SYMED BALLAST WATER EXCHANGE MANUAL … · SYMED BALLAST WATER EXCHANGE MANUAL ... IMO Res.A.868 (20), and familiarize themselves with the following: The background for the need for

SYMED BALLAST WATER EXCHANGE MANUAL

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CAUTION

The function of the Ballast Exchange Manual is to assist in complying

with quarantine measures intended to minimize 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 should not be used or regarded as a guide to ballasting. Training

and shipboard operational practices should already be well established.


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CONTENTS

1 SHIP PARTICULARS 5

1.1 Principal Dimension 5

2 EXPLANATION FOR BALLAST WATER MANAGEMENT PLAN 6

2.1 Introduction 6

2.2 Requirements 6

2.3 Conflict with safety 6

2.4 Summary of records required 6

2.5 Reporting to port states 7

2.6 Crew training and familiarization 7

3 BALLAST WATER ARRANGEMENTS 8

3.1 Tank arrangement 8

3.2 Tank capacity 9

3.3 Typical ballast conditions for this vessel 9

3.4 Pumps used for ballast pumping 9

4 BALLAST WATER PLANNING 10

4.1 When to exchange ballast water 10

4.2 Update of ballast in harbor 10

4.3 Removing of ballast sediments on a timely basis 10

4.4 Exchange of ballast water in open sea 10

4.5 Reduced discharge of ballast water in harbor 11

4.6 Port state requirement 11

5 SAFETY CONSIDERATIONS 11

5.1 General 11

5.2 Potential hazards connected to ballast exchange in open sea 11

5.3 Examples of limitations due to weather 12

6 PROCEDURE FOR EXCHANGE OF BALLAST WATER 12

6.1 General 12

6.2 Proposed ballast exchange sequence 12

7 DUTIES OF THE APPOINTED BALLAST WATER MANAGEMENT OFFICER 13

8 BALLAST WATER REPORTING FORM AND HANDING LOG 14


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8.1 Format for ballast water reporting form 14

8.2 Format for ballast water handling log 14

APPENDIX A IMO BALLAST WATER REPORTING FORM 15

APPENDIX B BALLAST WATER HANDLING LOG 18

APPENDIX C SUMMARY of U.S.A. QUARANTINE REQUIREMENTS for BALLAST WATER MANAGEMENT 20

9 BALLAST WATER EXCHANGE CALCULATION 24

9.1 Heavy Ballast Exchange Sequence 26

9.2 Normal Ballast Exchange Sequence 29


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1 SHIP PARTICULARS

1.1 Principal Dimension

Length o.a: 288.92m

Length b.p: 279.00m

Breadth: 45.00m

Depth: 24.50m

Draught (design): 16.50m

Draught (scantling): 18.10m

Total water ballast capacity (excluding No.6 C.H.): 51687.12 m3

Total water ballast capacity (including No.6 C.H.): 74397.55 m3

Total number of ballast tankers on board: 20

Number of other tanks that may be used for ballast: 1

Units used for ballast measurement: m3 (cubic m)

APPOINTED BALLAST WATER MANAGEMENT OFFICER: CHIEF OFFICER

(Designation/rank of officer)

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

Please note that the ballast water exchange should be carried out in fair weather and sea conditions and the

master should be responsible for the ballast water operation which may be interrupted or aborted based on

his judgment and weather conditions.


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2 EXPLANATION FOR BALLAST WARER MANAGEMENT PLAN

2.1 Introduction

This plan has been prepared to meet the recommendations of the

INTERNATIONAL MATITIME ORGANIZATION (IMO) 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”,

which was adopted on 27th November 1997.

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.

Studies carried out in several countries have shown that many species of bacteria, plants and animal 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 colonies of harmful species and pathogens which can seriously upset the exiting 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. Exchange of ballast water in deep sea is deemed as an acceptable method to reduce the spreading of harmful organisms. Deep ocean water conditions few organisms, and these are unlikely to survive transfer to coastal and fresh water environments.

2.2 Requirements

Some states have established controls on the discharge of ships’ ballast water that will minimize the potential for colonization 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 water management, together with a request for their co-operation in applying the techniques voluntarily. Standard procedures have been developed that will be by quarantine authorities as achieving the level of acceptability desired by the port state.

2.3 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 ship. It is because of concern about this that the IMO became involves in what would otherwise be a purely quarantine matter. It has been recognized by governments and the shipping industry that individual countries’ needs should be harmonized with the greater needs 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.

2.4 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 for such a log as provided in


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Section 9. Even if a ship is not trading in an area where ballast water information is required, it may later prove worthwhile to have history of what water has been carried.

2.5 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 recognized that, before devising mandatory controls on ships, it is necessary to know the scale of what has, until very recently, been an unrecorded procedure. Concerned countries have therefore introduced a requirement which, though often differing in detail, generally calls for ships to report in advance, to the national monitoring authority, how much ballast water will be on arrival, where it was taken on board, and whether a ballast management procedure has been followed. In most cases it is mandatory to make the report, even though the actual ballast exchange in mid-ocean (or other management procedure) remains voluntary. To assist in this regard, wherever possible the plan contains the format of the relevant national reporting forms.

2.6 Crew training and familiarization

The officers and crew involved in ballast water management should study this report and the enclosed IMO Res.A.868 (20), and familiarize themselves with the following: The background for the need for ballast water exchange The requirements to ballast water management for the relevant arrival ports The safety consideration in connection with ballast water exchange The location of the ballast water sampling points of the ship

It is important that the crew involved with ballast water management get the sufficient training w.r.t. their relevant tasks. Especially focus should be on the part concerning the actual ballast exchange, since this operation may directly influence on the vessel’s safety if conducted incorrectly.


