BALLAST WATER MANAGEMENT PLAN

(MANUAL)

To meet the requirements of Regulation B-1 of

INTERNATIONAL CONVENTION FOR THE CONTROL AND MANAGEMENT
OF SHIP’S BALLAST WATER AND SEDIMENTS, 2004
AND THE IMO RESOLUTION MEPC. 127(53)
GUIDELINES FOR BALLAST WATER MANAGEMENT AND DEVELOPMENT
OF BALLAST WATER MANAGEMENT PLANS (G4)

M.V. AM SHRADDHA

This plan should be kept available for inspection on request by a port state control officer or by a port
state quarantine officer.
 CONTENTS
Section Title Page
Introduction 3
Ship Particulars 4
Record of Circulation 5
Record of Amendments 6
Section 1 Purpose 7
Section 2 Plan / Drawing of the Ballast System 8
Section 3 Description of the Ballast System 9 - 10
Section 4 Ballast Water Sampling Points 11
Section 5 Operation of the Ballast Water Management System 12 - 15
Section 6 Safety Procedures for the Ship and the Crew 16 - 18
Section 7 Operational or Safety Restrictions 19
Description of the Method(s) used on board for Ballast
Section 8 20
Water Management and Sediment Control
Section 9 Procedures for Disposal of Sediment 21
Section 10 Methods of Communication 22
Section 11 Duties of Ballast Water Management Officer 23
Section 12 Recording Requirement 24
Section 13 Crew Training and Familiarization 25 - 26
Section 14 Exemptions 27

APPENDICES
Appendix 1： Plans
Appendix 2： Time Table for Flow Through Method
Summary Form of Typical Ballast Water Exchange
Appendix 3： Plans for ballasting / deballasting by using ballast management system
Appendix 4： Assessment Criteria for Sequential Method and
Definition of Sea State According to WMO
Appendix 5： Blank Forms
Appendix 6： List of Reference Documents
Appendix 7： National or Local Quarantine Requirements for the Control
And Management of Ship’s Ballast Water and Sediments
Appendix 8： Operation Manual of Ballast Water Management System
 INTRODUCTION

1. This Manual is written in accordance with the requirement of Regulation B-1

of the International Convention for the Control and Management of Ship’s Ballast Water
and Sediments, 2004( the convention) and the associated Guidelines.

2. The purpose of the Manual is to meet the requirements for the control and management of ship's
ballast water and sediment in accordance with the guidelines for the ballast water Management
and the Development of Ballast Water Management Plans resolution MEPC 127(53)(The
Guidelines).
It provides standard operational guidance for the planning and management of ship’s ballast water
and sediments and describes safe procedures to be followed.

3. This plan may be inspected on request by an authorized authority.

4. It is the owners/operators or master’s responsibility to regularly review the plan and ensure that the
information contained therein is accurate and updated.

Note: The Plan is to be written in the working language of the crew, if the text is not in English, French, or
Spanish, the plan is to include a translation into one of these languages.
 SHIP PARTICULARS

Ship’s Name LAURENCE FRANCOISE

Ship type BULK CARRIER

Owner CHIJIN SHIPPING S.A.

Manager

Flag ISLE OF MAN

Port of Registry DOUGLAS

International Call Sign MECR7

Classification Society NIPPON KAIJI KYOKAI

Gross Tonnage 43,067

IMO Number 9827061

Length (OA) 228.99 m

Length (BP) 225.10 m

Breadth 32.26 m

Depth 20.00 m

Summer Load Draft 14.429 m(ext.)

