ixgnlxiulitsus anl ship’ uumgns xlxollll be flnllli will llu mqulrzmems ofpon S11: Illlaumlu with respect In bulbs! vrulcr and stdimcm rmnngarlall and lrulrnnl procedures. inclining infurmuion dull will be nccolad Io olallin any clatter. 5.5 Muificr Sula: In inrilod lo ptuvid: Ila: Otgnuuion wilh rlnzils ofny lucid: and drnlnpmem undies Ilu they any all will: respetl Io lie irrqml Ind control ofhnnnful aquatic organism: and pnthogeno in ships‘ hallad water and aedmml. 5.6 Multcr Sula nlluuld pm»-id: In Ill: Oryinlnlion drlaik ol‘ tvcunh daunting muons why ailing mzuiremcms could not be conlplied will. ¢. ;. fume nujelne. haw walker. rnilule of cqninrncm. or luck of infonnuion cunxemllg pm Sun: nqndxcmeum 6 Training In duration 6.1 Tnillng lor Ilalpr mum and mm In anuupnalz Iltnulul inc. -lull: lmlrucllonc on ma appficallnn of hallal I-mu Ind nadinan nluugurun and lrullrlnl pvcedllns. buell Iqlcn Iii: ilfolrrulian mruined in than (luidelilcs. Instruction Ihnuld ako ll: pnwi-lal on the mnillullme of appropriate records and logs. Govmunam mould mule I151 lhzar maria: trailing urganizxlum llchulr Ihix II the cumzms ofllxlr Iyllahu. 6.2 Th: Iaplicnlion of procaine sud pruccduu uomerrling Mllm ulrr nunngcment In mntmly In Ih: can at Ill: aolmion lo mlniniz: lh: imrnduciion of hunnful uwnlic organisms and palllogcns 6.3 Ouvvenlrliallx an encouraged N Intllxlc kmrwlcdpc ul dlliil rzgmlmg I992 curllml of polhlliun of line on by hmllill uqunlic aruuisin and pathogens in their mining rquirrmemx For oenificucs. 1 Prllnnhrn hr slip ul purl Sula 1.] Pnculunc fur Ililps 7.1.1 Ewry ship ml camel bullnl wnm should he pwmhd Vdlh A bullet! wan umngamam plan Io anal in the lrururlinliun oflrulxliv ol'lurnl'ul Iqunliv: orgarlunu Ind pdhogau. The iuun oflbc plan Ilwulul be In | IlBVi| l£ sf: Md :07:-zlii-c ptocnhltu for ballast wan‘ IrInmm: nI-em. 7.12 The ballast WIN! llmmgemenl plan should be specific I0 nth ship. 7.1.! T1: lullll ‘ruler nuugurknl pin Iluuld be inclnlkd in Ill: shin‘: upuuinrnl dncullallalinl. such I plan should HIUGI. furor altar - nlcsml yum of men: (hlldclinn: - qpluval tloculauainn mlevarl In trulmrun aquipnullz - an imitation cl lrcords ncouired; und - llv: locamu of pmcllalz sampling palm. 1.2 Prlcenirna lor port sum 7.2.1 Rccqllion and Ilummlll luilities should ls: nude Inilnhle lor lb: cnviroumenlslly are ufiipoul ol ballast uuk snlnnents. 7.2.2 Discharge of mil‘: hnllnn I-ltcr into port reoqitinn nndhr trelmranl facilities muy prwide an nucpuhle mum of cunltol. Porl Sun: uulhorillcu wishing to uiliz: Ibis stringy slnuld cum Ilfl Ih: lacilitin are nleqlmc. I llocotdlg III nponhg pnuduru l. l Pnnduvu hr illp 8.l. l Wlm: I put! Slug ambnmy mpitu Hm qrecific ballut truer pmculnns mslfur Itulmml ophonlll be Intlcrlnkrl. Ind in In wulhcr. an condiionu at qwminml irnprl-aicnhility such nclion cunol he ukcn. Ill: mask-r should rcpon thin Fax Io Ihc pan Sale aulboriny as noon 5 poslihlc Ind. whcn: appropriate. prior Io cm-ring sud under in runs! ‘ ' ir: |iurL R. l.2 To fociliulc Ihe Adminislruliol of ballast villa rrunugcrrw. -nl Ind Iruxmenl proeedua on board each ship. u mrponsilalt officer should be tppomlal to nmunln aoprupmlz records and lo main lhll lnllaul «mar rnnnnpzmznl undlhr nulmnl pmcodllu Ir: lhllnvwrd ad wcocdml Exlracls by Clpl Pawlnuh Kohll My. sfllps "A35