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3 BALLAST WATER ARRANGEMENTS

3.1 Tank arrangement


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3.2 Tank capacity

The below tank capacity is taken from the load manual -typical loading conditions:

Tank Description Capacity (m3) Pumps available NO.1 W.B.TK. 4580.36 2 Ballast pumps

NO.2 W.B.TK.(P) 2842.79 2 Ballast pumps NO.2 W.B.TK.(S) 2842.79 2 Ballast pumps NO.3 W.B.TK.(P) 2974.61 2 Ballast pumps NO.3 W.B.TK.(S) 2974.61 2 Ballast pumps NO.4 W.B.TK.(P) 2975.88 2 Ballast pumps NO.4 W.B.TK.(S) 2975.88 2 Ballast pumps NO.5 W.B.TK.(P) 3081.71 2 Ballast pumps NO.5 W.B.TK.(S) 3081.71 2 Ballast pumps NO.6 W.B.TK. (P) 3081.71 2 Ballast pumps NO.6 W.B.TK. (S) 3081.71 2 Ballast pumps NO.7 W.B.TK. (P) 2939.45 2 Ballast pumps NO.7 W.B.TK. (S) 2939.45 2 Ballast pumps NO.8 W.B.TK. (P) 1341.85 2 Ballast pumps NO.8 W.B.TK. (S) 1341.85 2 Ballast pumps NO.9 W.B.TK. (P) 1265.73 2 Ballast pumps NO.9 W.B.TK. (S) 1265.73 2 Ballast pumps NO.10 W.B.TK. 271.36 2 Ballast pumps

FORE P.TK. 4544.49 2 Ballast pumps AFT P.TK. 1283.46 Bilge & GS and Fire & GS Pump

NO.6 C.H./BALLAST 22710.43 2 Ballast pumps

3.3 Typical ballast conditions for this vessel

There are two typical pure ballast conditions listed in the ship’s loading manual-typical loading conditions: - Condition 1: Heavy ballast condition (50% Bunker) - Condition 2: Normal ballast condition (50% Bunker)

3.4 Pumps used for ballast pumping

Pump description Location Pump capacity m3/hr Head

NO.1 BALLAST PUMP E/R FLOOR 2500 0.35MPa NO.2 BALLAST PUMP E/R FLOOR 2500 0.35MPa

FIRE & G.S. PUMP E/R FLOOR 380/130 0.40/1.0MPa BILGE & G.S. PUMP E/R FLOOR 380/130 0.40/1.0MPa

NO.1 BALLAST STRIP EDUCTORS E/R FLOOR 120 0.2MPa NO.2 BALLAST STRIP EDUCTORS E/R FLOOR 120 0.2MPa


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4 BALLAST WATER PLANNING

4.1 When to exchange ballast water

Even if exchange ballast water in deep ocean waters is deemed as acceptable method to reduce the spreading of harmful organisms, it may in many cases not be necessary. If biological conditions in the area where the ballast water is taken up differ much from the area where it will be discharges, there may be very little risk that organisms will survive for a longer period. The need for exchange of ballast water will however, be decided by the arriving port quarantine office (see item below). It is therefore recommended to contact them as early as possible, with the voyage ballast report. Considering that the ballast water exchange in open water may increase the risk of damage to the vessel, the need for exchange should be carefully examined.

4.2 Update of ballast in harbor

The risk of spreading harmful organisms can be reduced by (if practicable) avoiding uptake of ballast water in areas and situations such as: Very shallow water Area where toxic algal blooms are occurring The water is stirred up by propellers or dredging Close to sewage outlets There is a known outbreak of cholera In darkness, where bottom dwelling organisms rise up in the water

In most cases however, the location of the ballast uptake will be determined by the harbor unloading facilities. The above items should still be noted, since these may be useful for the quarantine officer to determine the risk of the ship spreading harmful organisms. In most cases, it should be possible to get some information regarding the above from the local port officials.

4.3 Removing of ballast sediments on a timely basis

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

4.4 Exchange of ballast water in open sea

If exchange of ballast water is found to be necessary for the voyage, care should be taken in planning the location of the exchange. Elements in this planning will be: Time need to complete the exchange 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) At least 200nm from the nearest land (including islands), and the port state requirement Favorable weather statistics/weather forecasts

Concern has been raised by coastal states to typical routes that the requirements to exchange of ballast water will lead to increasing spreading of harmful organism in their waters. This should be taken into consideration when planning.


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4.5 Reduced discharge of ballast water in harbor

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

4.6 Port state requirement

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

5 SAFETY CONSIDERATIONS

5.1 General

Exchange of ballast water in open seas may cause damage to the vessel if conducted erroneously. Hence water ballast exchange is NOT to be undertaken in the following conditions: In heavy weather/rough seas (see below); In temperature in which icing in the ballast tank air pipes may occur; In area where short-range visibility is crucial for the navigation.

For this vessel, exchange of water ballast is to be done at sea condition Bf scale 3. In order to ensure the vessel’s safe operation, the following limitations should be taken into consideration: 1. Allowable maximum shear force and bending moment should always be within allowable range for

seagoing conditions 2. IMO 749 Intact Stability criteria must always be complied with. 3. Draft: Aft: min. 8.577m propeller immersion. 4. Draft: Fwd: as far as possible to avoid slamming in head sea. 5. Visibility acc. to SOLAS Ch.Ⅴ.Reg.22; blind zone in front of the vessel＜500m.

5.2 Potential hazards connected to ballast exchange in open sea

The main hazards in connection with ballast water exchange at open sea are listed below, with comments relevant to this particular vessel: Related to internal loads: Exceeding permissible maximum allowable limits with respect to longitudinal strength (shear force

and bending moment). This could cause damage even in good weather conditions, and the stresses increases with increasing waves. All new conditions not previous calculated should be checked on the vessels loading computer, for each step in the exchange sequence (ref. the sequence in Chapter 7).

Loss of stability. For this vessel, there are no problems with stability related to exchange for pure ballast conditions. However, if deck load is carried together with ballast water, stability should also be considered (check again minimum allowable GM cure for intact and damage stability).

