BALLAST WATER MANAGEMENT PLAN

For DONGBU PROMY 3

DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

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

2011. 02. 10.

Prepared by

FAR EAST SHIP DESIGN & ENGINEERING CO., LTD.

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CAUTION
The function of the Ballast Water Management Plan is to assist in
complying with quarantine measures intended to minimise the risk of
transplanting harmful aquatic organisms and pathogens from ships’
ballast water and associated sediments, while maintaining ship safety.

As part of this function the plan will provide information to quarantine

officers who wish to learn about a ship’s ballast handling system, or to
confirm that ballast management has been effectively planned.

The plan not used or regarded as a guide to ballasting. Training and

shipboard operational practices should already be well established.

The sequential method of ballast exchange is to be applied to F.P.T(C) and

NO.5 W.B.T(P&S) at first. And other ballast tanks are to be transplanted
by flow-through method.
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CONTENTS

Section Page

PART A Ship and Operating Company Guidance

1. Ship’s Particulars 6
2. Ballast Water Arrangements 7
3. Explanation of Need for Ballast Water Management,
and Reporting to Port States 11
4. Purpose, Scope and Responsibility 13
5. Safety Considerations 13
6. Procedures for Managing Ballast Water 18
7. Crew Training and Familiarisation 38
8. Duties of Appointed Ballast Water Management Officer 39
9. Particulars of Ballast Pump 40
10. Bridge Visibility Forward 41

PART B Appendix
1. IMO Assembly Resolution A.868 (20) Nov. 27th. 97
- Guidance on Safety Aspects of Ballast Water Exchange at Sea 43
2. Access for Sediments / Ballast Water Sampling point 46
3. Ballast Water Reporting Form 47
4. Ballast Water Handling Log (1) 49
5. Ballast Water Handling Log (2) 50
6. Ballast Water Exchange Pre-Planning 51
7. List of Ballast Exchange plans(BEPs) 52
8. The Effect of FSM 53
9. Sediment Removal and Tank Flushing Log 54
10. Ballast Exchange Notification Form 55
11. National or Local Quarantine Requirement 56
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RECORD OF CIRCULATION

This document shall be circulated to concerned persons by the holder of the copy.
After reading, this document shall be signed and returned to the holder.

Name Rank Date Joined Date Read Signature

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RECORD OF AMENDMENTS

When any change/amendment is made to a chapter, a new ‘Table of Contents’ page shall also be
sent together with the relevant amended chapter. The holder of the controlled copy shall enter all
amendments made to this document and register such changes in those pages.

No Date Revised Part Revision details/description Signature

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COMPLIANCE STATEMENTS

The responsibility for the content and maintenance of this Ballast Water Management Plan lies
with the Company of the ship to which this plan applies.

The Company understands that the steps in the ballast exchange plan contained herein should only
be carried out within the defined operational limits, and failure to observe this restriction may
result in damage to the ship’s structure.

Only those options of handling ballast, which are suitable and known to be safe for use on this
ship, appear on the plan.

The overall responsibility for the execution of this Ballast Water Management Plan lies with the
ship’s Master.

The Appointed Ballast Water Management Officer is the Chief Officer.

Procedure will be always checked for conformity with the ship’s specific assessment criteria.

Crew training and familiarisation with the operational procedures and related risks will be
undertaken by ship’s Master and appointed Ballast Water Management Officer.

This plan will be included in the ship’s operational documentation and be kept available for
inspection upon request by a port state control or quarantine officer.
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1. Ship’s Particulars

Yard’s Hull Number NBF-425

Kind of Ship OIL / CHEMICAL TANKER
Ship’s Name DONGBU PROMY 3
FLAG PANAMA
Call Sign 3FEC3
IMO Number 9480007
Port of Registry PANAMA
Gross Tonnage 7057
Buyer’s Name DONGBU INSURANCE CO., LTD.

Builder’s Name and Address NOK BONG SHIPBUILDING CO., LTD.

21-4, SUNGPO-RI, SADEUN-MYUN KOJE CITY,
KYUNGNAM, KOREA.
Keel Laid 2010. 06. 23.
Delivery 2011. 02.
Navigation Area Ocean-Going
Class ABS
+A1(E), OIL AND CHEMICAL CARRIER, ESP,
IMO SHIP TYPE II,
+AMS, +ACCU

DIMENSIONS:
Length O.A. 121.400 m
Length B.P. 113.400 m
Breadth (moulded) 19.200 m
Depth (moulded) 10.800 m
Draft (D.L.W.L.) 8.450 m
( S.L.W.L.) 8.464 m
Complement 22 persons

Deepest Ballast Drafts Normal ballast – 5.313 m

Total Ballast Capacity 4092.817 m^3
Main Ballast Water Exchange method - Sequential Method – F.P.T & NO.5 W.B.T
Flow-through Method – NO.1, NO.2, NO.3, NO.4 W.B.T

Identification of the officer in charge - CHIEF OFFICER

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2. Ballast Water Arrangements

The following plans, which are provided, illustrate the ballast water system arrangements and
ship’s capabilities and are to be used to assist the crew in understanding and following the Ballast
Water Management Plan:
1. General Arrangement
2. Ballast Tank Data
3. Pumping and Piping Diagrams of Ballast System
4. Ballast Water Sampling Points Diagram

Pump data
Pump Rated Capacity(m3/hr) Type Location
CENTRIFUGAL.
NO.1 W.B. P/P 350 HYDRAULIC MOTOR FR.35 + 600
DRIVEN
CENTRIFUGAL.
NO.2 W.B. P/P 350 HYDRAULIC MOTOR FR.35 + 600
DRIVEN

Overflow and Filling line data

No. of Overflow Overflow Filling Ratio of
Filling line
Overflow line lines line Overflow/
Total
Lines per nominal Total cross nominal Filling
cross
Tank diameter Sectional diameter line
Tank sectional
(air vents or (mm) area (mm) total cross
area
overflow (cm2) sectional
(cm2)
lines per area
tank)
200x1,
F.P.T. (C) 1 447.3 200 357.8 1.250
150x1
NO.1 W.B.T.(P) 2 “ “ “ “ “
NO.1 W.B.T.(S) 2 “ “ “ “ “
NO.2 W.B.T.(P) 2 “ “ “ “ “
NO.2 W.B.T.(S) 2 “ “ “ “ “
NO.3 W.B.T.(P) 2 “ “ “ “ “
NO.3 W.B.T.(S) 2 “ “ “ “ “
NO.4 W.B.T.(P) 2 “ “ “ “ “
NO.4 W.B.T.(S) 2 “ “ “ “ “
NO.5 W.B.T.(P) 2 “ “ “ “ “
NO.5 W.B.T.(S) 2 “ “ “ “ “
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Ballast tank data

Location Capacity
Tank Pumps available
(Frame No.) (m3)
F.P.T. (C) 156 – F.E 266.936 NO.1 (or NO.2) W.B. P/P

NO.1 W.B.T.(P) 128 – 151 420.605 NO.2 (or NO.1) W.B. P/P

NO.1 W.B.T.(S) 128 – 151 438.133 NO.1 (or NO.2) W.B. P/P

NO.2 W.B.T.(P) 107 – 128 374.985 NO.2 (or NO.1) W.B. P/P

NO.2 W.B.T.(S) 107 – 128 355.829 NO.1 (or NO.2) W.B. P/P

NO.3 W.B.T.(P) 86 – 107 361.405 NO.2 (or NO.1) W.B. P/P

NO.3 W.B.T.(S) 86 – 107 380.562 NO.1 (or NO.2) W.B. P/P

NO.4 W.B.T.(P) 65 – 86 380.566 NO.2 (or NO.1) W.B. P/P

NO.4 W.B.T.(S) 65 – 86 361.410 NO.1 (or NO.2) W.B. P/P

NO.5 W.B.T.(P) 37 – 65 363.878 NO.2 (or NO.1) W.B. P/P

NO.5 W.B.T.(S) 37 – 65 388.508 NO.1 (or NO.2) W.B. P/P

Sediment control and removal methods

Tank Bottom Flush Water Jet De-mucking
F.P.T. (C)

NO.1 W.B.T.(P)

NO.1 W.B.T.(S)

NO.2 W.B.T.(P)

NO.2 W.B.T.(S)

NO.3 W.B.T.(P)

NO.3 W.B.T.(S)

NO.4 W.B.T.(P)

NO.4 W.B.T.(S)

NO.5 W.B.T.(P)

NO.5 W.B.T.(S)
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3. Explanation of The Requirements for Ballast Water Management,

Record Keeping and Reporting to Port States and Compliance Monitoring

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 carried in ships, even after journeys of
several weeks duration. Subsequent discharge of ballast water or sediment into the waters of port
states may result in the establishment of colonies of harmful species and pathogens which can
seriously upset the existing ecological balance. Although other methods have been identified by
which organisms are transferred between geographically separated sea areas, ballast water discharge
from 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
International Maritime Organization (IMO), but also by the World Health Organization which is
concerned about the role of ballast water as a medium for the spreading of epidemic disease bacteria.

Requirements
Some states have established controls on the discharge of ships’ ballast water that will minimise the
potential for colonisation of their rivers and estuaries by non-native species. The preferred option is
mid-ocean ballast water exchange prior to arrival. Accordingly, the countries most concerned have
promulgated advice to ships for ballast management, together with a request for their co-operation in
applying the techniques voluntarily. Standard procedures have been developed that will be accepted
by quarantine authorities as achieving the level of acceptability desired by the port state.

Conflict with safety

Unless applied carefully some of the measures being urged for ballast management can affect a
ship’s safety, either by creating forces within the hull that are greater than the design parameters, or
by compromising the stability of the ship. It is because of concern about this that the IMO became
involved in what would otherwise be a purely quarantine matter. It has been recognised by
governments and the shipping industry that individual countries’ needs should be harmonised with
the greater need to ensure the safety of ships, their crews and passengers.

IMO recommends that each ship should be provided with a Ballast Water Management Plan,
detailing the way that the ship can comply with any measures demanded by a port state. Once it has
been established that the management of ballast is necessary to meet the quarantine requirements of a
port state, preparation for it should be treated with the same seriousness as preparation of a cargo
plan. All concerned with the operation and safe passage of the ship can thereby be assured that they
are both protecting the marine environment and ensuring the safety of the ship and crew.