  44. 44. 8.1.3 What along on or ill-chaqzlng ltallarl water. as a minim: -n. the dams. geographical locations. dig‘: wits) and cargo Irolt. halls! Vllllcr laiilparat-rc and nliiiy as well as the arrlullnl of llallaarl wan: loarlad or dlKl| Il"¢d should he ncordad. A iitilalll: lomial is shown in appendix l. Th: record should bc mud: availabln lo the pen Slat: authority. 8.1.4 The location and tltilahlz aimeaa prints for saiwllng lrallasl or suthrtteia ahratlld ho dasrnlrad in ll): ship‘: ballast water inaalaganutl plan 11th will allow crew inamlrers to iirtwide iitaaimum tiruilartce I'lKl1 officer: ol' the port Stu: authority ivqtliv a crawl: of Ill: hallaat Wllfl or soililnatil. I.2 Prlarulru {or part Sula: 3.2.1 Consitlaatl with 52 altove. port Slates ihould rrronide drips with the follotaitng inftrrirlalion: - details or their rcquirmcrtta cortccrrtirig lvollait water manqctncnt; - localinn ainl tut-riia ol’ tale ur altuiuliw: udiang: zonal: - any other port colllilfislcy uiartaeiilettta: and - lllt. ‘ availability. location. upacltiea of and applicable (cu relevant to rocqttiorl facilities limit so lacing ptwidcd lor lb: nvironllaaritally slit: dispoul ollsallaal I/ iilu and aiaotiltltad aetlinall. 8.2.2 To assist than it applyilu tho piroauliortary practices deacnbed in 9 l. l below. port States should inform local agents and'or the ship of areas aid situations wlaue the uptake ol lnllaat water ihould be tttiatimizetl. much at. area: vrilll aillllluh. ilfeskliols ilrkxtuvra piiplllaliilrl ofhurnfnl orpartisula and wings“: - was with «imnl pllytnplankton hlooills [algal blooms. aaclt as red tidal: - nearby sewage oulfallsz - naarllry dredging opaalioiia; - vrltertatidalstxeranialtnowotobethcmotettttbid; and - anaawllzrt lldal llinhlagilkaouiilobepoor. 9 Sltlpa‘ opcratloaal put. -adarra 9.! Praaoolioury pnuiou 9.l. l Mhlltlahg uptake of barnlal aqaallc arptlla-I. pltbogciia and iorlnrats What Ioaditg laallIoL every aflorl nllolld be mad: to avoid lh: uptake of potentially hanliful aquatic organiitlln. pathogen: at-til azdittizitl that may contain mull orgniiiiaiia. The ilpnih of ballast water iltould be ritiniirtiud or. when practicable. noided it Irons and situations Itrch 8’ - arcan identified by the port State in ootiitcctiort I'llll advice rclating to 8.2.2 alsovc; - in tlarhlaaa Ivliaal botlorlnlvrvllilag ctrgarlialna tiny not up in It: avalaroolllmn: - in very dlnlltwr watar. or - ohm ptopallen may stir up setltmaoi. 9.1.1 llrnarilg lulhat ircdhrat an a dandy Iaah Wham: practicable. routine cleaning of lllt ballast tank to tutiov: tndiinatts should hr carried oil in mid-ocrzurr or tinder controlled anattgemetai in port or dry dock. in accordance with the proviiloin ofdrr rltlp's ballast water mamgamna plan. 9.1.3 Avalflu Ilaooeaaary dbtlharge al hllan water It‘ ‘I it tiocaaary to Ml: on and discltalgr brillnfl want it the rain: port to focilitolr lair ago oprnttiorrs. car: should be talent to amid utaiecaiaaty dtar. -barge otbalhat water that has hurt taken up ll amllarr pout. 9.1 Iallal lralat rlarlapaual opllou 9.2.1 Ialaat ivntar uclarlga Netmcoailld tirttlttdlttg poll sill tslilalirttl organisttta relascil in oildoceaa. and oceanla otgaatlitra released in coaxial avatars. do not gent-nlly nan-ivo. Wllart cxcbllgiag ballast at sea. glaidalic: on safety upcclll of llallasl water cxclnaty: as not oill ill appcndi. i 2 should ll: Iakui irtla ar: r:otlrtl. Ftullicriiiorv. the fulluwirtg | IlIl: lll: ci are ncoiirntuidod: - where practicable. rlliir ahoulil conduct lullau exnhange in daqt water, it open ocean and as far as poiuihle from shore. When: this is not posiilllc. mriircitlcnxs dcwlupcd within icgionl agreements rmy be in operation. panictlarly it atvcan I'lllIllI 10l)_tialta‘cal miles from illure. Cuiiaishml with 9.1.2 above. all at Ilia ballast walzr should be tlnchargail Irllll suction li ltial. and sltippitg punqls or etlurtlon should ll: uaad if possible; Exlracls by Clpl Pawlnurth Kohll My. sfllps "A35