Related to weather: Bottom slamming in the fore ship, causing structural damage. This is dependent on the draught

forward, and the weather, and the vessel heading (ref. the examples below). If slamming is experienced during emptying of some of the tanks, it is possible to stop/reduce this by temporarily altering the vessel’s heading or reducing the speed.

Sloshing in tanks, causing deflection/damage to water ballast tank structure. For this vessel, sloshing is only a relevant problem when ballast water is pumped out and refilled in tanks.

Related to the vessel’s operation:


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Loss of visibility. The view of the sea surface in front of the vessel will be temporarily reduced, due

to decreased draught and increased aft trim. SOLAS-74/94 amendment, Ch.Ⅴ, Reg.22 requires that this view shall not be obscured by more than two ship lengths, or 500m, whichever is the less, forward of the bow to 10 deg on either side under all conditions of draught, trim and deck cargo. This is applicable to all vessels constructed on or after 1 July 1998, but should also as far as practicable be applied to older ships.

Less propeller immersion. If the draught is reduced aft, the propeller may not be sufficiently submerged.

Less rudder immersion. By reducing the draught aft, the rudder will also become less immersed, which may reduce the maneuvering capabilities some.

Related to the vessel’s pump and piping system: System failure. Failure of the system in open sea may have larger consequences than in harbor.

Increased use of the ballast system for ballast water exchange may result in earlier wear-out of components than normal (vents, valves, pumps, gauges, etc.). It is therefore important to pay extra attention to the maintenance of the different components.

Over/under pressure of tanks, leading to stricture damage. During filling/emptying of each of the tanks, one should ensure that there is not put more pressure/suction on the tank than in normal operation. It should also be checked that the venting system is functioning properly.

5.3 Examples of limitations due to weather

It is not easy to give clear limitations with respect to the weather in which the vessel can undertake exchange of ballast water, the potential hazards will increase with increasing waves, but also be dependent on the ship’s speed and heading, (for instance, bottom slamming is only a problem in head seas). The judgment of the weather conditions in connection with ballast water exchange will to a large extent have to be based on the master’s experience with the vessel.

6 PROCEDURE FOR EXCHANGE OF BALLAST WATER

6.1 General

It is recommended that the vessel should conduct ballast exchange in deep water, in open ocean, and as far as possible from shore. In each tank, all of the ballast water should be discharged until suction of the pumps is lost, and stripping pumps or educators should be used of possible. This is to avoid a possible situation, where organisms are left in the bottom part of the tank, and then the tank is filled with fresh water, rich with oxygen, which allows for further blooming of the organisms again. A ballast exchange 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. (It may be wise to keep the printout from the loading computer on this, as the quarantine officer may ask this for during inspection). The safety information in Section 6 should be taken into account when preparing the voyage plan.

6.2 Proposed ballast exchange sequence

Informing shore management To discuss with the shore government, if any

Sediment removal or reduction Where practical, cleaning of the ballast tanks to remove sediments should be undertaken.

Retention of ballast on board


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Water treatment

The method must be acceptable by the Port Authority Exchange at sea Flow Through Method

Current research indicates that pumping of at least three full volumes of the tank capacity could be needed to be effective when filling clean water from the bottom and overflowing from the top

Sequential Method This method includes the empty-then-refill procedure, and the process requires the removal of

very large weights from the ship in a dynamic situation, and then their replacement. The table indicates the status of the ballast water in every tank at the start of each step, and

indicates an assumed weight of fuel and domestic drinking water (aft of the engine room bulkhead), estimated draughts, bending moments and shear forces. The action to be taken and tanks involved in each step are then specified.

It will be noted that the original condition is restored after each pair of steps. A positive decision should be made at that time, taking account of the ship’s position, weather forecast, machinery performance and degree of crew fatigue, before proceeding to the next pair of steps. If any factors are considered unfavorable 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 port.

Each step has been checked for conformity with strength and stress limitations. Checks have been made that the minimum intact stability requirements of the ship are met at every stage, and that the allowable limits for bending and twisting moments are nor 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 of each step, before commencing the next step.

7 DUTIES OF THE APPOINTED BALLAST WATER MANAGEMENT OFFICER The appointed officer in charge of ballast water management will normally have the following duties: 1. Obtain information on the requirements of the port authorities of next visiting port in due time before

arrival in those waters. 2. In corporation with the master of the vessel, decide whether exchange of ballast water should be

undertaken. 3. Ensure that ballast water exchange, if applicable, follows procedures in the ballast water management

plan. 4. If required, prepare and fax the ballast water declaration form prior to arrival in port. 5. Be available to assist the port state control or quarantine officers for their inspection, and for any

sampling that may need to be undertaken. 6. Maintain the ballast water handing log.


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8 BALLAST WATER REPORTING FORM AND HANDING LOG

8.1 Format for ballast water reporting form

A standard ballast water reporting form is included in chapter. This form is an example developed IMO. To serve as a guide for use when reporting to a national authority that requests information in advance. A guidance for completing the form follows on the page next. Care should be taken before using this general form, since the country being approached may have its own form for reporting.

8.2 Format for ballast water handling log

These two forms have been created as a guide for recording the sort of information often requested by quarantine officers who wish to learn about the source of the ballast water on board. Even if the 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 has been carried.


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PAGE 16

Guidelines for completing the IMO ballast water reporting form:

1: SHIP INFORMATION Ship’s name: Print the name of the ship. Owner: The registered owners of operators of the ship. Flag: Country of the port of registry. Last port and country: Last port and country at which the ship called before arrival in the current

port-no abbreviations, please. Next port and country: Next port and country at which the ship will call, upon departure from the

current port-no abbreviations, please. Type: The ship type is …… GT: Gross tonnage. Arrival Date: Arrival date at current port. Please use the European date format (DDMMYY). IMO Number: Identification number of the ship used by the International Maritime Organization is … Call Sign: Official call sign is …… Agent: Agent used for this voyage Arrival Port: This is the current port. No abbreviations, please.