Deepest Ballast Drafts Fore; abt.7.3 m
( Normal Ballast and Heavy weather Ballast ) Aft ;abt.9.2 m
Total Ballast Capacity 35,535.4 m3
Sequential Method for all ballast tanks,
Flow Through Method for No.1, 2, 3, 4, 5 W.B.T.
Ballast Water Management Methods Used and No.4 C.H. (W.B.)
&
Ballast Water Management System
Identification(Rank) of Ballast Water
Chief Officer
Management Officer
 RECORD OF CIRCULATION

This document to be circulated to ships staff that will be responsible for Ballast Water Management, by
the holder of the copy.
After reading the Ballast Water Management Plan, it is to be signed and Returned to the Ballast
Water Management Officer

Name Rank Date Joined Signature and date

 RECORD OF AMENDMENTS
AMENDMENTS
When any change/amendment is made to 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
Revision Master of
No Date Revised Part Signature
detail / description Signature
Signature
 SECTION －１ PURPOSE

Ballast water is essential to control trim, list, draft, stability, or stresses of the ship.
However, ballast water may contain aquatic organisms or pathogens, which, if introduced into the sea
including estuaries, or into fresh water courses, may create hazards to the environment, human health,
property or resources, impair biological diversity or interfere with other legitimate uses of such area.

The selected methods of ballast water management take into account the need ensure that Ballast
Water Management practices used to comply with this Convention do not cause greater harm than
they prevent to the environment, human health, property or resources of any State and the Safety of
the ship.

It is estimated that at least 7,000 different species are being carried in ship’s ballast tanks around the
world.
Studies carried out in several countries indicated that many species of bacteria, plants, and animal can
survive in a viable form in the ballast and sediment carried in ships, even after journeys of several
months’ duration.

Subsequent discharge of ballast water or sediment into the waters of Port States may result in the
establishment of harmful aquatic organisms and pathogens which may pose threats to indigenous
human, animal and plant life, and the marine environment.
When all factors are favorable, an introduced species by survive to establish a reproductive population
in the host environment, it may even become invasive, out-competing native species and multiplying
into pest proportions.
Although other media have been identified as being responsible for transferring organisms between
geographically separated water bodies, ballast water discharge from ship appears to have been among
the most prominent.
.
As a result IMO has developed guidelines for the development and implementation of a Ballast Water
Management on board ship aiming to assist governments, appropriate authorities, ships masters,
operators, owners and port authorities, as well as other interested parties, in the preventing,
minimizing
and ultimately eliminating the risk of introducing harmful aquatic organisms and pathogens from
ship’s ballast water and Associated sediment while protecting ship’s safety.

Good record keeping is critical to the success of a sound ballast water management program.
The appointed ballast water management officer is responsible for ensuring the maintenance of
appropriate records and that ballast water management and / or treatment procedures are followed
and recorded.

The function of the Ballast Water Management Plan is to assist in complying with IMO guidelines and
quarantine measures intend 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 provides information to port state control and other authorized officers
about a ship’s ballast handling system, sampling points and ballast water management system.
 SECTION－2 PLAN / DRAWING OF THE BALLAST SYSTEM
SECTION－

The following plans, which are located in Appendix 1, illustrate the ballast water system arrangements
and ship’s capabilities are to be used to assist the crew in understanding and following the Ballast Water
Management Plan:

1. General Arrangement.
2. Tank Arrangement
3. Tank Capacity Table (Ballast capacity plan)
4. Ballast Pumping Diagram in Engine room
5. Pumping Plan
6. Manhole Arrangement for Ballast Tanks

The following plans, which are located in Appendix 3, illustrate equipment arrangement of ballast water
management system and piping diagram with indication of ballast / deballasting and stripping are to be
used to assist the crew in understanding and following the Ballast Water Management Plan:

1.Equipment arrangement of ballast water management system.

2.Piping diagram of ballast management system with indication of ballasting/ deballasting and stripping.
3.Ballast system in engine room with indication of ballasting/ deballasting and stripping.
4.Ballast system for hull part with indication of ballasting/ deballasting and stripping.
 SECTION－3 DESCRIPTION OF THE BALLAST SYSTEM
SECTION－

The following is a description of the ballast system used onboard.

Reference Plan can be found in Appendix 1.

Ballast
Ballast Water Management
Management System
System
Process of ballast treatment : Electrolysis / Electrochlorination
Number and capacity : 1,600 m3/h x 2 sets

Ballast Tank Data

Location Capacity
Tank Pumps available
available
( Frame Nos. ) ( ㎥)
FORE PEAK TANK 235 - F.E 1,453.1(m3) (a), (b), (c), (d), (e)

NO.1 T.S. & BTM. W.B.T. (P/S) 204 - 235 3,068.2(m3) Do.