  45. 45. - vi-lune the tltr--tniongn nuzthoil is employed Ill open ocean by pumping ballast Ivllitr liiin Iln: tank or hold and allmving the I-ntetto wcrflaw. nl Ieiin Iliiee tints the tank whine sltailil be yiinttpi. -dtlnnugli the tank; - wliete neither tottn ofopen ocean uwiiunge ii pnietieahle. lnllnut exchange may be ncccptcil lry the port state in detiituted an-as; and ~ other ballast exduinge utitianit iipitrtwcd by the pun Stue. 9.2.1 Nan-release or nilnhnl nlente uflnlhtt nut- Incanuwbaebnlhlexuhiigutnti¢liu'lunnneMupIiunnannn(ptintdik. ballntlwmernnybuit1ninodintanluui holds. Slinultl this not lie ptnnihle. the ship slinild only -lildilrze Ilie iiiitiiinutn euutinl Itnnunt of linllul wuer it I-xuithnoc with port Suits’ contingetwy strategic: 9.1.1 llheluge In rneeprlinn lndfllin If inception facilities for blllusl water undfoi sediments are tirm-ided by in port Slut. they should» when wpmprizte. be utilized. 9.1.4 ltnemtat Ind tie-It uelulnglu Ind Irnntlenll 0.14 l lfsuitnhle new Incl aitamettt treatments and tei: l'inolo| .i'es pvtwe viable. Ilia: may substitute for. or he tiled in cutiyiinctton with. cumvnt options. Such ltenlmenls could inelinle tlauiinl inetbo-h. fllttnmn. tlnsuifzctlon inclinlliag nllnviolel light. Iliil other well meat: aecqilzhle to the pan State. 9.2 4.2 Results conoerniix the IW| ivlli0II and efiaaiveiiai of new NIIUI Ivutet Illllflttllltll techiolojies and associated control eqinpmmi should be itntillzd to the Otgainzatton with a view to evaluation and incorpontintt. an iipptupt-inle. inlo Iheiie Gtiitlelines. Ill Pitt-1 Shh cnntllerndiitn The lnlltming is pnwidiid fit: the guitlniice uf pan Sliihe iitnhntifics in the 'ninilanuit. m'tin of their Iinllaiit wnlzi iiinnngetnent pmgntittite. aid to uaeu risk: it relnion to the ballut wctet containing limnful wiintic otgiiniiliu and P‘| Mst"|3~ IM lllfiily dkpunte cotitltluni between uptake nnd dbt. -huge pom Siyiificninly difl'cri: iin cotidilititii may eatin between ptinlti of otigin Ind the poll it which linllul wutei in iinclnrged. Eiiiintples indinle fmhwaiia hallnu being related into highly saline ports. Then may be orgniinitis capable ul’ ntirviving such eittttinii lrliiitfeisz btvlrcvet. that is in Inner pmbdiiliy ofspacics eddilisltineil under such ttuigiat events I04 lnlnnt Inlet age The length tiftatne dining which linllul vein is williin II enclosed bnllul talk tiny also be I factor in delzetuiiiiiag the niitiibei of surviving orgiinii-int. beats: of the nhaeuiu of light. deuensiig iitittiuits iind oxygen. clinngs inf uliniry Ind other fintion. llmt-evet. the ninxiiiinin ltiiigtlt of survival of otpanntnn in halliin I-am vans; and in many can in not k1iown. Waercif: ingeol’llXldnysnhatilill: ei: nn: iiI1-nil the IIIIIIIIIIII liirqiply-iizgthin einisiilu-Jinn. Bnlliuawnun and setliinenu titty Cullllil tlinollqeliite cysts and otha otjiiitittm upnlile ofrtrvivinu for 5 min! longer