Summary of records required

Good record keeping is critical to the success of a sound ballast water management program.
Compliance can be verified and managed more effectively if accurate records are maintained and
stored in an organised manner.

The ship’s records should be accessible and readily available for review by Port State Authorities to
minimise any problems arising from compliance inspections.

Records that should be maintained include:

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* Any permits, certificates, exemptions, waivers, or compliance reports issued by Port State
Authorities
* Records of training and qualification received by the ship’s crew.
* Correspondence related to unusual circumstances or incidents where ballast water management
practices could not be diligently carried out.
* Reports of condition, issued by Classification Societies, shipyards, or repair facilities (in respect to
ballast systems).
* Ballast Water Handling Log.
* Sediment Removal and Tank Flushing Log.
* Ballast Water Reporting Form.

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 organisms. Governments
have recognised that, before devising mandatory controls on ships, it is necessary to know the scale
of what has, until very recently, been an unrecorded procedure.

As a result, a number of countries require that ships shall report in advance to the National
Monitoring Authority, the amount of ballast on board on arrival, where and when this was taken on
board, and finally if a Ballast Water Management Plan was implemented.

Furthermore, 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. Pre-formatted Ballast
Water Reporting Forms, Handling Log Forms and Sediment Removal Log Forms provided.
The ship’s Master and the Ballast Water Management Officer should be familiar with the
requirements of Port State Authorities with respect to ballast water and sediment management and
treatment procedures, if any, including information that will be needed to obtain port entry
clearance.

Depending to Port State, where a Ballast Water Reporting Form is completed after arrival at port in
the presence of a Port State Officer this may attract additional fee.

Compliance Monitoring

Port State Authorities have the right to manage ballast water by national legislation; however it is
expected that any ballast discharge restriction will be notified to IMO.

One method of compliance monitoring that will be undertaken by Port State Authorities will be
through the taking and analysing of ballast water and sediment samples to test for the continued
survival of harmful aquatic organisms and pathogens, and by verifying the accuracy of data provided
on the Ballast Water Reporting Form.

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.
The Ballast water sampling diagrams in Appendix 2 indicates sampling and access points in
pipelines and tanks, so that crewmembers can quickly assist quarantine officers who wish to obtain
samples.
Quarantine officers must be advised of all safety procedures to be observed when entering enclosed
spaces.
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4. Purposes, Scope and Responsibility

Purpose

The Ballast Water Management Plan addresses the safety and pollution prevention program
implemented by DONGBU INSURANCE CO., LTD. This Plan shall serve not only as guideline and
plan for compliance to IMO Assembly Resolution A-868 (20) and World Health Organization, which
is concerned about the role of ballast water as medium for the spreading of epidemic disease bacteria,
but also as a guide for DONGBU INSURANCE CO., LTD. plan to enhance the environmental
through management initiatives.

Scope

The Ballast Water Management Plan shall be applied to all office locations and vessels managed and
operated by DONGBU INSURANCE CO., LTD.

Responsibility

1. The Manager, Operations and Engineering are responsible for reviewing and approving this
Plan.
2. The Master is responsible for the maintenance and distribution of this Plan.
3. The Master is responsible for the administration of this Plan on the vessel.
4. The Ballast Management Officer is responsible for ensure that the ballast water treatment or
exchange follows procedure in the BWMP.
5. The Master is responsible for notifying the vessel that needs to perform the ballast water
exchange.

5. Safety And Operation

The ship’s certificate describes the ballast water management method(s) which should be used.

IMO Resolution A.868 (20), reproduced in Appendix 3, Guidelines for the Control and Management
of Ship’s Ballast Water to minimise the Transfer of Harmful Aquatic Organisms and Pathogens,
published in November 1997, includes guidance on safety aspects of ballast water exchange at sea.

The exchange of ballast water in open sea is a new practice and has to be distinguished from any
ballast operation carried out in ports or in sheltered waters. Practices therefore which are well
established in a normal ballast operation should be well pre-planned.

Taking into consideration that adverse weather and sea conditions can be established in a short time
while under way in an open sea, ballast water exchange has to be well pre-planned.

The safety points outlined below simply emphasise the fact that an error at sea can have more serious
consequences than those emanating from the same error in port.

* Hull girder damage due to insufficient longitudinal strength as a result of unsuitable ballast
exchange steps.

* Reduction in ship’s stability due to free surface effects resulting in a reduction of ship’s GM or
increase in heeling angle while emptying ballast water tanks or holds originally in a filled or partially
filled condition in order to achieve exchange.
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* Structural damage to ship bottom forward caused by insufficient forward draught, as a result of
emptying forward ballast water tanks or holds originally in a filled condition or filling partially filled
aft water ballast tanks in order to achieve exchange.

* Reduction of manoeuvrability and/or ability to make headway; caused by insufficient after draught,
as a result of emptying after ballast water tanks or holds originally in a filled condition or filling
partially filled forward water ballast tanks in order to achieve exchange.

* Reduction of bridge visibility forward caused by insufficient forward draught, as a result of

emptying forward ballast water tanks or holds originally in a filled condition or filling partially filled
aft water ballast tanks in order to achieve exchange.

* Structural damage to topside and hopper side tanks caused by inertia loading, as a result of full
ballast hold with empty adjacent wing tanks.

* Structural damage to partially filled ballast water tanks or holds caused by sloshing as a result of
resonance with ship motion.

* Over pressurisation damage of ballast water tanks when filling empty or partially filled tanks caused
by blockages in air pipes or using excessive pumping capacity relative to the design of the ballast
system. Blockages may result from lack of proper maintenance, ball failure, freezing, sabotage, or
unintended closure.

* Under pressurisation damage of ballast water tanks when deballasting tanks by gravity to an empty
or partially filled condition caused by blockages of air pipes or insufficient design.

The procedures for managing ballast water have been specifically designed to minimise the hazards
mentioned above. It is therefore imperative that the procedures contained in this manual be followed
when conducting ballast water exchange at sea.

The use of the pumps should be clearly stated in ballast exchange plans. It is recommended that a
statement is exhibited in the ship’s Control Room to the effect that two pumps must not be employed
together for one ballast tank due to risk of over pressurisation.

This ballast water management plan includes Ballast Exchange Plan(s) prepared specifically for the
ship.

A Ballast Exchange Plan(BEP) contains step-by-step instructions for the safe exchange of ship’s
ballast water. A BEP indicates that status of the ballast tank with relevant assessment criteria.

A BEP is prepared on the basis of ship’s capabilities and occasionally contains specific advice and
limitations which need to be observed and adhered to.

A BEP is intended for typical ballast conditions. It is at the discretion of the ship’s master to follow
one of the prepared BEPs or to prepare a new BEP for the ship’s specific condition, taking into
account the relevant assessment criteria. If in doubt the Master should seek assistance by shore
management.

Where a new BEP is to be introduced in the ship’s ballast water management plan, the shore
management is to be advised, who in turn need to submit the new BEP to the AMERICAN BUREAU
OF SHIPPING for review and approval, as necessary.
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A BEP is to be followed with a great degree of thoroughness. Pre-planning and familiarisation is
essential in order to ensure the safety of the ship and those on board.

Where a Pore State has designated areas for ballast exchange or has accepted or imposed other ballast
water management options or contingency measures, the operation should be planned and conducted
accordingly.

The ship’s position, sea state, weather forecast, equipment performance, hull condition and degree of
crew fatigue should be considered before proceeding with ballast exchange. If any factors are
considered unfavourable, the ballast exchange operation should not commence or should be
suspended.

Within the limitations imposed by overall safety and operational constraints, efforts should be made
as follows:

* Where practicable, ballast exchange should be conducted in deep water, in open ocean and as far as
possible from shore. Where this is not possible, requirements developed within regional agreements
may be in operation, particularly in areas within 200 nautical miles from shore.

* Where the flow-through method is employed by pumping ballast water into the tank or hold and
allowing the water to overflow, at least three times the tank volume should be pumped through the
tank.

* When the sequential method is employed, all of the ballast water should be discharged until suction
is lost, and stripping pumps or educators should be used if possible.

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

* Sediment resulting from tank or hold cleaning or stripping, should not be disposed in Port State
territorial waters.

* Where one or more of the recommended approaches for ballast water discharge has been followed,
and loose sediment which is likely to be discharged in an initial flush, (e.g. in the bridge well of a hold
space), such sediment should be drawn off by a suitable means (e.g. an initial “suck” to flush out any
sediment that may have accumulated in hat boxes or suction bays during the voyage), the discharge
from this operation should be placed into a holding tank or by carrying out initial release into an
approved discharge area, or at sea outside territorial limits, before full discharge overboard takes
place.

* The uptake of ballast water should be minimized or, where practicable, avoided in areas and
situations such as:
- areas with outbreaks, infestations or known populations or harmful organisms and pathogens;
- areas with current phytoplankton blooms(algal blooms, such as red tides);
- nearby sewage outfalls;
- nearby dredging operations;
- when a tidal stream is known to be the more turbid; and areas where tidal flushing is known to be
poor;

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

- in very shallows water; or
- where propellers may stir up sediment.
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* If it is necessary to take on and discharge ballast water in the same port to facilitate safe cargo
operations, care should be taken to avoid unnecessary discharge of ballast water that has been taken
up in another port.

* Minimise departure and arrival ballast quantities but always within the constraints of safe
navigation.

* Take additional good house keeping measure to minimise the risk, such as rinse anchors and anchor
chain when retrieving to remove organisms and sediment at their place of origin, remove fouling
organisms from hull, piping and tanks on a regular basis.

Ballast Water exchange at sea should not be undertaken in any weather condition that would
jeopardise the safety of crew members operating equipment on the upper deck. As a guide, ballast
exchange at sea should not be carried out or, if under progress, interrupted under the following
conditions:

* When wind strength exceeds Beaufort 4 and sea state exceeds moderate.

* When there is indication that weather and sea conditions will deteriorate prior to completing ballast
exchange program or a step thereof, adequate time margin should always be included in such cases.

* When sailing in areas which are known to be seasonally affected by cyclones, typhoons, hurricanes,
or heavy icing condition.

* When any part of the power or ballast system (generators, pumps, level indicators, etc.) is
inoperative or gives sign of under-performance.