NO.2 T.S. & BTM. W.B.T. (P/S) 174 - 205 3,236.2(m3) Do.

NO.3 T.S. & BTM. W.B.T. (P/S) 118 - 176 6,133.2(m3) Do.

NO.4 T.S. & BTM. W.B.T. (P/S) 61 - 121 5,237.4(m3) Do.

NO.5 T.S. & BTM. W.B.T./ 32 - 63 1,909.4(m3) Do.

COLLECT. T. (P/S)
AFT PEAK TANK A.E - 10 1,086.6(m3) Do.

SUB. TOTAL 22,124.1(m3)

NO.4 HOLD (W.B.T.) 121 - 148 13,411.3(m3) Do.

WATER BALLAST TOTAL 35,535.4(m3)

Pump Data
Pump Rated Capacity Type Location
ELECT. VERTICAL
(a) NO.1 BALLAST PUMP 1,500 M3/H x 32 M ENGINE ROOM
CENTRIFUGAL
ELECT. VERTICAL
(b) NO.2 BALLAST PUMP 1,500 M3/H x 32 M ENGINE ROOM
CENTRIFUGAL
ELECT. VERTICAL
(c) FIRE & GS PUMP 100/ 250 M3/H x 66/ 25 M ENGINE ROOM
CENTRIFUGAL
ELECT. VERTICAL
(d) FIRE & BILGE PUMP 100/ 250 M3/H x 66/ 25 M ENGINE ROOM
CENTRIFUGAL
(e) BILGE / BALLAST
STRIPPING ABT. 100 M3/H ENGINE ROOM
EDUCTOR
Sediment Control and Removal Methods

Tank Bottom Flush Water jet

jet De-
De-mucking

FORE PEAK TANK X

NO.1 T.S. & BTM. W.B.T. (P/S) X

NO.2 T.S. & BTM. W.B.T. (P/S) X

NO.3 T.S. & BTM. W.B.T. (P/S) X

NO.4 T.S. & BTM. W.B.T. (P/S) X

NO.5 T.S. & BTM. W.B.T./

X
COLLECT. T. (P/S)
AFT PEAK TANK X

NO.4 HOLD (W.B.T.) X

NO.2 HOLD (W.B.T. in Port use) X

NO.6 HOLD (W.B.T. in Port use) X

＊Note：Mark [X]
X] to be filled in to applicable method for each ballast tank.
SECTION－4 BALLAST WATER SAMPLING POINTS
SECTION－

Information regarding the location of the ballast water sampling points and sediment sampling points is
contained in Drawing of “Ballast Pumping Diagram in Engine room” and “Manhole Arrangement for
Ballast Tanks” in Appendix 1.

Compliance monitoring may be undertaken by authorized officers ( e.g. Port State Control), by taking and
analyzing ballast water and sediment samples from ship.

There is unlikely to be any need for crew members to take sample except at the express request, and
under the supervision, of an authorized officer.

Authorized officers must be advised of all safety procedure to be observed when entering enclosed spaces.

Where ballast water or Sediment sampling for compliance or effectiveness monitoring is being undertaken,
the time required to analyze the samples shall not be used as a basis for unduly delaying the operation
movement or departure of the ship.

When sampling for research or compliance monitoring, authorized officer (e.g. Port State Control ) should
give as much notice to the master as possible that sampling will occur, to assist the Master in planning
staffing and operation resource to assist.

The Master has a general obligation to provide reasonable assistance for the above monitoring and
information pertaining to ballast arrangements and sampling points.

Port State Authorities should indicate to the master or responsible officer the purpose for which the
sample is taken(i.e. monitoring, research or enforcement).

Port State Authorities may sample or require sample to analyze ballast water and sediment, before
permitting a ship to discharge its ballast water.
 SECTION－5
SECTION－

OPERATION OF THE BALLAST WATER MANAGEMENT SYSTEM

The necessity of pre-planning is to ensure that all safety consideration as addressed in Section 6 and 7 are
in compliance with ballast exchange, ballast water treatment or other control options.