lainh oftime. Ill. ‘ Practice 00 target orgnniuiit l0.3.l Under certain ifnniniiiiiinei it may be paniiile In de1emi'Iie if tune or more Ixget qieciet iii: pteiuit in the water on specific port and have been hnllnaed in a ship‘ In these circunlutices. the receiving port Stale inilliotity may mimic ntxnngenietn mmura neeottllitgly. Even if filth Ixget weciu at not pmiettl. liowemt. it should be noted that the ship may slill be carrying Illltly tlttxgelieil specie: wliidi. ifleluzd it new Unitas, cutld lie ptitciilinlly In-inliil 10 3.2 Port States It: encouraged to any om biological hiineliie iuneys in their pom unit to diuetiiiitnlc the tveuilts of their lnveiligiillunii. ll liillun-onient nu monitoring by part mm ll. l Comisluil with the ptueaititnuiy nppniuch to environmental piutocttiin. tliesii Giniklines can npply Hi all shops unless specifically exempted by in pan State iiilltarity tttthin itsjnritdiclioti. In accordance Ivitli_5.Z nliave, part Stine authorities tltoulil infotm the Otpniiiutitin on how the (hiitleliiiat are being nppliotl ll.2 Marita Stuns have this right in niiinnge lanlhu wniaet by itnliiiitnl legislation Huurvet. any lznllniii din-liiitgc restriction nlnitild lie nutified to the Orunizntinti. ll.3 In all can. u pott Sun: aiiliovity should consider the overall etloct oi’ ballast ‘fl¢I' and uiliitiieiti iliuliurgc pnicediins tin the safety nfxlipl and thus: an lmml. Giiiilelinu It'll be inelfiectivii ifooniplinuce is ilqieoilein iniiiu llie nei. -eptnnne nfoperntionll iiiastna that put I ship or its ctew ll risk. Pun States should not require my action til the inner Irliicli iinpaila the liven ofseiifnicisoc the safety of the Ihip. 11.4 lt i enetainl Ilia! hnllnn truer Ind sadiuieut Innllganut piucettilns be elfective a well an ly ufe. Whclicdile. detipod to inininihx costs and delays to the stint. uni buecl upon these Guiiidintii whenetw possible Exlracls by Clpl Pawlnuttli Kohll My. sfllps "A35
  46. 46. 11.5 Anymsuuctaouoncqnmennaantsotaslipslnaldbepruvndz-tinatituclymrnnanndbecl-rarandconclne. 11.6 lknrt Stiles should «I regret! pttwinle I visiting ship with any requested irnfnrttuian relative to hallut wner nnnagement and its potennnninl ctlccns with rupect no ltunmlul aquatic onuatnixmr and pathogens. 11,7 Any cnftmnnmt at ntrntitrnrunni un: tlrlI. les should he unnclcmltm in a fart. nmifunn and nlnonlly contauetnt manner At Ill ports within the part State. Wine than are cmuielling tunnns I-hetvehy nutintnllly cornnitlnl procedures cannot be folltrnvod. than dcviatiooa should he tqnotted to the Orgnintioti 11.8 Culltplifllce nrumntming ntltolinl ts: uularunlm by pun sue aallhtnnhus hy. tar aaunplu. taking and unlysin; ballast wnterud tecimetl uttunles to test for the omntinuscl survival nfhanlful Imunlic amrnittttr urnd puflnoyeu. 1 I .0 Whac tullut vn-Jncr on scdimcnt rampling tot compliance on cflcctiveocu monitoring is being nundcrultem port State atrthurilizs sltnuld mirnirnrze delays to ship: when taking such samples. l 1.10 What sungtling for reoudn ov compliance mtnnitoting. the port Slate anuhority should give as much noticc as possible no the uliip that sampling will want. tannin In planning Itufllng and opcntiunul ncnnotrou. 11.11 The tnnrtner hs n gatcnl nhligatinu In prvvidz rcunnahle uainunu: fur the ahwe tntnniltnt-in; which any include pmviriotn of «meets or crnr. provision of th: ship‘: plunl. records pemitning to ballast uulnzatnunts and details concerning than location oliamplng points. 