* When sub-zero temperatures are encounted. Sub-zero weather, where weather decks are icing, is
generally considered to be unsuitable for ballast water exchange operations. If deemed absolutely
necessary, particular attention should be paid to hazards associated with the freezing of overboard
discharge arrangements, air pipes, ballast system valves (together with their means of control and the
accretion of ice on deck.

* When due to other important duties on board not enough trained officers and crew are available to
perform the ballast exchange safely.

* When abnormal vibrations of the vessel’s hull or equipment are experienced while progressing on a
certain step of the ballast exchange.

* When other abnormal conditions are observed which, to the judgement to the Master, endanger the
vessel’s or the crew’s safety.

It is noted that these conditions are guidelines only. It is the responsibility of the ship’s Master to
ensure the safety of his crew is not jeopardised.

Additionally, operational limits defined for specific ballast exchange conditions must be adhered to
during operation. Therefore, it is considered imperative to plan for and find the appropriate weather
window to conduct safe sequential ballast exchange operations.
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Ballast exchange operations are complex procedures and may last from several hours to days. All
personnel engaged in ballast exchange should be well trained to respond to routine and emergency
procedures.

It should always be considered that while performing a ballast exchange at sea, failure of power
system or any part of ballast pumping and piping system could take place. Such incidents should be
brought immediately to the attention of the Company’s Safety Officer and emergency procedure
should be activated to bring the ship back to her ballast seagoing condition as soon as possible. Such
emergency procedures could be ballasting by gravity and even utilisation of the general service pump.
Ships enrolled with the Ship Emergency Response Service (SERS) could, if necessary, activate the
service.

Where a Port State Authority requires that specific ballast water procedures and/or treatment option(s)
be undertaken, and due to weather, sea conditions or operational impracticability such action cannot
be taken, the ship’s Master should report this fact to the Port State Authority as soon as possible and,
where appropriate, prior to entering seas under its jurisdiction.

IMO requires that Port States should not require any action of the Master which imperils the
lives of those on board or the safety of the ship.
Flow-through method to be carried out with ballast water 3 times as much as tank capacity.

Safety and other general matters

1. It will be anticipated that the Ship will have no “dirty ballast” onboard when doing a ballast
exchange at sea because at the load port it may not be possible to discharge this water ashore,
and exchange at sea is not a practical proposition. However, if the Ship has “Dirty heavy
weather ballast” then only SBT can be exchanged and the “Dirty heavy ballast” should be
retained on board for either discharge to shore reception and treatment facilities, or if this is
nor possible, then over carried to the next suitable port.
2. Longitudinal strength, all exchange sequences should be satisfied that the assigned
permissible still water bending moment and shear forces.
3. Intact stability in according with applicable requirements of IMO Res.A749
4. Bridge visibility, the view of the sea surface is to be not more than two ship length or 500m
whichever is the less.
5. Min. draught forward should be more than 3.633m
6. Propeller immersion should be kept in the water at all times during the ballast exchange.
Therefore aft draft should be more than 4.700m.
7. Deck preparations must include the followings;
(1) The relevant tank lids must be open. (All if the exchange is done in one operation)
(2) The relevant purge pipes must be open. (All if the exchange is done in one operation)
(3) The SBT over-board discharge valve must be in the open position should it be necessary
to put the pump from sea to sea.
(4) All scuppers on the main deck are to be out.
(5) During ballast exchange operations, no one is allowed on the main deck due to the
possible vast amounts of water flowing down the deck.

If based on any of the cases listed below or any other circumstance the Master considers that the
ballast exchange can not be undertaken, he will notify the decision and the circumstances to
DONGBU INSURANCE CO., LTD. Moreover, it must be logged on the “Log Book”.
 18

Conditions in which ballast water exchange at sea is not to be undertaken

When the Ship is affected by heavy weather.

When the Ship is in sub-zero weather or icing conditions.

When due to technical problems (water ballast pump break down, non-operational valve, etc.), it
cannot be done.

When the Master decides that it ca not be done due to crew availability and personal safety.

When for any reason not stated above and that the Master considers reasonable not to do it.

6. 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 for a loaded voyage, and with the same degree of thoroughness. This
pre-planning is necessary in order to maintain safety in case compliance with ballast exchange or
other ballast water treatment or control options is required.

The safety information in Section 5 should be taken into account when preparing the voyage plan.

This section gives guidance on ballast handling procedures to be followed at sea.

Informing Shore Management

The Master should be informed about the intension to change ballast at sea, stating the Ship’s
position, the present weather conditions and approximate time of completion.

Sediment Removal or Reduction

Where practical, cleaning of the ballast tanks to remove sediments should be undertaken at regular
intervals, following inspections when in the loaded condition. When the Ship ballasts in areas where
there is high sediment content in the water, then the tanks should be inspected as soon as practicable
afterwards.

Retention of Ballast on board

Due to certain weather conditions, it may be necessary to take heavy weather ballast. It is not
possible to exchange this ballast and would be therefore have to be retained onboard until it can be
discharged to shore facilities. If there is a need to take heavy weather ballast, the DPA must be first
consulted as it may not be possible to discharge this water ashore.

Water Treatment

Since to date no Quarantine Authority has approved any, no water treatment will be used.
 19
Exchange at Sea

1. Flow-Through Method

The flow-through method, whereby tanks are overfilled by pumping-in additional water, has the advantage that
it can be used in weather conditions which would be marginal for use of the sequential method, since there is
little change to the condition of the ship.
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 three times the volume produces a 98% water exchange.
The flow-through method introduces certain other risks and problems which must be considered before using
this procedure. Refer to the IMO Resolution A. 868(20), “Guidance on safety aspects of ballast water exchange
at sea”, In addition, note the items listed below:
z All openings used as outflow for the water should be inspected prior to start, to check that the water
may flow freely out. Any flame screens fitted to air vent heads are to be removed.

z It should be ensured that no more pump pressure is applied on the tanks than can be handled by the
outflow of water through the opening. Refer to next page “Operating procedures: found below.

z A water volume equal to 3 times the tank volume should be pumped to each ballast tank.

z The ship’s normal procedure for use of the ballast system should be followed.

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

z After each step, a positive decision should be made, taking account of the ship’s position, weather
forecast, machinery performance and degree of crew fatigue, before proceeding to the next step. If any
factors are considered unfavourable the ballast exchange should be suspended or halted.

z If, for some reason, the tank is not full before an exchange takes place, the filling up of the tank will
change the loading condition. Prior to this, the condition with a full tank should be checked on the
ship’s loading computer for compliance with the strength limits.
 20

2. Sequential Method (F.P.T (C) & NO.5 W.B.T(P&S) ONLY)

Ballast water should be discharged until suction of the pumps is lost, and stripping pumps or eductors should be
used, if possible. This is to avoid a possible situation, where organisms are left in the bottom part of the tank.
In order to ensure the vessel’s operation, the following limitations should be considered.
z Maximum shear force and bending moment should be within allowable range for seagoing condition.

z Maintenance of adequate intact stability in accordance with an approved trim and stability booklet.

z Propeller must be immersed fully.

z Minimum fore draft to avoid slamming in heavy sea.

z Visibility at wheelhouse is ruled by SOLAS Ch. V Reg.22 as far as possible.

A ballast water management plan must be prepared in advance on ballast voyage.

This preplanning is necessary in order to maintain safety in case compliance with ballast exchange or other
ballast water treatment or control options air required.

.
 21

Ballast Water Exchange (Ballast Condition With 50% Bunker)

PUMPS
CAPACITY CAPACITY TO ESTIMATED
TANK METHOD
(M3) BE EXCHANGE TIME
NO.1 NO.2

F.P.T (C) 266.936 * SEQU.

NO.1 W.B.T(P) 420.605 1261.815 * 3 H 36 M FLOW

NO.1 W.B.T(S) 438.133 1314.399 * 3 H 45 M FLOW

NO.2 W.B.T(P) 374.985 1124.955 * 3 H 13 M FLOW

NO.2 W.B.T(S) 355.829 1067.487 * 3 H 03 M FLOW

NO.3 W.B.T(P) 361.405 1084.215 * 3 H 06 M FLOW

NO.3 W.B.T(S) 380.562 1141.686 * 3 H 16 M FLOW

NO.4 W.B.T(P) 380.566 1141.698 * 3 H 16 M FLOW

NO.4 W.B.T(S) 361.410 1084.230 * 3 H 06 M FLOW

NO.5 W.B.T(P) 363.878 * SEQU.

NO.5 W.B.T(S) 388.508 * SEQU.

* NO.1 W.B P/P : 350 M3 x 25 M (Hydraulic Motor Driven)

* NO.2 W.B P/P : 350 M3 x 25 M (Hydraulic Motor Driven)

In addition to the ship’s normal operation procedure for ballast operations, the following procedure is
to be executed:

- P & S tanks are to be filled (over- pumped) simultaneously.

- Supply isolation valve (each W.B.T P&S) and main line segregation valve Refer to Page 7. “Over
flow and filled line data”

- Both ballast pumps may be used.