1.Treatment Systems
As required in Regulation D-2 of the Convention, Ships conducting Ballast Water Management in
accordance with this regulation shall discharge less than 10 viable organisms per cubic metre greater than
or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre less than
50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum
dimension; and discharge of the indicator microbes shall not exceed the specified concentrations described in
the following paragraph.
Indicator microbes, as a human health standard, shall include:
1. Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 millilitres or
less than 1 cfu per 1 gram (wet weight) zooplankton samples ;
2. Escherichia coli less than 250 cfu per 100 millilitres;
3. Intestinal Enterococci less than 100 cfu per 100 milliliters.

A Ballast Water Management System (BWMS) is any system which process ballast water such that it
meets or exceeds the Ballast Water Performance Standard in Regulation D-2 of the Convention.
The BWMS includes Ballast Water Treatment Equipment, all associated Control Equipment and
Sampling Facilities.

Ballast Water Treatment Equipment is equipment which mechanically, physically, chemically, or

biologically processes, either singularly or in combination, to remove, render harmless, or avoid the uptake
or discharge Harmful Aquatic Organisms and Pathogens within Ballast Water and Sediments.
Ballast Water Treatment Equipment may be operate at the uptake or discharge of ballast water, during
the
voyage, or at a combination of these events.

Ballast water management systems installed on board should ensure in addition to compliance with the
convention requirements, to be type approved and relevant certificates to be readily available on board.

When such a system is fitted on board it should be operated in accordance with the system design criteria
and manufactures operational and maintenance instructions as contained in the relevant booklets.

When the system encounters failure and / or malfunctions, these are to be recorded in the ballast record
book.

2. Ballast Water Exchange

Ballast water exchange in open water and the need to for exchange should be carefully examined and
prepared in advanced, in a similar manner to the preparation of a cargo plan for a loaded voyage, and with
the same degree of thoroughness.
The Convention require that vessel should conduct ballast water exchange:
 At least 200 nm from the nearest land and in water at least 200 m in depth; if this is not possible
 As far from the nearest land as possible, and in all cases at least 50 nm from the nearest land
and in water at least 200m in depth.
 In sea areas designated by the Port State.

All local and / or national regulation should be taken into consideration as may specify other depths and
distance from land.

A ship will not be required to deviate from its intended voyage or delay the voyage in order to comply with
any particular requirement as stated above.
In addition if the master decides reasonably that an exchange would threaten the safety or stability of the
ship, its crew or its passenger because of adverse weather, ship design or stress, equipment failure, or any
other extraordinary condition he is not required to comply with above paragraphs.

There are three methods of Ballast Water exchange which have been evaluated and accepted by the
Organization.
The three methods are the sequential methods, the flow-through method and dilution method.
The flow-through method and the dilution method are considered as “ pump through” methods.

2.1 Sequential Method

The “ Sequential Method” is a process by which a ballast tank intended for the carriage of ballast water is
first emptied and then refilled with replacement ballast water to achieve at least a 95% per cent
volumetric exchange.

In each tank, all of the ballast water should be discharged until suction of the pump 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, the tank is
refilled with new water which may allow re-emergence of organisms.

The sequential method requires careful planning and monitoring by the ship’s staff to mitigate risks to the
ship in respect of :
* longitudinal strength
* dynamic loads
* excessive trim
* bottom forward slamming
* propeller emergence
* intact stability ; and
* bridge visibility

A detailed step by step operational description of the ballast exchange sequence used is given in Section 8
which should be consulted prior, during and after the exchange in addition to the safety consideration in
Section 6 & 7.
At the same time ship stuff should be taking account ship’s position in relation to the land, navigational
hazards, shipping density, current and forecast weather, machinery performance and degree of crew
fatigue, before proceeding to the next pair of steps.
If any factor are considered unfavorable the ballast exchange should be suspended or halted.
2.2 Flow through Method
Flow–through Method is a process by which replacement ballast water pumped into a Ballast tank
intended for the carriage of ballast water, allowing water to flow through overflow or other arrangements
to achieve at least 95% per cent volumetric exchange of ballast water.
Pumping through three time the volume of each ballast water tank usually shall be considered to meet the
standard described above.
Pumping through less than three time volume may be accepted provided the ship can demonstrate that at
least 95% per cent volumetric exchange is met.