11.12 Santplinzg methods for ruuacln untl rnnrnilrnring in the rcsptnuinility of the pun Stan. The Ornnintion wclcomci information on new or ill| nVIli‘€ methods of samvling and-or analysis. aotl any relevant mfonlation monnldbeprvvintzdloit. 11.13 Putt Stfle -utlnuritru should itndicuelnlherrntrsluorruqnnntible ufliccrthepnupune fur vflnidnauwle is taken tie. . monitoring. research or enforcement). Rcanlta of analyses of umplcs should he made nnvoilnhle to ship‘: operators on rcqnnest. 1l.14 lknrt Sm: ntrtfnnrities nrnly nmrqnle ctr require samples to analyse lrdlnn wuterunrl uvelitiun. before peflllifliltj a ship to proceed to clirclnrge its bcllut water in cminnnmcnnunlly nenritiie locations. In the ewnu thut hnnmntul aquatic utganisnu ur pathogens arc found to be pnunnl in the samples. a port Stan’: curnttngenry strategy may he applied. It Flinn (sullen-Itlolr In n-ehthn ta lnlhst Inter erehnge IIJ Ielnrcl need: Openliuninl measures such as hullut wuncr exchange may be rnnmgnrie in the short term; htvnvcver. there it a clan need for llnnhev tvcnaach. Theo: Guidclincr shonld ht: revised and adjuned in the light of results «moaning new htnllut want rtunugemeul upianun. I11 Inn; -«tn evaluation at safety nrpectu In ulutntn to halal tutu exchange luunpniang the mud to ovatum the haunt and potvnutnl connoquancei for vulour type: of ships and operalitlll. inktellad plttiea shtntalnl carry nun detailed flutlns Irntl pmvide mfunultitnu n-elcvunl Io: - exyevicnce gnnilnenl ftnln catryitnu out ltnnllnrt water exchange at sea. including any sutnples/ model mncedunes; - opuatiununl precaution: and procotlua irtplmnmtccl to «mind potetntnl haunts and cunuquenn-ca IIIII nun)‘ urine during tbv ballast vi-atcr rxchzng: an inn: - an evaluation oftlte safety rnurgins hctwveun the nncttnal ttnetncentric lnciflnt and stresses vctxus the rllowuble scngoiug limits cpccrfltnl in the qnptoved trin and nahlllty booklet and loading rnmual. nlevnt Io nlllfzvent typca of chip: and loading cnmditinns; - any hmnrdt which may uric due to hnnrn elcltmnt iuuc: relative to the rcsponarlilc etneantioln of hcllnn wutcr exchange at $8! in a rnunur which may not be fully pnarlent: - upcntionul pmceohteni carried not print to initiltim the hnnllnnnat Inter cxcliacngc at in and dncck [mints airing the exchange; - the catclt of tttnitnirng and lIIlll¢€lI! G'l| I nccessuty to ensure dint the aroma of hullrsl wlta cttclnutnute at as ia ell'c. 'ti~ely rnunrtuml and coutrulled on bond; - plan of rctiun to incoqnnnae any unique pmcedunes thtnuld II errnemeocy acct: which may afiocn the exchltue af Imllunl water at sea: and - the decision-making princes. taking lntto aooututl nlzvutt safety matters lnclnading ship‘: pouitiunn. wullnzr n. -unnlitluns. mnclinery petfntrnnance. hallad rynem inspection and ttuninletnuncc. crew safety ud avuilnnlnility. IJ Ialln rytkl &fiI Builders. tnrnnrncts and classification societies slnnrld take these Guidclincs into cmideruinn when designing new ship; (I! modifying cxinivng ships Exlracts by Capt Pawlrnunth Kohll M. V. sfllps "A35