- FLOW: FLOW-THROUGH METHOD

- SEQU: SEQUENCE METHOD

 22
SUMMARY TABLE

BALLAST EXCHANGE CONDITION

ITEM
INITIAL STEP 1 STEP 2 STEP 3 STEP 4

COND. NO. 1 2 3 4 5
Displacement (TON) 8349.658 7578.462 7304.853 7578.462 8349.658

DRAFT(Deq.) (M) 5.120 4.687 4.532 4.687 5.120

(dF) (M) 4.269 4.539 3.791 4.539 4.269
DRAFT

(dA) (M) 6.043 4.850 5.348 4.850 6.043

(dM) (M) 5.156 4.695 4.570 4.695 5.156

TRIM (AFT:-) (M) -1.774 -0.311 -1.557 -0.311 -1.774

L. C. G. (M) 0.342 2.400 0.470 2.400 0.342

L. C. B. (M) 2.832 2.868 2.875 2.868 2.832

L. C. F. (M) 2.310 2.621 2.713 2.621 2.310

M. T. C. (T-M) 117.170 113.909 112.804 113.909 117.170

T. P. C. (M) 17.930 17.720 17.652 17.720 17.930

T. K. M. (M) 8.367 8.605 8.713 8.605 8.367

KG (M) 6.086 6.398 6.414 6.398 6.086

GM (M) 2.281 2.207 2.299 2.207 2.281

GGo (M) 0.372 0.410 0.426 0.410 0.372

GoM (M) 1.909 1.797 1.873 1.797 1.909

D E A D W E I G H T (TON)

CONSTANT 157.684 157.684 157.684 157.684 157.684

FUEL OIL(C-OIL) 227.114 227.114 227.114 227.114 227.114
FUEL OIL (D.O) 20.195 20.195 20.195 20.195 20.195
LUB. OIL 5.304 5.304 5.304 5.304 5.304
FRESH WATER 93.404 93.404 93.404 93.404 93.404
CLEANING WATER - - - - -
PROVISION 0.875 0.875 0.875 0.875 0.875
CARGO OIL - - - - -
WATER BALLAST 4195.137 3423.941 3150.332 3423.941 4195.137
DEAD WEIGHT 4699.658 3928.462 3654.853 3928.462 4699.658

MAXIMUM HOG. 17718 20310 18134 20310 17718

B.M. SAG. - - - - -

PROP. IMMERSION(%) 140.3 109.8 122.9 109.8 140.3

VISIBILITY LENGTH(M) 99.6 86.0 102.1 86.0 99.6
 23

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 1 BALLAST EXCHANGE CONDITION (INITIAL CONDITION)

DEADWEIGHT WEIGHT L.C.G. L-MOMENT V.C.G. V-MOMENT F.S.M.

ITEMS (TON) (M) (TON*M) (M) (TON*M) (TON*M)
CONSTANT WEIGHT 157.684 -39.714 -6262.235 8.603 1356.631 82.709
Standard loading for HALF 346.837 -40.569 -14070.769 4.685 1624.903 592.091
SUB. TOTAL 504.521 -40.302 -20333.004 5.910 2981.534 674.800
F. P. T. (C) 100% 273.609 53.922 14753.544 5.965 1632.078 196.903
NO.1 W. B. T. (P) 100% 431.120 40.445 17436.648 4.877 2102.572 0.000
NO.1 W. B. T. (S) 100% 449.086 40.384 18135.889 4.709 2114.746 0.000
NO.2 W. B. T. (P) 100% 384.360 24.846 9549.809 3.490 1341.416 0.000
NO.2 W. B. T. (S) 100% 364.725 24.846 9061.957 3.642 1328.328 0.000
NO.3 W. B. T. (P) 100% 370.440 10.150 3759.966 3.513 1301.356 0.000
NO.3 W. B. T. (S) 100% 390.076 10.150 3959.271 3.370 1314.556 0.000
NO.4 W. B. T. (P) 100% 390.080 -4.550 -1774.864 3.370 1314.570 0.000
NO.4 W. B. T. (S) 100% 370.445 -4.550 -1685.525 3.513 1301.373 0.000
NO.5 W. B. T. (P) 100% 372.975 -19.831 -7396.467 3.104 1157.714 943.195
NO.5 W. B. T. (S) 100% 398.221 -19.927 -7935.350 2.950 1174.752 1293.970

SUB. TOTAL 4195.137 13.793 57864.878 3.834 16083.461 2434.068

DEAD WEIGHT 4699.658 7.986 37531.874 4.057 19064.995 3108.868

LIGHT WEIGHT 3650.000 -9.500 -34675.000 8.700 31755.000 0.000
DISPLACEMENT 8349.658 0.342 2856.874 6.086 50819.995 3108.868

DRAFT EQUIVALENT 5.120 M TRANS. METACENTER KMT 8.367 M

TRIM BY STERN -1.774 M VERT. CENTRE OF GRAV. KG 6.086 M
DRAFT FORWARD 4.269 M METAC. HEIGHT GM 2.281 M
DRAFT AFT 6.043 M FREE SURFACE CORR. GGo 0.372 M
DRAFT MEAN 5.156 M CORR. METAC. HEIGHT GoM 1.909 M
L.C.B. 2.832 M M.T.C. 117.170 M*TON
L.C.F. 2.310 M T.P.C. 17.930 MT/CM
PROPELLER IMMERSION 140.3 % VISIBILITY LENGTH 99.6 MT/CM
 24

CONDITION NO. 1 BALLAST EXCHANGE CONDITION (INITIAL CONDITION)

ANGLE KN KG x SINΘ GZ
(DEG.) (M) (M) (M)
5.00 0.732 0.563 0.169
10.00 1.469 1.121 0.348
20.00 2.988 2.209 0.779
30.00 4.564 3.229 1.335
40.00 5.829 4.151 1.678
50.00 6.637 4.947 1.690
60.00 7.085 5.593 1.492
70.00 7.171 6.069 1.102

ACTUAL IMO. A. 749

AREA UNDER CURVE UP TO 30 DEG. = 0.309 > 0.055 M.-RAD.
AREA UNDER CURVE UP TO 40 DEG. = 0.580 > 0.090 M.-RAD.
AREA UNDER CURVE 30 - 40 DEG. = 0.271 > 0.030 M.-RAD.
GZ AT 30 / GREAT THAN 30 DEG. = 1.335 > 0.200 METERS
ANGLE AT WHICH MAX. GZ OCCURS = 50.000 > 25.000 DEG.
METACENTRIC HEIGHT (GoM) = 1.909 > 0.150 METERS

3.00

2.50

GoM = 1.909
2.00
GZ IN METER

1.50
1RAD.=57.3 DEG.

1.00

0.50

0.00
0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00
ANGLE OF HEEL (DEG.)
 25

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 1 BALLAST EXCHANGE CONDITION(INITIAL CONDITION)

LONGITUDINAL STRENGTH CALCULATION

NO. FRAME DISTANCE SHEAR FORCE BENDING MOMENT

NO. ACTUAL ALLOW(%) ACTUAL ALLOW(%)
(M) (TON) SEA HB (TON-M) SEA HB
1 9 -51.300 275.015 19.6% 14.5% 1203.300 24.1% 24.1%
2 37 -31.700 553.175 36.9% 27.7% 10330.00041.3% 39.7%
3 65 -11.900 135.611 3.7% 3.5% 16798.40048.0% 40.0%
4 86 2.800 -103.050 2.8% 2.6% 17526.30050.1% 40.8%
5 107 17.500 -367.408 9.9% 9.4% 14437.50041.3% 33.6%
6 128 32.200 -567.136 16.7% 15.3% 8084.200 32.3% 28.9%
7 151 48.300 -283.771 14.2% 12.9% 1093.000 13.7% 12.1%
8 156 51.300 -314.091 16.5% 15.0% 410.700 10.3% 8.2%

MAXIMUM SHEAR FORCE = -581.043 AT A DISTANCE OF = 35.127 M

MAXIMUM BENDING MOMENT = 17718.300 AT A DISTANCE OF = -1.209 M

BENDING SHEAR
MOMENT(t-m) FORCE(t)

50.00 B.M S.F 50.00

(X1000) (X100)
40.00 40.00

30.00 30.00

20.00 20.00
10.00 10.00

0.00 0.00
-56.7 -11.9 32.2 56.7
-10.00 -10.00

-20.00 -20.00

-30.00 -30.00

-40.00 -40.00
LONGI. LENGTH
-50.00 -50.00
 26

DEADWEIGHT DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 2 BALLAST EXCHANGE CONDITION(STEP-1) --- NO.5 W.B.T.(P&S) EMPTY

DEADWEIGHT WEIGHT L.C.G. L-MOMENT V.C.G. V-MOMENT F.S.M.

ITEMS (TON) (M) (TON*M) (M) (TON*M) (TON*M)
CONSTANT WEIGHT 157.684 -39.714 -6262.235 8.603 1356.631 82.709
Standard loading for Half 346.837 -40.569 -14070.769 4.685 1624.903 592.091
SUB. TOTAL 504.521 -40.302 -20333.004 5.910 2981.534 674.800
F. P. T. (C) 100% 273.609 53.922 14753.544 5.965 1632.078 196.903
NO.1 W. B. T. (P) 100% 431.120 40.445 17436.648 4.877 2102.572 0.000
NO.1 W. B. T. (S) 100% 449.086 40.384 18135.889 4.709 2114.746 0.000
NO.2 W. B. T. (P) 100% 384.360 24.846 9549.809 3.490 1341.416 0.000
NO.2 W. B. T. (S) 100% 364.725 24.846 9061.957 3.642 1328.328 0.000
NO.3 W. B. T. (P) 100% 370.440 10.150 3759.966 3.513 1301.356 0.000
NO.3 W. B. T. (S) 100% 390.076 10.150 3959.271 3.370 1314.556 0.000
NO.4 W. B. T. (P) 100% 390.080 -4.550 -1774.864 3.370 1314.570 0.000
NO.4 W. B. T. (S) 100% 370.445 -4.550 -1685.525 3.513 1301.373 0.000
NO.5 W. B. T. (P) 0% 0.000 -19.831 0.000 3.104 0.000 943.195
NO.5 W. B. T. (S) 0% 0.000 -19.927 0.000 2.950 0.000 1293.970

SUB. TOTAL 3423.941 21.378 73196.695 4.016 13750.995 2434.068

DEAD WEIGHT 3928.462 13.457 52863.691 4.259 16732.529 3108.868

LIGHT WEIGHT 3650.000 -9.500 -34675.000 8.700 31755.000 0.000
DISPLACEMENT 7578.462 2.400 18188.691 6.398 48487.529 3108.868

DRAFT EQUIVALENT 4.687 M TRANS. METACENTER KMT 8.605 M

TRIM BY STERN -0.311 M VERT. CENTRE OF GRAV. KG 6.398 M
DRAFT FORWARD 4.539 M METAC. HEIGHT GM 2.207 M
DRAFT AFT 4.850 M FREE SURFACE CORR. GGo 0.410 M
DRAFT MEAN 4.695 M CORR. METAC. HEIGHT GoM 1.797 M
L.C.B. 2.868 M M.T.C. 113.909 M*TON
L.C.F. 2.621 M T.P.C. 17.720 MT/CM
PROPELLER IMMERSION 109.8 % VISIBILITY LENGTH 86.0 MT/CM
 27

CONDITION NO. 2 BALLAST EXCHANGE CONDITION(STEP-1) --- NO.5 W.B.T.(P&S) EMPTY

ANGLE KN KG x SINΘ GZ
(DEG.) (M) (M) (M)
5.00 0.753 0.593 0.160
10.00 1.511 1.182 0.329
20.00 3.074 2.329 0.745
30.00 4.653 3.404 1.249
40.00 5.918 4.376 1.542
50.00 6.702 5.215 1.487
60.00 7.146 5.896 1.250
70.00 7.223 6.398 0.825

ACTUAL IMO. A. 749

AREA UNDER CURVE UP TO 30 DEG. = 0.293 > 0.055 M.-RAD.
AREA UNDER CURVE UP TO 40 DEG. = 0.544 > 0.090 M.-RAD.
AREA UNDER CURVE 30 - 40 DEG. = 0.251 > 0.030 M.-RAD.
GZ AT 30 / GREAT THAN 30 DEG. = 1.249 > 0.200 METERS
ANGLE AT WHICH MAX. GZ OCCURS = 40.000 > 25.000 DEG.
METACENTRIC HEIGHT (GoM) = 1.797 > 0.150 METERS

3.00

2.50

2.00 GoM = 1.797

GZ IN METER

1.50

1.00
1RAD.=57.3 DEG.