The flow-through method has the advantage that it can be used in weather conditions which would be
marginal for use of the sequential method, since there is little change to The condition of the ship and is
relatively easy to follow by ship stuff.
However, the Flow-through method introduces certain other risks and problems which may be considered
before using this procedure.
Refer also to Section 6, “ Safety procedures for the ship and the crew”.

The disadvantage are that not all tank are designed with a head to the top of the overflow.
Moreover, some tank configurations can be difficult to flush through effectively, in particular cellular
double bottom spaces and peak tanks.
There is a danger of over pressurization of tanks and there can be an accumulation of water on deck,
which in sub zero temperature conditions make the method impractical and dangerous for crew.
In addition pumps and piping will experience an increase in work load.

The above in addition to the safety aspects addressed in Section 6 & 7 should be carefully consulted and
followed where applicable.

Where peak tanks are partially filled, the follow through method should be avoided unless any
inadvertent exceeding of the design partially filling levels will not result in hull girder bending moments
and shear forces exceeding the permissible values.

2.3 Dilution Method (For reference)

Dilution method is a process by which replacement ballast water is filled through the top of the ballast
tank intended for the carriage of ballast water with simultaneous discharge from bottom at same flow rate
and maintaining a constant level in the tank through out the ballast exchange operation to achieve at
least 95% per cent volumetric exchange of ballast water.

Pumping through three times the volume of each ballast water tank usually shall be considered to meet
the standard described above. Pumping through less than three times the volume may be accepted
provided the ship can be demonstrate that at least 95 per cent volumetric exchange is met.
Safety considerations addressed in Section 6 & 7 should be carefully consulted and followed as applicable.

The above mentioned Ballast Water Exchanges are NOT APPLICABLE to this vessel.
3. Precautionary Practices
a. Minimizing uptake of harmful aquatic organisms, pathogens and sediments
When loading ballast, every effort should be made to avoid the uptake of potentially harmful aquatic
organisms, pathogens and sediment that may contain such organisms.
The uptake of ballast water should be minimized or, where practicable, avoid in areas and situations such
as :
* area identified by the Port State in connection with advice relating to :
* areas with outbreaks, infestations or known populations of harmful organisms and pathogens.
* areas with current phytoplankton bloom ( 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 shallow water ; or
* where propellers may stir up sediments.
* 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.
* Minimize departure and arrive ballast quantities but always within the Constraints of
safe navigation.

b. Non-
Non-release or minimal release of ballast water
In case where ballast exchange or other treatment options are not possible, ballast water may be retained
in tanks or holds, should this not be possible, the ship should only discharge the minimum essential
amount of ballast water in accordance with Port State’s contingency strategies.

c. Discharge to reception facilities

If reception facilities for ballast water and / or sediment are provided by a Port State, they should, where
appropriate, be utilized.
 SECTION－6
SECTION－

SAFETY PROCEDURES FOR THE SHIP AND THE CREW

1. Exchange at Sea
The exchange of ballast water in open sea has to be distinguished from ballast operation carried out in
ports or sheltered waters.

Ballast water operation at sea has the potential to be more hazardous than ballast water operations
carried out in port.

A decision should be made at the completion of each sequence, taking account factors such as the ship’s
position, weather forecast, machinery performance, stability, strength, degree of crew fatigue, before
proceeding to the next sequence.
If any factors are considered unfavorable the ballast exchange a decision should be made if exchange
operations should be suspended until conditions become favorable or halted.

Contingency procedures for situations which may affect ballast water exchange at sea, including
deteriorating weather conditions, pump failure and loss of power ; time to complete the ballast exchange
for each tank or an appropriate sequence thereof ; continual monitoring of the ballast water operation ;
monitoring should include pumps, level in tanks, line and pump pressures, stability and stresses ;

2. Ballasting / Deballasting by using ballast water management

management system
When ballasting and deballasting operation is carried out, use ballast water management system in
accordance with the operation manual (Appendix 8) safely.