2: BALLAST WATER (Note: Segregated ballast water = clean, non-oily ballast) Total ballast water on board: Total segregated ballast water upon arrival at current port - with units. Total ballast water capacity: Total volume of all ballast table tanks or holds - with units.

3: BALLAST WATER TANKS Count all tanks and holds separately (e.g. port and starboard tanks should be counted separately) Total No. of Tanks on Board: ( ) tanks and holds can carry segregated ballast water. Ballast Water Management Plan on board?: Do you have a ballast water management plan, specific

to your ship, onboard? Circle Yes or No. Management Plan Implemented?: Do you follow the above plan? Circle Yes or No. No. of Tanks in Ballast: Number of segregated ballast water tanks and holds with ballast at the

start of the voyage to the current port. If you have no ballast water on board, go to section 5.

No. of Tanks Exchanged: This refers only to tanks and holds with ballast at the start of the voyage to the current port.

No. of Tanks Not Exchanged: This refers only to tanks and holds with ballast at the start of the voyage to the current port.

4: BALLAST WATER HISTORY BW Source: Please list all tanks and holds that you have discharged or plan to discharge in this port,

carefully write out, or use codes listed below the table. Follow each tank across the page, listing all source (s), exchange events, and/or discharge events separately. If the ballast water history is identical (i.e. the same source, exchange and discharge dates and locations), sets of tanks can be combined (example: wing tank 1 with wing tank 2, both water from Belgium, exchanged 02.11.97, mid ocean). Additional pages to include the arrival date, ship’s name and IMO number at the top.

Date: Date of ballast water uptake. Use European format (DDMMYY). Port or Latitude/Longitude: Location of ballast water uptake. Volume: Volume of ballast water uptake, with units. Temperature: Water temperature at time of ballast water uptake, in deg centigrade (Celsius).


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BW Exchange: Indicate Exchange Method: Circle empty/refill or flow through.. Date: Date of ballast water exchange. Use European format (DDMMYY). Endpoint or Latitude/Longitude: Location of ballast water exchange. If it occurred over an extended

distance, list the end point latitude and longitude. Volume: Volume of ballast water exchange, with units. Percentage exchanged: Percentage of ballast water exchanged. Calculate this by dividing the number

of units of water exchanged by the original volume of ballast water in the tank. If necessary, estimate this based on pump rate. (Note: For effective flow-through exchange this value should be at least 300%).

Sea Height (m): Record the sea height in m at the time of the ballast exchanges (Note: this is the combined height of the wind seas and swell, measured from crest of trough. It does not refer to the depth).

BW Discharge: Date: Date of ballast water discharge. Use European format (DDMMYY). Port of Latitude/Longitude: Location of ballast water discharge, no abbreviation for ports. Volume: Volume of ballast water discharge, with units. Salinity: Record salinity of ballast water at the time of discharge, with units. (i.e. specific gravity

(S.G.) or parts per thousand (ppt)). If exchanges were not conducted, state other control action(s) taken: if exchanges were not made on

all tanks and holds to be discharged, what other actions were taken? E.g. transfer of water to a land based holding facility, or other approved treatment.

If none, state reasons why not: List specific reasons why ballast exchange was not done. This applies to all tanks and holds being discharged.

5: IMO Ballast Water Guidelines on Board?: Do you have IMO Resolution A.868(20) on board your ship?

Circle Yes or No. Responsible Officer’s name and title (Printed) and signature: e.g. the First Mate, Captain, or Chief

Engineer must print his name and title and sign the form.


PAGE 18

RA

NK

SIG

NAT

UR

E O

F O

FFIC

ER

IN C

HA

RG

E

SALI

NIT

Y

DU

RAT

ION

O

F O

PER

ATIO

N

PUM

PS

USE

D, o

r G

RAV

ITAT

E

GEO

GR

APH

IC

LOC

ATIO

N o

f SH

IP (P

ort o

f Lat

. &

Lon

g)

FIN

AL

CO

NTE

NT

(tone

s)

INIT

IAL

CO

NTE

NET

(to

nes)

DAT

E

APP

EN

DIX

B

BA

LL

AST

WAT

ER

HA

ND

LIN

G L

OG

Rec

ord

of b

alla

st w

ater

man

a gem

ent o

n bo

ard

Ship

……

……

……

……

……

……

…

Po

rt of

Reg

istry

……

……

……

……

……

……

……

…

IM

O n

umbe

r……

……

……

……

……

……

…

TAN

K

LOC

ATIO

N


PAGE 19

Com

men

ts

Act

ivity

DAT

E

BA

LL

AST

WAT

ER

HA

ND

LIN

G L

OG

(CO

NT

INU

E)

Nar

rativ

e re

cord

of e

vent

s rel

ated

to b

alla

st w

ater

man

agem

ent o

n bo

ard

Ship

……

……

……

……

……

Po

rt of

Reg

istry

……

……

……

……

.IMO

num

ber…

……

……

….

Rec

ord

here

eve

nts

whi

ch a

re re

leva

nt to

bal

last

man

agem

ent,

and

whi

ch w

ill b

e of

inte

rest

to q

uara

ntin

e of

ficer

s, su

ch a

s se

dim

ent r

emov

al d

urin

g dr

ydoc

k, o

r tan

k flu

shin

g at

sea.

Eac

h en

try sh

ould

be

com

plet

ed w

ith th

e si

gnat

ure

and

rank

of t

he o

ffice

r mak

ing

the

entry

.


PAGE 20

APPENDIX C SUMMARY of U.S.A. QUARANTINE REQUIREMENTS for BALLAST WATER

MANAGEMENT

Country: USA. To be implemented during 1998

National Monitoring authority: US coast guard (USCG). Ports affected: All Ships affected: All ships carrying ballast and arriving from outside the US exclusive

economic zone (EEA). Except: - Passenger ships equipped with systems that can kill aquatic organisms in ballast water. - Crude oil tankers engaged in US coastwise trade. Implementation: Voluntary compliance for at least water. Date of start: 1998(?)