0.50

0.00
0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00
ANGLE OF HEEL (DEG.)
 28

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 2 BALLAST EXCHANGE CONDITION(STEP 1) -- NO.5 W.B.T.(P&S) EMPTY

LONGITUDINAL STRENGTH CALCULATION

NO. FRAME DISTANCE SHEAR FORCE BENDING MOMENT

NO. ACTUAL ALLOW(%) ACTUAL ALLOW(%)
(M) (TON) SEA HB (TON-M) SEA HB
1 9 -51.300 287.161 20.5% 15.1% 1251.500 25.0% 25.0%
2 37 -31.700 788.506 52.6% 39.4% 12360.00049.4% 47.5%
3 65 -11.900 -120.377 3.3% 3.1% 20189.60057.7% 48.1%
4 86 2.800 -212.426 5.7% 5.4% 18237.40052.1% 42.4%
5 107 17.500 -383.537 10.4% 9.8% 14215.60040.6% 33.1%
6 128 32.200 -543.428 16.0% 14.7% 7892.000 31.6% 28.2%
7 151 48.300 -270.847 13.5% 12.3% 1129.700 14.1% 12.6%
8 156 51.300 -305.511 16.1% 14.5% 455.400 11.4% 9.1%

MAXIMUM SHEAR FORCE = 788.506 AT A DISTANCE OF = -31.700 M

MAXIMUM BENDING MOMENT = 20310.500 AT A DISTANCE OF = -14.648 M

BENDING SHEAR
MOMENT(t-m) FORCE(t)

50.00 B.M S.F 50.00

(X1000) (X100)
40.00 40.00

30.00 30.00
20.00 20.00

10.00 10.00
0.00 0.00
-56.7 -11.9 32.2 56.7
-10.00 -10.00

-20.00 -20.00

-30.00 -30.00

-40.00 -40.00
LONGI. LENGTH
-50.00 -50.00
 29

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 3 BALLAST EXCHANGE CONDITION(STEP-2) --- F.P.T.(C) EMPTY

DEADWEIGHT WEIGHT L.C.G. L-MOMENT V.C.G. V-MOMENT F.S.M.

ITEMS (TON) (M) (TON*M) (M) (TON*M) (TON*M)
CONSTANT WEIGHT 157.684 -39.714 -6262.235 8.603 1356.631 82.709
Standard loading for HALF 346.837 -40.569 -14070.769 4.685 1624.903 592.091
SUB. TOTAL 504.521 -40.302 -20333.004 5.910 2981.534 674.800
F. P. T. (C) 0% 0.000 53.922 0.000 5.965 0.000 196.903
NO.1 W. B. T. (P) 100% 431.120 40.445 17436.648 4.877 2102.572 0.000
NO.1 W. B. T. (S) 100% 449.086 40.384 18135.889 4.709 2114.746 0.000
NO.2 W. B. T. (P) 100% 384.360 24.846 9549.809 3.490 1341.416 0.000
NO.2 W. B. T. (S) 100% 364.725 24.846 9061.957 3.642 1328.328 0.000
NO.3 W. B. T. (P) 100% 370.440 10.150 3759.966 3.513 1301.356 0.000
NO.3 W. B. T. (S) 100% 390.076 10.150 3959.271 3.370 1314.556 0.000
NO.4 W. B. T. (P) 100% 390.080 -4.550 -1774.864 3.370 1314.570 0.000
NO.4 W. B. T. (S) 100% 370.445 -4.550 -1685.525 3.513 1301.373 0.000
NO.5 W. B. T. (P) 0% 0.000 -19.831 0.000 3.104 0.000 943.195
NO.5 W. B. T. (S) 0% 0.000 -19.927 0.000 2.950 0.000 1293.970

SUB. TOTAL 3150.332 18.551 58443.151 3.847 12118.917 2434.068

DEAD WEIGHT 3654.853 10.427 38110.147 4.132 15100.451 3108.868

LIGHT WEIGHT 3650.000 -9.500 -34675.000 8.700 31755.000 0.000
DISPLACEMENT 7304.853 0.470 3435.147 6.414 46855.451 3108.868

DRAFT EQUIVALENT 4.532 M TRANS. METACENTER KMT 8.713 M

TRIM BY STERN -1.557 M VERT. CENTRE OF GRAV. KG 6.414 M
DRAFT FORWARD 3.791 M METAC. HEIGHT GM 2.299 M
DRAFT AFT 5.348 M FREE SURFACE CORR. GGo 0.426 M
DRAFT MEAN 4.570 M CORR. METAC. HEIGHT GoM 1.873 M
L.C.B. 2.875 M M.T.C. 112.804 M*TON
L.C.F. 2.713 M T.P.C. 17.652 MT/CM
PROPELLER IMMERSION 122.9 % VISIBILITY LENGTH 102.1 MT/CM
 30

CONDITION NO. 3 BALLAST EXCHANGE CONDITION(STEP-2) --- F.P.T.(C) EMPTY

ANGLE KN KG x SINΘ GZ
(DEG.) (M) (M) (M)
5.00 0.762 0.596 0.166
10.00 1.530 1.188 0.342
20.00 3.109 2.339 0.770
30.00 4.685 3.420 1.265
40.00 5.946 4.396 1.550
50.00 6.722 5.239 1.483
60.00 7.167 5.923 1.244
70.00 7.238 6.427 0.811

ACTUAL IMO. A. 749

AREA UNDER CURVE UP TO 30 DEG. = 0.301 > 0.055 M.-RAD.
AREA UNDER CURVE UP TO 40 DEG. = 0.554 > 0.090 M.-RAD.
AREA UNDER CURVE 30 - 40 DEG. = 0.253 > 0.030 M.-RAD.
GZ AT 30 / GREAT THAN 30 DEG. = 1.265 > 0.200 METERS
ANGLE AT WHICH MAX. GZ OCCURS = 40.000 > 25.000 DEG.
METACENTRIC HEIGHT (GoM) = 1.873 > 0.150 METERS

3.00

2.50

2.00 GoM = 1.873

GZ IN METER

1.50

1.00
1RAD.=57.3 DEG.

0.50

0.00
0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00

ANGLE OF HEEL (DEG.)

 31

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 3 BALLAST EXCHANGE CONDITION(STEP 2) --- F.P.T.(C) EMPTY

LONGITUDINAL STRENGTH CALCULATION

NO. FRAME DISTANCE SHEAR FORCE BENDING MOMENT

NO. ACTUAL ALLOW(%) ACTUAL ALLOW(%)
(M) (TON) SEA HB (TON-M) SEA HB
1 9 -51.300 283.070 20.2% 14.9% 1232.800 24.7% 24.7%
2 37 -31.700 719.362 48.0% 36.0% 11725.500 46.9% 45.1%
3 65 -11.900 -229.569 6.2% 5.9% 17665.300 50.5% 42.1%
4 86 2.800 -297.900 8.1% 7.6% 14234.600 40.7% 33.1%
5 107 17.500 -399.324 10.8% 10.2% 9423.200 26.9% 21.9%
6 128 32.200 -444.051 13.1% 12.0% 3673.800 14.7% 13.1%
7 151 48.300 -38.872 1.9% 1.8% -332.600 5.5% 3.7%
8 156 51.300 -57.508 3.0% 2.7% -282.600 9.4% 5.7%

MAXIMUM SHEAR FORCE = 719.362 AT A DISTANCE OF = -31.700 M

MAXIMUM BENDING MOMENT = 18134.800 AT A DISTANCE OF = -16.529 M

BENDING SHEAR
MOMENT(t-m) FORCE(t)

50.00 B.M S.F 50.00

(X1000) (X100)
40.00 40.00

30.00 30.00

20.00 20.00

10.00 10.00

0.00 0.00
-56.7 -11.9 32.2 56.7
-10.00 -10.00

-20.00 -20.00

-30.00 -30.00

-40.00 -40.00
LONGI. LENGTH
-50.00 -50.00
 32

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 4 BALLAST EXCHANGE CONDITION(STEP-3) --- F.P.T.(C) REFILL

DEADWEIGHT WEIGHT L.C.G. L-MOMENT V.C.G. V-MOMENT F.S.M.