  47. 47. APPENDIX 2 [In IMO Astznfily Rholullunll GUIDANCE ON SAFETY ASPECIS OF IALLAST WATER EXCHANGE AT SEA I lllroduiion l. l Tlis document in ‘manila! In nnn-ide guidance on the safety aged: at lmllm I'll¢I’ exchange al in. The dilfennl types of sh’ which may be rwuired to mdmnie lsdlnln wan: exchange at sea make it puenailly innpnntiul lo ynwislu specific: guidelinzs for each ship mu. Sluipmunen av cautioned flu they should consider Ike nuny variable: that Inply in Iheir sllirc. Snlne nflbu: vuillsles include lyre Ind siu: ofship. bnllnsl unk cmfuulfiinm and associated punying system. nailing mum and auocimd uwhu conditions. yon Sure rcquivunemn and munninp. 1.2 Bib! wan exchange at not pmumtnu outlined n ulevant nnlapuuml plan: should he Indi'id| n.Ily intend for Ilicir effccliveneu from Ilue eivirnlnlanal protection point ofview as well as fun: Ill: poim «(view ofllleir acceptability»: mum of snuctunl nrengllu ml snlulny. 1.3 la the absence of: IIIIIG xiemifiully baud mun: ol‘ cunlml. nclunge oflnllul mun II dzep neeun rat or owu nu airremly oflcru mun: ollilllillllj the pnohahilly IMI freak wuev or consul aquatic species will be tnnxfcned in lnllam mam. Two nwlhuds ofcanyingau tnllul waler exchangz 1 an have been ulmulledi . l dnsequzmialmflhnddnwhichhnummikxuepumqlzdmtndufilladu-ithckmwihut mm: 2 Ilne [low-tllouil method. in nhidu I’-nllan tanks are simultaneously filled and dildurged by pumping in clza um. 2 Safety prenulnu 2.l Sllils engaged in Ilnllul wins exchange II as: Ilmuld be pnwidod will pmcechru which Iumoum for the Following. as applicable: .I avsiuhnce ul’ war and tinder-pvesmnhliun oflsallm units. 2 fnesurfaoeetiectsnuutnhilityalidslosllillg lnndlinlulinhltnuybulucknunynnetimc; .3 admissible Ieulscx eoniilioniz .4 weather running in men unnumbly ulfiueul by cyclones. Iyphs-ans. humans. or heavy lung mnditinnu; .5 nuimcmncc ofudequm: inucl mbility in uccotslanire will an approved trim and suhlily booklet; .6 pcnniniblz sengom; ntaugla Inilx of flu: [mu Ind benlmg nnmmll Ill usual: -ne wiln In qvpmvcd loudiu manual: .7 nnsioml forces. when relevant: . l ninin-uxn‘InaxunIln lhnvrnd ind all dnmghllz .9 wuve~inducetl lull vibration: .10 douumnlnd records of laalluling anhx dz-balluting‘. . ll cvnflipawy ptneveduu fut {Italians vdlndn may affect Iii: bulbs! Vlllfl’ cxclulxe 1 on. inclnifizg devetiuulinu weather conditions. plum: failure. low of pnlnfi. etc‘: . l2 lime ID eoniplela: lb: ballad want axeiunge or an appmprlale uqnunce Ihenol‘. liking inn accounl Illnl Ill: ballast Ivztgnnay IIFEEII S0 15 ant: Inul mun ccpuily fix sane dim: lid ‘[3 nnniloring and contmlliag lie unounl of bulls: wna. 2.2 lflbe flaw Iimugh method is mad. cnnlion should he euminad. sine: . I air pipes are not designed for cantixmnun ballast water overllow: 2 eurmu mud: indicam than pumping or ax Ian the: MI vulmnu of ID»: unk uayucily uuulsl be needed Io he cflictire when filliw clean water hurl the lmmm Ind uwlflawitu than the inn; and certain wucnighl and Ivcalhcmghl closures lag nnnholui) vmidl may be upcncd tiring hallul exulnllyt. should be rv-necurul. 2.3 Bnllnsl Iran. -r eadumge II In should be avoided in freezing maths acmditinm. However. Mum in is deemed ahsnlmely necessary. particular ancmion should be paid to the hmvuh associated with live inning of avulsuad dinclltge anngzmml. lit pips. lnllnsl xylem vulva Iogcllier vmln Iliciv man: of carnal. IDII lb: aeeminn olice on deck. 54: Exlratts by Clpl Pawlnuh Kohll M. V. sfllps "A35