Methods acceptable: 1. Ballast water exchange at sea, outside US EEZ. 2. Ballast water exchange in designated sea area with US EEZ. 3. Environmentally sound alternative ballast water management methods which can include modifications to

a ship.

Unwanted aquatic organisms or pathogens: Not defined.

Uptake control measures: None specified.

Sampling required: Not defined.

Records required: The US has issued a format for recording the status of ballast. A copy is shown in next page.

Procedure if a route management is not possible: Not ye known

Procedure if ballast water found to be unacceptable after sampling

Not yet known; controls are still voluntary.

For further information refer to: US Invasive Species Act. 1996

Full guidelines to be produced. The US Coast Guard (USCG) will be monitoring all ships to gauge compliance. After two years (or more), a report will be made, containing a recommendation as to whether the requirement should be made mandatory.


PAGE 21

Salin

ity

(uni

ts)

Volu

me

(uni

ts)

Port

or

Lat/L

ong

2. B

AL

LA

ST W

ATE

R

Spec

ify U

nits

: m3 , M

T, L

T, S

T

Tota

l Bal

last

Wat

er o

n B

oard

:

Tota

l Bal

last

Wat

er o

n C

apac

ity:

BA

LLA

ST W

ATER

DIS

CH

AN

GE

DAT

E D

DM

MY

Y

Sea

Hgt

. (m

)

%

Each

Arr

ival

Por

t

Volu

me

(uni

ts)

IMO

Num

ber:

Cal

l Sig

n:

Age

nt:

Endp

oint

La

t/Lon

g

BA

LLA

ST W

ATER

EX

CH

AN

GE

Circ

le o

ne: E

mpt

y/R

efill

or F

low

Thr

ough

D

ATE

DD

MM

YY

Tem

p (u

nits

)

Type

:

Gro

ss T

onna

ge:

Arr

ival

Dat

e:

Volu

me

(uni

ts)

Port

or

Lat/L

ong

BA

LLA

ST W

ATER

SO

UR

CE

DAT

E D

DM

MY

Y

U.S

.A. B

AL

LA

ST W

ATE

R R

EPO

RT

ING

FO

RM

(T

o be

pro

vide

d to

the

Port

Stat

e Aut

horit

y up

on re

ques

t) 1.

VE

SSE

INFO

RM

ATIO

N

Vess

el N

ame:

Ow

ner:

Flag

:

Last

Por

t and

Cou

ntry

:

Nex

t Por

t and

Cou

ntry

:

3. B

AL

LA

ST W

ATE

R T

AN

KS

Bal

last

Wat

er M

anag

emen

t Pla

n on

boa

rd?

YES

___

NO

___

Man

agem

ent P

lan

Impl

emen

ted?

YES

___

NO

___

Tota

l num

ber o

f bal

last

tank

s on

boar

d: _

____

____

No.

of t

anks

in b

alla

st:_

____

____

____

__

IF N

ON

E IN

BA

LL

AST

GO

TO

No.

5

No.

Of t

anks

exc

hang

ed:_

____

____

____

____

____

No.

of t

anks

not

exc

hang

ed:_

____

____

____

_

4. B

AL

LA

ST W

ATE

R H

ISTO

RY:

REC

OR

D A

LL T

AN

KS

THAT

WIL

L B

E D

EBA

LLA

STED

IN P

ORT

STA

TE O

F A

RR

IVA

L; IF

NO

NE

GO

TO

No.

5.

Tank

s/H

olds

(li

st m

ultip

le

sour

ces/

tank

se

para

tely

)

Bal

last

Wat

er T

ank

Cod

es: F

orep

eak=

FP, A

ftpea

k=A

P, D

oubl

e B

otto

m=D

B, W

ing=

WT,

Top

side

=TS,

Car

go H

old=

CH

, Oth

er=O

If e

xcha

nges

wer

e no

t con

duct

ed, s

tate

oth

er c

ontro

l act

ion(

s) ta

ken:

____

____

____

____

____

____

____

____

____

____

____

__

If n

one,

stat

e re

ason

why

not

: ___

____

____

____

____

____

____

____

____

____

____

____

____

____

____

____

____

____

____

__

5. IM

O b

alla

st w

ater

gui

delin

es o

n bo

ards

(IM

O R

es.A

. 868

(20)

)?

YE

S___

__ N

O__

___

Res

pons

ible

offi

cer’s

nam

e an

d tit

le (p

rinte

d) a

nd si

gnat

ure:

___

____

____

____

____

____

____

____

____

____

____

____

____

__


PAGE 22

Guidelines for completing the U.S.A. ballast water reporting form: (Please fill out in English and make every effort to PRINT legibly!)

1. VESSEL INFORMATION Vessel name: Print the name of the vessel clearly. Owner: The registered owner(s) or operator(s) of the vessel. Flag: Country under which the ship normally operates. Write out, no abbreviations please! Last port and country: Last port and country at which the vessel called before arrival in the current

port-no abbreviations please! Next port and country: Next port and country at which the vessel will call, upon departure from the

current port-no abbreviations please! Type: List specific vessel type, write out or use the following abbreviations:

Bulk (BC); RORO (RR); Container (CS); Tanker (TS); Passenger (PA); Oil/Bulk ore (OB); General Cargo (GC). Write out any additional vessel types.

GT: Gross tonnage. Arrival Date: Arrival date to current port. (ie. The USA port of arrival after entering the USA

exclusive economic zone (EEZ)). Please use European date format (DDMMYY) IMO Number: Identification Number of the vessel used by the International Maritime Organization. Call sign: Official call sign. Agent: Agent use for this voyage. Arrival port: This is the current port (ie. The first USA port of arrival). No abbreviations please!