ITEMS (TON) (M) (TON*M) (M) (TON*M) (TON*M)
CONSTANT WEIGHT 157.684 -38.309 -6262.235 8.603 1356.631 82.709
Standard loading for HALF 346.837 -40.569 -14070.769 4.685 1624.903 592.091
SUB. TOTAL 504.521 -40.302 -20333.004 5.910 2981.534 674.800
F. P. T. (C) 100% 273.609 53.922 14753.544 5.965 1632.078 196.903
NO.1 W. B. T. (P) 100% 431.120 40.445 17436.648 4.877 2102.572 0.000
NO.1 W. B. T. (S) 100% 449.086 40.384 18135.889 4.709 2114.746 0.000
NO.2 W. B. T. (P) 100% 384.360 24.846 9549.809 3.490 1341.416 0.000
NO.2 W. B. T. (S) 100% 364.725 24.846 9061.957 3.642 1328.328 0.000
NO.3 W. B. T. (P) 100% 370.440 10.150 3759.966 3.513 1301.356 0.000
NO.3 W. B. T. (S) 100% 390.076 10.150 3959.271 3.370 1314.556 0.000
NO.4 W. B. T. (P) 100% 390.080 -4.550 -1774.864 3.370 1314.570 0.000
NO.4 W. B. T. (S) 100% 370.445 -4.550 -1685.525 3.513 1301.373 0.000
NO.5 W. B. T. (P) 0% 0.000 -19.831 0.000 3.104 0.000 943.195
NO.5 W. B. T. (S) 0% 0.000 -19.927 0.000 2.950 0.000 1293.970

SUB. TOTAL 3423.941 21.378 73196.695 4.016 13750.995 2434.068

DEAD WEIGHT 3928.462 13.457 52863.691 4.259 16732.529 3108.868

LIGHT WEIGHT 3650.000 -9.500 -34675.000 8.700 31755.000 0.000
DISPLACEMENT 7578.462 2.400 18188.691 6.398 48487.529 3108.868

DRAFT EQUIVALENT 4.687 M TRANS. METACENTER KMT 8.605 M

TRIM BY STERN -0.311 M VERT. CENTRE OF GRAV. KG 6.398 M
DRAFT FORWARD 4.539 M METAC. HEIGHT GM 2.207 M
DRAFT AFT 4.850 M FREE SURFACE CORR. GGo 0.410 M
DRAFT MEAN 4.695 M CORR. METAC. HEIGHT GoM 1.797 M
L.C.B. 2.868 M M.T.C. 113.909 M*TON
L.C.F. 2.621 M T.P.C. 17.720 MT/CM
PROPELLER IMMERSION 109.8 % VISIBILITY LENGTH 86.0 MT/CM
 33

CONDITION NO. 4 BALLAST EXCHANGE CONDITION(STEP-3) --- F.P.T.(C) REFILL

ANGLE KN KG x SINΘ GZ
(DEG.) (M) (M) (M)
5.00 0.753 0.593 0.160
10.00 1.511 1.182 0.329
20.00 3.074 2.329 0.745
30.00 4.653 3.404 1.249
40.00 5.918 4.376 1.542
50.00 6.702 5.215 1.487
60.00 7.146 5.896 1.250
70.00 7.223 6.398 0.825

ACTUAL IMO. A. 749

AREA UNDER CURVE UP TO 30 DEG. = 0.293 > 0.055 M.-RAD.
AREA UNDER CURVE UP TO 40 DEG. = 0.544 > 0.090 M.-RAD.
AREA UNDER CURVE 30 - 40 DEG. = 0.251 > 0.030 M.-RAD.
GZ AT 30 / GREAT THAN 30 DEG. = 1.249 > 0.200 METERS
ANGLE AT WHICH MAX. GZ OCCURS = 40.000 > 25.000 DEG.
METACENTRIC HEIGHT (GoM) = 1.797 > 0.150 METERS

3.00

2.50

2.00 GoM = 1.797

GZ IN METER

1.50

1.00
1RAD.=57.3 DEG.

0.50

0.00
0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00
ANGLE OF HEEL (DEG.)
 34

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 4 BALLAST EXCHANGE CONDITION(STEP 3) --- F.P.T.(C) REFILL

LONGITUDINAL STRENGTH CALCULATION

NO. FRAME DISTANCE SHEAR FORCE BENDING MOMENT

NO. ACTUAL ALLOW(%) ACTUAL ALLOW(%)
(M) (TON) SEA HB (TON-M) SEA HB
1 9 -51.300 287.161 20.5% 15.1% 1251.500 25.0% 25.0%
2 37 -31.700 788.506 52.6% 39.4% 12360.00049.4% 47.5%
3 65 -11.900 -120.377 3.3% 3.1% 20189.60057.7% 48.1%
4 86 2.800 -212.426 5.7% 5.4% 18237.40052.1% 42.4%
5 107 17.500 -383.537 10.4% 9.8% 14215.60040.6% 33.1%
6 128 32.200 -543.428 16.0% 14.7% 7892.000 31.6% 28.2%
7 151 48.300 -270.847 13.5% 12.3% 1129.700 14.1% 12.6%
8 156 51.300 -305.511 16.1% 14.5% 455.400 11.4% 9.1%

MAXIMUM SHEAR FORCE = 788.506 AT A DISTANCE OF = -31.700 M

MAXIMUM BENDING MOMENT = 20310.500 AT A DISTANCE OF = -14.648 M

BENDING SHEAR
MOMENT(t-m) FORCE(t)

50.00 B.M S.F 50.00

(X1000) (X100)
40.00 40.00

30.00 30.00

20.00 20.00

10.00 10.00

0.00 0.00
-56.7 -11.9 32.2 56.7
-10.00 -10.00

-20.00 -20.00

-30.00 -30.00

-40.00 -40.00
LONGI. LENGTH
-50.00 -50.00
 35

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 5 BALLAST EXCHANGE CONDITION(STEP-4) --- NO.5 W.B.T.(P&S) REFILL

DEADWEIGHT WEIGHT L.C.G. L-MOMENT V.C.G. V-MOMENT F.S.M.

ITEMS (TON) (M) (TON*M) (M) (TON*M) (TON*M)
CONSTANT WEIGHT 157.684 -39.714 -6262.235 8.603 1356.631 82.709
Standard loading for DEP. 346.837 -40.569 -14070.769 4.685 1624.903 592.091
SUB. TOTAL 504.521 -40.302 -20333.004 5.910 2981.534 674.800
F. P. T. (C) 100% 273.609 53.922 14753.544 5.965 1632.078 196.903
NO.1 W. B. T. (P) 100% 431.120 40.445 17436.648 4.877 2102.572 0.000
NO.1 W. B. T. (S) 100% 449.086 40.384 18135.889 4.709 2114.746 0.000
NO.2 W. B. T. (P) 100% 384.360 24.846 9549.809 3.490 1341.416 0.000
NO.2 W. B. T. (S) 100% 364.725 24.846 9061.957 3.642 1328.328 0.000
NO.3 W. B. T. (P) 100% 370.440 10.150 3759.966 3.513 1301.356 0.000
NO.3 W. B. T. (S) 100% 390.076 10.150 3959.271 3.370 1314.556 0.000
NO.4 W. B. T. (P) 100% 390.080 -4.550 -1774.864 3.370 1314.570 0.000
NO.4 W. B. T. (S) 100% 370.445 -4.550 -1685.525 3.513 1301.373 0.000
NO.5 W. B. T. (P) 100% 372.975 -19.831 -7396.467 3.104 1157.714 943.195
NO.5 W. B. T. (S) 100% 398.221 -19.927 -7935.350 2.950 1174.752 1293.970

SUB. TOTAL 4195.137 13.793 57864.878 3.834 16083.461 2434.068

DEAD WEIGHT 4699.658 7.986 37531.874 4.057 19064.995 3108.868

LIGHT WEIGHT 3650.000 -9.500 -34675.000 8.700 31755.000 0.000
DISPLACEMENT 8349.658 0.342 2856.874 6.086 50819.995 3108.868

DRAFT EQUIVALENT 5.120 M TRANS. METACENTER KMT 8.367 M

TRIM BY HEAD -1.774 M VERT. CENTRE OF GRAV. KG 6.086 M
DRAFT FORWARD 4.269 M METAC. HEIGHT GM 2.281 M
DRAFT AFT 6.043 M FREE SURFACE CORR. GGo 0.372 M
DRAFT MEAN 5.156 M CORR. METAC. HEIGHT GoM 1.909 M
L.C.B. 2.832 M M.T.C. 117.170 M*TON
L.C.F. 2.310 M T.P.C. 17.930 MT/CM
PROPELLER IMMERSION 140.3 % VISIBILITY LENGTH 99.6 MT/CM
 36

CONDITION NO. 5 BALLAST EXCHANGE CONDITION(STEP-4) --- NO.5 W.B.T.(P&S) REFILL

ANGLE KN KG x SINΘ GZ
(DEG.) (M) (M) (M)
5.00 0.732 0.563 0.169
10.00 1.469 1.121 0.348
20.00 2.988 2.209 0.779
30.00 4.564 3.229 1.335
40.00 5.829 4.151 1.678
50.00 6.637 4.947 1.690
60.00 7.085 5.593 1.492
70.00 7.171 6.069 1.102

ACTUAL IMO. A. 749

AREA UNDER CURVE UP TO 30 DEG. = 0.309 > 0.055 M.-RAD.
AREA UNDER CURVE UP TO 40 DEG. = 0.580 > 0.090 M.-RAD.
AREA UNDER CURVE 30 - 40 DEG. = 0.271 > 0.030 M.-RAD.
GZ AT 30 / GREAT THAN 30 DEG. = 1.335 > 0.200 METERS
ANGLE AT WHICH MAX. GZ OCCURS = 50.000 > 25.000 DEG.
METACENTRIC HEIGHT (GoM) = 1.909 > 0.150 METERS

3.00

2.50

GoM = 1.909
2.00
GZ IN METER

1.50
1RAD.=57.3 DEG.

1.00

0.50

0.00
0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00

ANGLE OF HEEL (DEG.)