  48. 48. 2.4 Same digs may need the filling of a loading instrument to perform calculations of shut force: and lieritirlg momenta ‘induced by liolltial water cxelmtpe at sea and lo colnpatc with the pcnniuible strength limits. 2.5 An evaluation should be made of the play margin for stability and areiigth entrained in allowable iaengoitu condition: specified ii the appiowd trim and ability booklet and the loading lnntiual. relevant to iidividiial types of ahipit and luntliitg taiindatailnl. In this repeal puliwht Icclluul alinltlll he Mien nfllaa lullovntig teqitiuruitsz 1. stdiility no lie maintained at all times to values not less than those recnnlineiiiled liy the Olgiiriiwioti (or required by the Administration); 2. liiaiginiiliiial mean value not to expend than purnatleil try the ii| aip'x claaaifaealiun society will reg, -and to prevailiu sen conditions; and 3. eaicliange of ballast in tanltii or how were significant nmaural loads may be generated by sloaliing aelieininllaepaniallyfilledtanturhnltlloheeartiedootinlivoainble anndewellerilldilinilaan that lhe rill of ilrlactinl damage is minimized. 2.6 The lnlbt I-titer nuiiiagelnenl pb should inelide I list of eiuimliince: in Ivllicli lsulbt water exchange should not he ltlatlerteleil. Tltese eiwmnanoui may result fiont witical situations ofen exceptional ullrc. forot: mejeure die: to areas cl’ wiralliel. or my other ciictnltaticea in which human lite or inlet) oflhe ship in thmueneil. 3 Cult ruling and lullarlndon S. I The ballast water I plan Qiinild ini-Iiidc the numinauuai of key shipbuanl control pasiiainel llnderflin; litllltln -ma eltchltue in sea. 3.2 Silva’ olliccra and ratings aipgeil in laallut water exchange at sea shuuld lie Iiained in aid Faaniliuriatd with the following: I. the sliipls planning plan. which should show ballast pumping alrangeaieiita. with positioais of aaiuctaleil air all aoiintlng pipes. poeitio-in nl'a1l coaqltimneuit mil tanli aiaeliiiu and pipeliim comecliru than lo ship‘: hallan plums and. ii the ease of use oI'tlie llovr titrllufli mshod of liallan wateaexchaiigmlliieopoiixiiyuaoilfotiiileuizofwuriiiliunithrepofttielanktotulluawitti t-ivubii-id discharge arrangement: the method of clearing that loilnling pipes are clear. and that air pipes and their non-return device are in good order. 3. llie different time: voqtailtd In iiiidulahe the vniiiua biilliut warn exchange qieratinlls 4. the method: in use forluillasl Ivinee exchange at aea ifappliceble with particular iiefamee lo required aalety precautions; and 5. the method ofon-bond Italian ll-aterleeunl keeping. iqiullig aid recorling ofiulatine iinundiiip. 3») Extracts by Capt Pawlnoiih Kohll M. V. sfllps "A35
  49. 49. This (Input is nu-rulad u a guide In I11: ulliu-er in dung: uflnlhl nnugumvu nu bum] Ila: vessel. This inI‘uI-manna should Ia: used in culxjmclion I‘llll updnwd mlcn And rtpuluinn: us nnllii: -hlc Ind should not In cunsidcrod as complain‘ Plus: Ickv no Ihc pmpcl Nation! and lnlcnmlionnl Iegnlalions to keep bnllasl mzmgmltnl pncliccs Iipdnlcd lulu-Intlm shown: ya . ¢?°. ".°? 'P! " ll‘). .73 2'-7 I Exmcls by Clpl Pawanuh Knhli Cmnlry on localily Muniluving Alulloritjr Pun: Mlkded Slips Aflzckd lmplcmeuminn Dale nl Sun Malinda Acrqlabl: Are unnamed nqunlic omnixlm or pnlhugens defined? Me wake cunlml mcauuru speclfwd‘! Wlial uiglling is rcql-'ml'. ' Wllnl mmuls an rwuixud Whal pruceilnv mml be IllI1£Il‘t| I lfcn mutt It¢al. In: IIl 0|’ ucltmp: ls ml puuible? Wlnnl Iwocuhtu should be uailunln. -I if linllu is found an be uuaoepuhle mar testing’! Funky infomhaion M. V. SHIPS NAME