2. BALLAST WATER (Note: Segregated ballast water=clean, non-oily ballast) Total ballast water on board: Total segregated ballast water upon arrival to current port with units. Total ballast water capacity: Total volume of all ballast table or holds-with units.

3. BALLAST WATE TANKS Count all tanks and holds separately: (e.g. port and starboard tanks should be counted separately). Total No. of tanks on board: Count all tanks and holds that can carry segregated ballast water. Ballast Water Management Plan on board? Do you have a ballast water management plan specific to

your vessel on board? Check Yes or No. Management Plan Implemented? Do you follow the above management plan? Check Yes or No. No. of tanks in Ballast: Number of segregated ballast water tanks and holds with ballast at

the onset of the voyage to the current port. If you have no ballast water on board go to section 5.

No. of tanks Exchanged: This refers only to tanks and holds with ballast at the onset of the voyage to the current port.

No. of tanks Not Exchanged: This refers only to tanks and holds with ballast at the onset of voyage to the current port.

4. BALLAST WATER HISTORY BW SOURCE: Please list all tanks and holds that you have discharged or plan to discharge in U.S.A.

waters (carefully write out, or use codes listed below the table). Follow each tank across the page listing all source(s), exchange events, and/or discharge event separately. If the ballast water history is identical (i.e. the same source, exchange an discharge dates and locations), like tanks can be combined (example: wing tank 1 with wing tank 2 both water from Belgium, exchanged Oct. 3rd, mid ocean-can be combine. See first line of the table


PAGE 23

in the sample form). Please use an additional page if you need being careful to include ship name, date and IMO number at the top.

Date: Date of ballast water uptake. Use European format (DDMMYY). Port or Latitude/Longitude: Location of ballast water uptake, no abbreviations for ports! Volume: Volume of ballast water uptake, with units. Temperate: Water temperature at time of ballast water uptake, in degree Centigrade. BW EXHCNAGE: Indicate exchange method: circle empty/refill or flow through. Date: Date of ballast water exchange. Use European format (DDMMYY). Endpoint or Latitude/Longitude: Location of ballast water exchange. If it occurred over an extended

distance, list the endpoint latitude and longitude. Volume: Volume of ballast water exchanged, with units. Percentage exchanged: Percentage of ballast water exchanged. Calculate this dividing the number of

units of water exchanged by the original volume of ballast water the tank. If necessary, estimate be based on pump rate. (NOTE: For effective flow-through exchange this value should be at least 300%).

Sea Height (m): Document the sea height in m at the time of the ballast exchange. (Note: this the combined height of the wind seas, and swell, and does not refer to the depth)

BW DISCHARGE: Date: Date of ballast water discharge. Use European format (DDMMYY). Port or Latitude/Longitude: Location of ballast water discharge, no abbreviations for ports! Volume: Volume of ballast water uptake, with units. Salinity: Document salinity of ballast water at the time of discharge, with units (i.e. specific gravity

(SG) or parts per thousand (ppt)). If exchanges were not conducted, state other control action(s) taken: If exchanges were not made on

all tanks and holds to be discharged in U.S.A. waters, what other actions were taken? (i.e. transfer of water to a land based holding facility or approved treatment).

If none, state reason why not: List specific reasons why ballast exchange was not done. This applies to all tanks and holds being discharged in U.S.A. waters.

5. IMO BALLAST WATER GUIDELINES ON BOARD?: Check Yes or No. Responsible Officer’s name and title (printed) and signature: e.g. the First Mate, Captain, or Chief

Engineer must print their name and title and sign the form.


PAGE 24

9 BALLAST WATER EXCHANGE CALCULATION

Heavy Ballast Exchange Sequence


PAGE 25

Normal Ballast Exchange Sequence

Loading Manual Part V (Ballast Exchange) M.V. 'VENTURA''Page 26

S1001 Heavy Ballast Exchange (50% Bunker)

Vessel Name : M.V. 'VENTURA' (H1040) Yard : Shanghai Waigaoqiao Shipbuilding Co., Ltd., IMO Number : 9346756 Port (Specific or typical) : Condition at commencement of loading / discharging : Total cargo to be loaded : Condition at end of loading / discharging : Dock water density (t/m3) : 1.025 Maximum loading / discharging rate : Average loading / discharging rate : No. of loaders / dischargers : Maximum ballasting / deballasting rate : 2500 m3/hr * 2sets Gravity : 5000 ton/hr Average ballasting / deballasting rate :

Volume of 19446 21988 22129 22710 22698 22116 22116 21993 18052 * Note : During each pour it has to be controlled that allowable limits for hull girder shear forces, bending moments Vh(m3) & mass in holds are not exceeded. Loading/discharging operations may have to be paused to allow for

Height of Hold 24.150 24.150 24.150 24.150 24.150 24.150 24.150 24.150 24.293 ballasting/deballasting in order to keep actual values within limits.h(m) * Abbreviation : L -- Loading , U -- Unloading , B -- Ballasting , D -- Deballasting , (P) -- Port Tank only , (S) -- Starboard Tank only

Hold content at commencement of loading / unloading Ballast content at commencement of loading / discharging Commencement of loading / dischargingHold 9 Hold 8 Hold 7 Hold 6 Hold 5 Hold 4 Hold 3 Hold 2 Hold 1 No.8 CH No.4 CH No.2 CH A.P.T N10 BWTN.9 BWTN.8 BWTN.7 BWT No.6 CH N.6 BWTN.5 BWTN.4 BWTN.3 BWTN.2 BWTN.1 BWT F.P.T T aft. Trim T fwd. GM VISB ZP Maximun

Mass (MT) Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty 2594.7 2750.8 6025.9 23278.2 6317.5 6317.5 6100.5 6097.9 5827.7 4694.9 4658.1 (m) (m) (m) (m) (%) (m) S.F(%)B.M(%)S.G (T/m3) 0.9842 0.9842 0.9842 0.9842 0.9842 0.9842 0.9842 0.9842 0.9842 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 10.923 2.121 8.803 9.733 429.9 79.0% 80.5% 76.3%