 37

KIND OF SHIP DWT 11,000 TON CLASS OIL/CHEMICAL TANKER

CONDITION NO. 5 BALLAST EXCHANGE CONDITION(STEP 4) -- NO.5 W.B.T.(P&S) REFILL

LONGITUDINAL STRENGTH CALCULATION

NO. FRAME DISTANCE SHEAR FORCE BENDING MOMENT

NO. ACTUAL ALLOW(%) ACTUAL ALLOW(%)
(M) (TON) SEA HB (TON-M) SEA HB
1 9 -51.300 275.015 19.6% 14.5% 1203.300 24.1% 24.1%
2 37 -31.700 553.175 36.9% 27.7% 10330.00041.3% 39.7%
3 65 -11.900 135.611 3.7% 3.5% 16798.40048.0% 40.0%
4 86 2.800 -103.050 2.8% 2.6% 17526.30050.1% 40.8%
5 107 17.500 -367.408 9.9% 9.4% 14437.50041.3% 33.6%
6 128 32.200 -567.136 16.7% 15.3% 8084.200 32.3% 28.9%
7 151 48.300 -283.771 14.2% 12.9% 1093.000 13.7% 12.1%
8 156 51.300 -314.091 16.5% 15.0% 410.700 10.3% 8.2%

MAXIMUM SHEAR FORCE = -581.043 AT A DISTANCE OF = 35.127 M

MAXIMUM BENDING MOMENT = 17718.300 AT A DISTANCE OF = -1.209 M

BENDING SHEAR
MOMENT(t-m) FORCE(t)

50.00 B.M S.F 50.00

(X1000) (X100)
40.00 40.00

30.00 30.00

20.00 20.00

10.00 10.00

0.00 0.00
-56.7 -11.9 32.2 56.7
-10.00 -10.00

-20.00 -20.00

-30.00 -30.00

-40.00 -40.00
LONGI. LENGTH
-50.00 -50.00
 38
7. Crew Training and Familiarisation

Ship’s officer and rating engaged in ballast water exchange at sea must be aware of what is expected
of them and why. If crew members understand the reasons for the exchange or treatment of ballast
water and associated sediments, they are more likely to ensure that it is carried out effectively and
efficiently.

Training for the master and crew, and appropriate, should include, should include instructions on the
application of ballast water and sediment management and treatment procedures, based upon the
information contained in the IMO Resolution A.868(20) guidelines. Instruction should also be
provided on the maintenance of appropriate records and logs. The application of processes and
procedures concerning ballast water management are currently at the core of the solution to minimize
the introduction of harmful aquatic organisms and pathogens.

Ship’s officers and ratings engaged in ballast water exchange at sea should be trained in and
familiarised with the following:

* The ship’s pumping arrangements including ballast arrangements.

* The locations of air and sounding pipes of all ballast tanks.
* The positions of all ballast tank suctions and pipelines.
* The overboard discharge arrangements and openings for release of water on deck.
* Inspection and maintenance for ensuring that sounding pipes are clear and non-return devices and air
pipes are in good order.
* The times and circumstances required to undertake the various ballast water exchange operations.
* The methods for ballast water exchange at sea used, the related safety precautions and associated
hazards.
* The methods of on-board ballast water record keeping, reporting and recording of routine soundings.
* The location and suitable access points for sampling purposes.

The Master and Officer in charge should ensure that the personnel assigned KEY
Responsibilities in any ballast exchange procedures are suitable and well trained according to
the above. Special attention should be given to the safety aspects related with the subject
procedures.
 39
8. Duties of Appointed Ballast Water Management Officer

Appointed Ballast Water Management Officer.

Duties of the appointed officer in charge of ballast water management:

*Where ballast exchange is required, follow the applicable Ballast Exchange Plan(BEP), or develop a
new BEP on the basis of ship’s assessment criteria, condition of hull and equipment and weather
forecast.

* Ensure adequate and enough personnel and equipment are available for the execution of the BEP.

* Ensure that the steps/sequences of the BEP are followed in the prepared order.

*Inform the shore management on commencement/interruption/completion of ballast water exchange,

using the Notification Form.

* Maintain the Ballast Water Handling Log and Sediment Removal and Tank Flushing Log.

*Prepare the appropriate national or port Ballast Water Declaration Form prior to arrival at
destination.

* Assist the port state control or quarantine officers for any sampling that may need to be undertaken.

* Undertake familiarisation and training of crew in ballast water management requirements and
applicable shipboard systems and procedures.

The Master must ensure that the Ballast Water Management Plan is clearly understood by the
appointed officer and by any other responsible Officer that may be involved and that the operations
during execution strictly conform to the safety parameters at all times.

The duty Officer must keep the Master advised on the progress of the plan from time to time. Should
there be any doubt, or if the management plan does not keep to the schedule, Master shall be advised
accordingly.

Additionally, the appointed Duty Officer shall inform the Chief Officer when commencing/stopping
Ballast Operation at each stage.
 40
9. Particulars of Ballast Pump

Ballast Pump
Type : Hydraulic Motor Driven Centrifugal
Capacity : 350 m3/hr
Total Head : 25 m
Motor : kw x rpm
No. of Set : 2 Sets

Ballast Stripping Eductor

Capacity : 100 m3/hr
Total Head : 25 m
No. of Set : 2 Set
 41

10. Bridge Visibility Forward

As an indication of bridge visibility, the view of the sea surface forward of the bow from the
Conning position is to be not more than two ship lengths or 500m whichever is the less.
It is recognized that not all ships in service comply with SOLAS 1974, Chapter V Safety of
Navigation bridge visibility. In such cases, ships in service are expected to comply in respect
of forward view and blind sectors in so far as is practicable without structural alteration being
required.

Length between perpendiculars LPP : 113.400 M

Height of conning position DC : 26.590 M
Height of position ‘S’ DS : 14.650 M
Horizontal distance from conning position to position ‘S’ KCKS : 95.250 M
Horizontal distance from FP to position ‘S’ KFKS : 4.000 M

NOTE : Where there are containers or other cargo on deck, the position ‘S’ should be considered in
respect of worst visibility. If the position ‘S’ is aft of the fore perpendicular, then KFKS is to be taken
as a negative value.

Maximum bridge invisible length forward : 242.80 M

For steps/sequences where bridge visibility forward criterion is not satisfied the Master is advised that
bridge visibility forward will be reduced.
 42

PART B
Appendix
 43

Appendix 1 IMO Assembly Resolution A.868(20)

Guidance on Safety Aspects of Ballast Water Exchange at Sea

1. Introduction

1.1 This document is intended to provide guidance on the safety aspects of ballast
water exchange at sea. The different types of ships which may be required to
undertake ballast water exchange at sea make it presently impractical to
provided specific guidelines for each ship type. Ship owners are cautioned that
they should consider the many variables that apply to their ships. Some of these
variables include type and size of ship, ballast tank configurations and associated
pumping systems, trading routes and associated weather conditions, port state
requirements and manning.

1.2 Ballast water exchange at sea procedures contained in relevant management

plans should be individually assessed for their effectiveness from the
environmental protection point of view as well as from the point of view of their
acceptability in terms of structural strength and stability.

1.3 In the absence of a more scientifically based means of control, exchange of

ballast water in deep ocean areas or open seas currently offers a means of
limiting the provability that fresh water of coastal aquatic will be transferred in
ballast water.
Two methods of carrying out ballast water exchange at sea have been identified.
1. The sequential method, in which ballast tanks are pumped out and refilled
with clean water, and/or
2. The flow-through method, in which ballast tanks are simultaneously filled and
discharged by pumping in clean water

2. Safety precaution

2.1 Ship engaged in ballast water exchange at sea should be provided with
procedures which account for the following as applicable :
1. Avoidance of over and under-pressurization of ballast tanks :
2. Free surface effects on stability and sloshing loads in tanks that may be slack
at any one time :
3. Admissible weather conditions :
4. Weather routing in areas seasonably affected by cyclones, typhoons,
hurricanes, or heavy icing conditions :
5. Maintenance of adequate intact stability in accordance with an approved trim
 44

and stability booklet:

6. Permissible seagoing strength limits of shear forces and bending moments in
accordance with an approved loading manual:
7. Torsional forces, where relevant:
8. Minimum/maximum forward and aft draughts:
9. Wave-induced hull vibration
10. Documented records of ballasting and/or de-ballasting:
11. Contingency procedures for situations which may affect the ballast water
exchange at sea, including deteriorating weather conditions, pump failure,
loss of power, etc.
12. Time to complete the ballast water exchange or an appropriate sequence
there of taking into account that the ballast water any represent 50% of the
total cargo capacity for some ships : and
13. Monitoring and controlling the amount of ballast water.

2.2 If the through method is used, caution should be exercised, since:

1. Air pipes are not designed for continuous ballast water overflow:
2. Current research indicates that pumping of at least full volumes of the tank
capacity could be needed to be effective when filling clean water from the
bottom and overflowing from the top : and
3. Certain watertight and weather tight closures(e.g. manholes)
which may be opened during ballast exchange, should be re-secured.

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

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

2.5 An evaluation should be made of the safety margins for stability and strength
contained in allowable seagoing conditions specified in the approved trim and
stability booklet and the loading manual, relevant to individual types of ship and
loading conditions. In this regard account should be taken of the following
requirements:

2.6 The ballast water management plan should include a list of circumstances in
which ballast water exchange should not be undertaken, These circumstances
 45

may result from critical situations of an exceptional nature, force major due to
stress of weather, or any other circumstances in which human life or safety of
the ship is threatened.

3. Crew training and familiarization

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

3.2 Ship's officers and ratings engaged in ballast water exchange at sea should be
trained in and familiarized with the follows:
1. The ship's pumping plan, which should show ballast pumping arrangements,
with positions of associated air and sounding pipes, positions of all
compartment and tank suctions and pipelines connecting them
2. The method of ensuring that sounding pipes are clear, and that air pipes and
their non-return devices are in good other.
3. The different times required to undertake the various ballast water exchange
operations.
4. The methods in use for ballast water exchange at sea if applicable with
particular reference to required safety precautions : and
5. The method of on-board ballast water record keeping, reporting and recording
of routine soundings.
46
Appendix 3
BALLAST WATER REPORTING FORM
(To be provided to the Port State Authority upon request)
1. SHIP INFORMATION 2. BALLAST WATER
Ship’s Name: Type: IMO Number: Specify Units: M 3, MT, LT, ST
Owner: Gross Tonnage: Call Sign: Total Ballast Water on Board:
Flag: Arrival Date: Agent:
Last Port and Country: Arrival Port: Total Ballast Water Capacity:
Next Port and Country:
3. BALLAST WATER TANKS Ballast Water Management Plan on board? YES NO Management Plan Implemented? YES NO
Total number of ballast tanks on board: ________________ No. of tanks in ballast: ________________ IF NONE IN BALLAST GO TO No. 5.
No. of tanks exchanged: ________________ No. of tanks not exchanged: ________________
4. BALLAST WATER HISTORY: RECORD ALL TANKS THAT WILL BE DEBALLASTED IN PORT STATE OF ARRIVAL; IF NONE GO TO No. 5.
Tanks/ BALLAST WATER SOURCE BALLAST WATER EXCHANGE BALLAST WATER DISCHARGE
Holds Circle one: Empty/Refill or Flow Through
(List multiple DATE Port or Volume Temp DATE Endpoint Volume % Exch. Sea DATE Port or Volume Salinity
sources per tank
DDMMYY Lat/Long (units) (units) DDMMYY Lat/Long. (units) Hgt. (m) DDMMYY Lat/Long (units) (units)
separately)