Maintenance for ballast water management system should be carried out in accordance with the
operation manual (Appendix 8).

3. Safety considerations
Ballast water exchange has a number of safety considerations these include but are not limited to :
* avoidance of over and under-pressurization of ballast tanks ;
* sloshing loads in tanks that may be slack at any one time ;
* maintain adequate intact stability in accordance with an approved trim and
stability booklet taking into account the free surface effects on stability ;
* permissible seagoing strength limits of shear forces and bending moments
in accordance with an approved loading manual ;
* torsional forces
* forward and aft drafts and trim, with particular reference to bridge visibility
* propeller immersion ;
* minimum forward draft
* wave-induced hull vibrations when performing ballast water exchange ;
* watertight closures(e.g. manholes) which may have to be opened during ballast exchange must be
re-secured ; crew safety is paramount during this operation. Provision of discharging pipe head on
the manhole cover is suggested.
* maximum pumping / flow rates – to ensure the tank is not subjected to a pressure greater than
that for which it has been designed.
* internal transfers of ballast ;
* admissible weather conditions ;
* weather routing in area seasonably affected by cyclones, typhoons, hurricanes, or heavy
icing conditions ;
 Sequential Method
* Hull girder damage due to insufficient longitudinal strength.
* Adverse effects on ship’s stability due to free surface effects resulting in a reduction of ship’s GM
while emptying ballast water tanks or holds originally in a filled or partially filled condition in
order to achieve exchange.
* Structural damage to ship bottom forward caused by insufficient forward draft,
* Impermanent of maneuverability and / or ability to make headway ; caused by insufficient after
draft, 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 draft, 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 a 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.

Flow through Method

* Accumulation of water on decks which can cause a safety hazard to crew working on deck.
( Effect on stability may be negligible )
* In order to avoid over and under-pressure of the ballast tanks, the Master should ensure that the
Air Vents of the tanks are at all times properly maintained and in good operating condition.
* Where the flow through method is to be undertaken and there are slack ballast tank in the certain
ballast condition, the appointed Ballast Water Management Officer should first ensure that
accidental filling of the partially filled tanks will not result in hull girder bending moments and
shear force exceeding the permissible values.
* In order to avoid over and under-pressure of the ballast tanks, the Master should ensure that the
manholes of the specific ballast tanks are opened prior to commencement of the flow through
method of the ballast exchange for the top side tanks, as mentioned in the Ballast Exchange
Sequences.
Care should be taken that the manholes are closed after termination of the flow through of
subject tanks.

4. Conditions under which ballast water exchange at sea should not be undertaken
These circumstance may result from critical situations of an exception nature or force majeure due
to stress of weather, known equipment failures or defects, or any other circumstances in which human life
or safety of the ship is threatened.

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 hazard
associated with the freezing of overboard discharge arrangement air pipes, ballast system valves together
with their means of control, and the built up of ice on deck.
Consideration must always be given to personnel safety, including precautions which may be required
when personnel are required to work on deck at night, in heavy weather, when ballast water overflows the
deck, and in freezing conditions.
These concerns may be related to the risks to the personnel of falling and injury, due to the slippery wet
surface of the deck plate, when water is overflowing on deck, and to the direct contact with the ballast
water, in terms of occupational health and safety.

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 area 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 givens sign of under-performance.
* When due to other important duties on board not enough trained officer and
crew are available to perform the ballast exchange safety.
* When abnormal vibrations of the vessel’s hull or equipment are experienced
while progressing on a certain step of the ballast exchange.

5. Precautionary advice to Master when undertaking Ballast Water exchange operation

Master should take all necessary precautions when undertaking ballast water exchange sequences that
involve periods when the criteria for propeller immersion, minimum forward draft and bridge visibility
cannot be met.