Cargo Operations Ballast Operations Values at end of pourPour No. Hold Hold Hold Hold Hold Hold Hold Hold Hold Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast T aft. Trim T fwd. GM VISB ZP Maxumun

Grade No.9 No.8 No.7 No.6 No.5 No.4 No.3 No.2 No.1 No.8 CH No.4 CH No.2 CH A.P.T N10 BWTN.9 BWTN.8 BWTN.7 BWT No.6 CH N.6 BWTN.5 BWTN.4 BWTN.3 BWTN.2 BWTN.1 BWT F.P.T (m) (m) (m) (m) (m) (%) SF(%) BM(%)1 2594.8

D9.994 0.824 9.171 9.811 382.0 67.4% 84.3% 90.0%

2 6317.6D

4000.0D

10.018 2.590 7.428 10.892 478.1 68.1% 73.7% 75.5%

3 400.0D

658.1D

10.064 2.852 7.212 11.019 493.8 68.7% 78.0% 80.6%

4 400.0B

4658.1B

9.011 0.058 8.954 10.468 366.0 55.3% 60.2% 57.7%

5 4694.9D

9.950 2.580 7.370 11.052 479.1 67.2% 71.7% 71.3%

6 4694.9B

9.011 0.058 8.954 10.468 366.0 55.3% 60.2% 57.7%

7 5827.8D

9.773 2.442 7.331 11.207 474.6 65.0% 67.3% 75.1%

8 5827.8B

9.011 0.058 8.954 10.468 366.0 55.3% 60.2% 57.7%

9 6098.0D

9.375 1.752 7.623 11.221 442.8 60.1% 69.2% 73.2%

10 6098.0B

9.011 0.058 8.954 10.468 365.9 55.3% 60.2% 57.7%

11 6100.6D

8.936 0.943 7.993 11.221 409.1 54.6% 78.2% 68.5%

12 6100.6B

9.011 0.058 8.954 10.468 365.9 55.3% 60.2% 57.7%

13 2594.8B

6317.6D

9.441 1.477 7.964 11.090 426.4 60.8% 69.8% 68.4%

14 2200.0D

6317.6B

9.155 0.257 8.898 10.426 372.1 57.1% 59.9% 58.1%

15 2200.0B

2600.0D

9.372 0.727 8.645 10.964 389.8 59.8% 59.7% 60.5%


16 1315.5B

3425.8D

9.239 0.834 8.405 10.824 397.6 58.2% 65.1% 72.8%

17 1315.5D

6025.8B

9.963 1.388 8.575 10.351 410.8 67.2% 57.9% 60.9%

18 1315.5B

2750.8D

9.796 1.317 8.479 10.186 410.6 65.1% 64.2% 68.8%

19 1315.5D

2750.8B

9.963 1.388 8.575 10.351 410.8 67.2% 57.9% 60.9%

20 6317.6B

10.923 2.121 8.803 9.733 429.9 79.0% 80.5% 76.3%

Hold content at end of loading / unloading Ballast content at end of loading / discharging Values at end of loading / dischargingHold 9 Hold 8 Hold 7 Hold 6 Hold 5 Hold 4 Hold 3 Hold 2 Hold 1 No.8 CH No.4 CH No.2 CH A.P.T N10 BWTN.9 BWTN.8 BWTN.7 BWT No.6 CH N.6 BWTN.5 BWTN.4 BWTN.3 BWTN.2 BWTN.1 BWT F.P.T T aft. Trim T fwd. GM VISB ZP Maximun

Mass (MT) Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty 2594.8 2750.8 6025.8 23278.2 6317.6 6317.6 6100.6 6098.0 5827.8 4694.9 4658.1 (m) (m) (m) (m) (m) (%) S.F(%)B.M(%)10.923 2.121 8.803 9.733 429.9 79.0% 80.5% 76.3%


S1001 Heavy Ballast Exchange (50% Bunker)Max. Percentage of S.F / B.M against Allowable

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 (Hrs)

20%40%60%80%

100%120%

S.F B.M

20%40%60%80%

100%120%

Step 1 23 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Visibility (Propeller Immerge %) -- Times Diagram

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 (Hrs)

100m200m300m400m500m600m

25%50%75%

100%125%150%

Visibility Prop.Immer.

Step 1 23 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

GoM (Trim) -- Times Diagram

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 (Hrs)

2m4m6m8m

10m12m14m16m18m

-2m-1m0m1m2m3m4m5m6m

GoM Trim

Step 1 23 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20


S1002 Normal Ballast Exchange 50% Bunker

Vessel Name : M.V. 'VENTURA' (H1040) Yard : Shanghai Waigaoqiao Shipbuilding Co., Ltd., IMO Number : 9346756 Port (Specific or typical) : Condition at commencement of loading / discharging : Total cargo to be loaded : Condition at end of loading / discharging : Dock water density (t/m3) : 1.025 Maximum loading / discharging rate : Average loading / discharging rate : No. of loaders / dischargers : Maximum ballasting / deballasting rate : 2500 m3/hr * 2sets Gravity : 5000 ton/hr Average ballasting / deballasting rate :

Volume of 19446 21988 22129 22710 22698 22116 22116 21993 18052 * Note : During each pour it has to be controlled that allowable limits for hull girder shear forces, bending moments Vh(m3) & mass in holds are not exceeded. Loading/discharging operations may have to be paused to allow for

Height of Hold 24.150 24.150 24.150 24.150 24.150 24.150 24.150 24.150 24.293 ballasting/deballasting in order to keep actual values within limits.h(m) * Abbreviation : L -- Loading , U -- Unloading , B -- Ballasting , D -- Deballasting , (P) -- Port Tank only , (S) -- Starboard Tank only