Ballast Water Tank Codes: Forepeak = FP, Aftpeak = AP; Double Bottom = DB; Wing = WT; Topside = TS; Cargo Hold = CH; Other = O

IF EXCHANGES WERE NOT CONDUCTED, STATE OTHER CONTROL ACTION(S) TAKEN:________________________________________________

IF NONE STATE REASON WHY NOT:___________________________________________________

5: IMO BALLAST WATER GUIDELINES ON BOARD (RES. A.868(20))? YES NO

47

RESPONSIBLE OFFICER’S NAME AND TITLE (PRINTED) AND SIGNATURE: _______________________________________________________________

GUIDELINES FOR Management Plan Implemented?: Do you follow the ballast water in the tank. If necessary, estimate this
above plan? Circle Yes or No. based on pump rate. (Note: For
COMPLETING THE BALLAST No. of Tanks in Ballast: Number of segregated ballast
WATER REPORTING FORM water tanks and holds with ballast at the start of the effective flow-through exchange this value should be at
voyage to the current port. If you have no ballast water least 300%).
SECTION 1: SHIP INFORMATION on board, go to section 5. Sea Height (m): Record the sea height in metres at the
No. of Tanks Exchanged: This refers only to tanks time of the ballast exchange (Note: this is the
Ship’s Name: Print the name of the ship.
and holds with ballast at the start of the voyage to the combined height of the wind seas and swell, measured
Owner: The registered owners or operators of the
current port. from crest to trough. It does not refer to the depth).
ship.
No. of Tanks Not Exchanged: This refers only to
Flag: Country of the port of registry. BW Discharge:
tanks and holds with ballast at the start of the voyage to
Last port and country: Last port and country at which Date: Date of ballast water discharge. Use European
the current port.
the ship called before arrival in the current port - no format (DDMMYY).
abbreviations, please. SECTION 4: BALLAST WATER HISTORY Port or Latitude/Longitude: Location of ballast water
Next port and country: Next port and country at discharge, no abbreviations for ports.
which the ship will call, upon departure from the BW Source: Please list all tanks and holds that you Volume: Volume of ballast water discharged, with
current port - no abbreviations, please. have discharged or plan to discharge in this port. units.
Type: The ship type is ..... Carefully write out, or use codes listed below the table. Salinity: Record salinity of ballast water at the time of
GT: Gross tonnage. Follow each tank across the page, listing all source(s), discharge, with units, (i.e. specific gravity (sg) or parts
Arrival Date: Arrival date at current port. Please use exchange events, and/or discharge events separately. If per thousand (ppt)).
the European date format (DDMMYY) the ballast water history is identical (i.e. the same If exchanges were not conducted, state other control
IMO Number: Identification number of the ship used source, exchange and discharge dates and locations), action(s) taken: If exchanges were not made on all
by the International Maritime Organization is ........ sets of tanks can be combined (example: wing tank 1 tanks and holds to be discharged, what other actions
Call Sign: Official call sign is ........ with wing tank 2, both water from Belgium, exchanged were taken? E.g. transfer of water to a landbased
02.11.97, mid ocean). Additional pages to include the holding facility, or other approved treatment.
Agent: Agent used for this voyage.
arrival date, ship’s name and IMO number at the top. If none, state reasons why not: List specific reasons
Arrival Port: This is the current port.
Date: Date of ballast water uptake. Use European why ballast exchange was not done. This applies to all
No abbreviations, please.
format (DDMMYY). tanks and holds being discharged.
SECTION 2: BALLAST WATER Port or Latitude/Longitude: Location of ballast water
(Note: Segregated ballast water = clean, non-oily uptake. SECTION 5:
ballast) Volume: Volume of ballast water uptake, with units. IMO Ballast Water Guidelines On Board?: Do you
Temperature: Water temperature at time of ballast have IMO Resolution A.868(20) on board your ship?
Total ballast water on board: Total segregated ballast Circle Yes or No.
water uptake, in degrees centigrade (Celsius).
water upon arrival at current port - with units. Responsible Officer’s name and title (Printed) and
Total ballast water capacity: Total volume of all BW Exchange: Indicate Exchange Method: Circle signature: e.g. the First Mate, Captain, or Chief
ballastable tanks or holds - with units. empty/refill or flow through. Engineer must print his name and title and sign the
Date: Date of ballast water exchange. Use European form.
SECTION 3: BALLAST WATER TANKS
format (DDMMYY).
Count all tanks and holds separately (e.g. port and Endpoint or Latitude/Longitude: Location of ballast
starboard tanks should be counted separately) water exchange. If it occurred over an extended
distance, list the end point latitude and longitude.
Total No. of Tanks on board: ( ) tanks and holds can Volume: Volume of ballast water exchanged, with
carry segregated ballast water. units.
Ballast Water Management Plan on board?: Do you Percentage exchanged: Percentage of ballast water
have a ballast water management plan, specific to your exchanged. Calculate this by dividing the number of
ship, onboard? Circle Yes or No. units of water exchanged by the original volume of
48
Appendix 4
BALLAST WATER HANDLING LOG
Record of ballast water management on board

Ship ........................................ Port of Registry ............…........... IMO number .........................

TANK DATE INITIAL FINAL GEOGRAPHI PUMPS DURATION OF SALINITY SIGNATURE RANK
LOCATION CONTENT CONTENT C LOCATION USED, or OPERATION OF OFFICER
(tonnes) (tonnes) OF SHIP GRAVITATE IN CHARGE
(Port or
Lat. & Long.)

RESPONSIBLE OFFICER’S NAME AND TITLE (PRINTED) AND SIGNATURE: ______________________________________________________

49
Appendix 5
BALLAST WATER HANDLING LOG
Narrative record of events related to ballast water management on board

Ship ........................................ Port of Registry .............. ........... IMO number .........................

Record here events which are relevant to ballast management, and which will be of interest to quarantine officers, such as sediment removal during
drydock, or tank flushing at sea. Each entry should be completed with the signature and rank of the officer making the entry.

Date Activity Comments

50

RESPONSIBLE OFFICER’S NAME AND TITLE (PRINTED) AND SIGNATURE: _______________________________________________________

Appendix 6
BALLAST WATER EXCHANGE PRE-PLANNING

Ship ........................................ Port of Registry .............. ........... IMO number .........................

Total Volume
Capacity Time Date/Time Date/Time Pump
Step Tank Exchanged Remarks
(m3) Required Start Complete Rate
300%

RESPONSIBLE OFFICER’S NAME AND TITLE (PRINTED) AND SIGNATURE: ______________________________DATE_____________________

51
 52

Appendix 7

LIST OF BALLAST EXCHANGE PLANS(BEPs)

BEP No. Description of Condition Condition Number from Method of Ballast

Approved Manual, upon Exchange examined
Which the BEP is based

PLEASE COMPLETE THE LIST OF THE PREPARED BEPs.

A BEP NEED NOT BE BASED ONLY ON THE SHIP’S PURE

BALLAST CONDITIONS.
Appendix 8

The effects of combined Free Surface Moments on ship’s stability have been determined on a conservative basis for the following cases.

Tank Assumed Status % FSM BEP No. BEP No. BEP No.
Step No. Step No Step No
Near Full
Near Empty
Near Full
Near Empty
Near Full
Near Empty
Near Full
Near Empty
Near Full
Near Empty
Near Full
Near Empty
Near Full
Near Empty
Near Full
Near Empty
Near Full
Near Empty
Near Full
Near Empty

A cross indicates the assumed status for each tank.

The ship’s Master and the Ballast Water Management Officer should pay attention to the results of the cases under consideration, with
respect to stability.
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Appendix 9
SEDIMENT REMOVAL AND TANK FLUSHING LOG

Ship ........................................ Port of Registry .............. ........... IMO number .........................

TANK(S) DATE ACTIVITY GEOGRAPHIC SIGNATURE OF RANK

LOCATION OFFICER IN
(Port or Lat. & CHARGE
Long.)
54
Appendix 10
BALLAST EXCHANGE NOTIFICATION FORM

SHIP: VOYAGE: DATE:

TO:

ATTN:

FORM: Ballast Water Management Officer

NOTIFICATION OF BALLAST WATER EXCHANGE PRIOR ARRIVAL AT DESTINATION

LOCATION FOR BALLAST WATER EXCHANGE: Latitude: Longitude:

BALLAST WATER EXCHANGE METHOD: SEQUENTIAL/FLOW-THROUGH

(Select one or both boxes, as appropriate)

BALLAST WATER EXCHANGE DURATION: COMMENTS WITH RESPECT TO SHIP SAFETY, IF ANY:

COMMENCED AT

INTERRUPTED AT (if applicable)

COMPLETED AT
55
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Appendix 11

NATIONAL OR LOCAL QUARANTINE REQUIREMENTS

COUNTRY STATUS

Argentina-Buenos Aires Mandatory application. Quarantine health authorities

require ships arriving from WHO listed cholera areas
to treat their ballast water with chlorine before discharge.

Australia Mandatory application, including reporting, from 1

July 2001.

Canada Voluntary application, although the Guidelines are treated

As mandatory by Transport Canada.

Canada-Vancouver Mandatory application affecting all ships arriving at port

Excluding those arriving from west Coast of USA,
Canada and Alaska.

Chile Mandatory application

Israel Mandatory application for all ships destined for Israel ports
Wishing to exchange ballast in port or along the coast.

New Zealand Mandatory application

Qatar-Ras Laffan Mandatory application, ships are not allowed to discharge

ballast in port apart from segregated ballast. Ballast to be
discharged in this port will be subject to chemical analysis.

UK-Orkney Islands Mandatory application. Ships wishing to discharge ballast

at the Flotta Terminal can do so only to a shore-based
reception facility.

USA Voluntary application, but mandatory reporting affecting ships

Carrying ballast and arriving from outside the US exclusive
Economic zone.

USA-California Mandatory application, including reporting

Great Lakes and
Hudson River north of
George Washington Bridge,
Port of Oakland,
Washington