(1) During ballast water exchange sequences there may be times when, for a transitory period, one or
more of the following criteria cannot be fully met or are found to be difficult to maintain :
* bridge visibility standards ( SOLAS V / 22 )
* propeller immersion ; and
* minimum draft forward
* emergency fire pump suction ;
(2) In planning a Ballast Water Exchange operation that includes sequence which involve periods when
the criteria for propeller immersion, minimum draft and or trim the following should be taken into
consideration :
* the duration(s) and time(s) during the operation that any of criteria will not be met ;
* the effect(s) on the navigational and maneuvering capabilities of the ship ; and
* the time to complete the operation.
(3) A decision to proceed with the operation should only be taken when it is anticipated that ;
* the ship will be in open water.
* the traffic density will be low ;
* an enhanced navigational watch will be maintained including if necessary an additional look out
forward with adequate communication with the navigation bridge ;
* the maneuverability of the vessel will not be unduly impaired by the draft and trim and or
propeller immersion during the transitory period ; and
* the general weather and sea state conditions will be suitable and unlikely to deteriorate.
 SECTION－7 OPERATIONAL OR SAFETY RESTRICTIONS
SECTION－
A ballast plan for a ballast voyage should be prepared in advance, in a similar manner to the preparation
for a cargo plan for a loaded voyage, and with the same degree of thoroughness. This pre-planning is
necessary in order to maintain safety in case compliance with ballast exchange or other ballast water
treatment or control options is required.

The safety information in Section 6 should be taken into account when preparing the voyage plan.

This section gives guidance on additional operation and safety ballast handling procedures to be followed
at sea.

The emergency operation including malfunction of BWMS and safety, refer to the attached operation
manual of BWMS (Appendix 8).

Handling the reagent

When handling the reagent for ballast treatment system, it is necessary to wear safety uniform and gloves
and protective goggles.

Additional limit for ballast exchange

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.

Ballast exchange operations are complex procedures and may last from several hours to days.
All personnel engaged in ballast exchange should be 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 can take place. Such incidents should be brought
immediately to the attention of the Company’s Safety Officer and emergency procedures 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 utilization of the general service
pump.
Ships enrolled with the Ship Emergency Response Service (SERS) could, if necessary, active the service.

Procedures for Safe Tank Entry

Due to the possibility that an enclosed space may have an oxygen deficient, flammable or toxic
atmosphere, which will not support life, or involves risk of explosion, it is important establish that the risk
and hazards have been eliminated and that the enclosed space is “Safe for Entry”

The procedures for Safe Tank Entry are contained in the company’s controlled Safety Management
System Manuals.
Additionally, a risk assessment is always carried out before entering a tank as per company’s SMS
procedures.
 SECTION－８
SECTION－８

DESCRIPTION OF THE METHODS USED ON BOARD FOR BALLAST

WATER MANAGEMENT AND SEDIMENT CONTROL

1. Procedures for ballast Water Exchange (For sequential)

When exchanging ballast at sea, the safety and operational information and restrictions must be taken
into account at all times.
When pre planning the Ballast exchange, the appointed officer should take into account all safety and
operational criteria and restrictions as detailed in this ballast water management plan and ensure that
strength and stability will be maintained within the allowable limits stated in the ship’s approved loading
manuals and trim and stability booklets, the loading instrument onboard could be used to verify
compliance for the aspects (Longitudinal strength and Intact stability) for which approved by the vessel’s
classification.
The appointed officer should also ensure that the fore and aft draft, trim and propeller immersion are
adequate for the voyage taking into account expected weather, proximity of land, expected traffic and
other navigational issues.
Bridge visibility is to be maintained in compliance with SOLAS V/22.

2. LIST of Ballast Exchange Plan (BEP)

Condition from Approved Loading Method of Ballast

BEP Description of Condition
Manual which the BEP based Exchange examined
Normal Ballast Condition, HG-7 Loading Manual and Refer to Appendix 2
1 Heavy Ballast Condition Stability Information

Summary forms of ballast water exchange sequence of above mentioned ballast conditions and Print outs
for each steps calculation results are available in Appendix 2 of this plan.