Hold content at commencement of loading / unloading Ballast content at commencement of loading / discharging Commencement of loading / dischargingHold 9 Hold 8 Hold 7 Hold 6 Hold 5 Hold 4 Hold 3 Hold 2 Hold 1 No.8 CH No.4 CH No.2 CH A.P.T N10 BWTN.9 BWTN.8 BWTN.7 BWT No.6 CH N.6 BWTN.5 BWTN.4 BWTN.3 BWTN.2 BWTN.1 BWT F.P.T T aft. Trim T fwd. GM VISB ZP Maximun

Mass (MT) Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty 1315.5 Empty 2594.7 2750.8 6025.9 Empty 6317.5 6317.5 6100.5 6097.9 5827.7 4694.9 3260.7 (m) (m) (m) (m) (%) (m) S.F(%)B.M(%)S.G (T/m3) 0.9842 0.9842 0.9842 0.9842 0.9842 0.9842 0.9842 0.9842 0.9842 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 1.025 8.334 1.235 7.099 13.382 436.5 47.3% 52.7% 82.5%

Cargo Operations Ballast Operations Values at end of pourPour No. Hold Hold Hold Hold Hold Hold Hold Hold Hold Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast Ballast T aft. Trim T fwd. GM VISB ZP Maxumun

Grade No.9 No.8 No.7 No.6 No.5 No.4 No.3 No.2 No.1 No.8 CH No.4 CH No.2 CH A.P.T N10 BWTN.9 BWTN.8 BWTN.7 BWT No.6 CH N.6 BWTN.5 BWTN.4 BWTN.3 BWTN.2 BWTN.1 BWT F.P.T (m) (m) (m) (m) (m) (%) SF(%) BM(%)1 2594.7

D4000.0

D8.168 2.041 6.127 13.933 485.8 45.4% 53.1% 74.8%

2 1315.5D

694.9D

7.623 1.382 6.241 15.099 459.2 38.6% 40.8% 51.2%

3 1315.5B

2000.0B

4694.9B

8.101 0.907 7.194 13.474 424.1 44.4% 53.3% 80.6%

4 1375.4D (P)

2913.9D (S)

8.065 1.565 6.501 14.192 460.2 44.1% 53.8% 81.7%

5 1375.4B (P)

2913.9B (S)

8.101 0.907 7.194 13.474 424.1 44.4% 53.3% 80.6%

6 1375.4D (S)

2913.9D (P)

8.065 1.565 6.501 14.192 460.2 44.1% 53.8% 81.7%

7 1375.4B (S)

2913.9B (P)

8.101 0.907 7.194 13.474 424.1 44.4% 53.3% 80.6%

8 1315.5D

3260.7D

8.277 2.002 6.275 14.504 481.1 46.7% 38.6% 53.9%

9 3012.9D (P)

3049.0D (S)

7.743 2.047 5.696 15.966 495.5 40.2% 41.0% 59.9%

10 3012.9B (P)

3049.0B (S)

8.277 2.002 6.275 14.504 481.1 46.7% 38.6% 53.9%

11 3012.9D (S)

3049.0D (P)

7.743 2.047 5.696 15.966 495.5 40.2% 41.0% 59.9%

12 3012.9B (S)

3049.0B (P)

8.277 2.002 6.275 14.504 481.1 46.7% 38.6% 53.9%

13 6317.5D

7.723 2.052 5.670 16.029 496.3 40.0% 44.8% 76.1%

14 6317.5B

8.277 2.002 6.275 14.504 481.1 46.7% 38.6% 53.9%

15 3158.8D (P)

3050.3D (S)

7.720 2.028 5.691 15.999 494.9 39.9% 41.1% 67.2%


16 3158.8B (P)

3050.3B (S)

8.277 2.002 6.275 14.504 481.1 46.7% 38.6% 53.9%

17 3158.8D (S)

3050.3D (P)

7.720 2.028 5.691 15.999 494.9 39.9% 41.1% 67.2%

18 3158.8B (S)

3050.3B (P)

8.277 2.002 6.275 14.504 481.1 46.7% 38.6% 53.9%

19 1315.5B

3260.7B

8.101 0.907 7.194 13.474 424.1 44.4% 53.3% 80.6%

20 594.8B

8.334 1.235 7.099 13.382 436.5 47.3% 52.7% 82.5%

Hold content at end of loading / unloading Ballast content at end of loading / discharging Values at end of loading / dischargingHold 9 Hold 8 Hold 7 Hold 6 Hold 5 Hold 4 Hold 3 Hold 2 Hold 1 No.8 CH No.4 CH No.2 CH A.P.T N10 BWTN.9 BWTN.8 BWTN.7 BWT No.6 CH N.6 BWTN.5 BWTN.4 BWTN.3 BWTN.2 BWTN.1 BWT F.P.T T aft. Trim T fwd. GM VISB ZP Maximun

Mass (MT) Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty Empty 1315.5 Empty 2594.8 2750.8 6025.9 Empty 6317.5 6317.5 6100.6 6098.0 5827.7 4694.9 3260.7 (m) (m) (m) (m) (m) (%) S.F(%)B.M(%)8.334 1.235 7.099 13.382 436.5 47.3% 52.7% 82.5%


S1002 Normal Ballast Exchange 50% BunkerMax. Percentage of S.F / B.M against Allowable

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 (Hrs)

20%40%60%80%

100%120%

S.F B.M

20%40%60%80%

100%120%

Step 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 1920

Visibility (Propeller Immerge %) -- Times Diagram

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 (Hrs)

100m200m300m400m500m600m

25%50%75%

100%125%150%

Visibility Prop.Immer.

Step 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 1920

GoM (Trim) -- Times Diagram

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 (Hrs)

2m4m6m8m

10m12m14m16m18m

-2m-1m0m1m2m3m4m5m6m

GoM Trim

Step 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 1920

Documents

SYMED BALLAST WATER EXCHANGE MANUAL … · SYMED BALLAST WATER EXCHANGE MANUAL ... IMO Res.A.868 (20), and familiarize themselves with the following: The background for the need for