3. Procedure for Ballast Water

Water Management by Treatment System
When ballasting and deballasting by ballast water management system, the safety and operational
information should be taken into account at all times.
The safety and operational information is described in the operation manual (Appendix 8).
 SECTION－９ PROCEDURES FOR DISPOSAL OF SEDIMENT
SECTION－９

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

When sediment has accumulated consideration should be given to flushing tank bottoms and other
surfaces when in suitable areas, i.e. outside 200 nautical miles from land and in water depth of over 200
meters.

The volume of sediment in a ballast tank should be monitored on a regular basis.

Sediment in ballast tanks should be removed in a timely basis and as found necessary always taking into
account safety and operational considerations addressed in this manual.
The frequency and timing of removal will also depend on factors such as Sediment build up, ship’s trading
pattern, availability of reception facilities, work load of the ship personnel and safety consideration.

Removal of the sediment from ballast tank should preferably be undertaken under controlled conditions in
port, at a repair facility or in dry dock.
The removed sediment should be preferably be disposed of in a sediment reception facility if available
reasonable and practicable.

Flushing by using water movement within a tank to bring sediment into suspension, will only remove a
part of the mud, depending on the configuration of an individual tank and its piping arrangement.
Removal may be more appropriate on a routine basis during scheduled dry dockings.
This is often needed for other reasons anyway.

However, flushing at sea may be a useful tool on some occasions such as when a ship changes its trading
area.

When sediment is removed from the ship’s ballast tanks and is to be disposed of by that ship at sea such
disposal should only take place in area outside 200 nautical miles from land and in water depth of over
200 meters.
 SECTION－10
SECTION－ METHODS OF COMMUNICATION

This section contains information to assist the Master in the procedures for coordinating the discharge of
ballast of a Coastal State, Local government or other involved parties.

The quick and effective communication between the ship and Coastal State or other involved parties
becomes vital in mitigating the effects of an unnecessary delay for ship seeking entry to Port States.

The requirements and roles of the various national and local authorities involved vary widely from state
and even from port to port.
Approaches to the responsibility for ballast water exchange also vary.
In majority of coastal states responsibility for compliance with port state requirements is placed on the
ship-owner and the ship.

Generic report and information can be found in Appendix 5 to assist the Master with organizing a
communication to ballast water exchange and treatment plan to a port state not having issued any
specific requirements.

The Coastal State should be contacted for Specific Ballast Water Discharge Requirement and Reporting
prior to vessel’
vessel’s arrival in Port State territorial water.
water

Therefore the master with responsible officer should timely obtain all necessary information and prepare
the vessel accordingly taking into consideration the safety and operational restriction as described in this
plan and relevant sections.
Information on specific port state procedures can be obtained either by referring to the appendix of this
plan, consulting the company and / or local agent for latest information / requirements.

A. Actions
Actions to be taken by the vessel where coastal state has specific procedure for discharge of ballast
water.:
water.:
1. Follow agreed reporting procedures.
2. Contact ship’s agent to ascertain the latest information / requirement on ballast discharge in the
water
of respective state.
3. Advise / communicate with the company and request any other information they might hold on
ballast water discharge.
4. Ensure that you timely plan for all above actions and that safety and operation restrictions
are consulted.
B. Actions
Actions to be taken by the vessel where the coastal state has no specific procedure for discharge of
ballast water:
water:
1. Contact ship’s agent and / or company to obtain latest information on the discharge requirement
at port state territory.
2. Carry out discharge of ballast water as per approved ballast treatment.
3. Take into consideration safety and operational procedures related to respective discharge.
4. Keep proper records and have them readily available for possible inspection.

The Master is to contact the relevant parties such as coastal state, etc. to operate her ballast water in case
of the emergency (fail of power,
power, malfunction
malfunction of BWM
BWMS, etc.).
etc.).
 SECTION－11
SECTION－

DUTIES OF BALLAST WATER MANAGEMENT OFFICER

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

* Ensure that ballast water management and / or treatment procedures are follow and recorded.
* Where ballast operation is required, follow the procedure in this BWMP and the operation manual
of BWMS.
* Ensure adequate and enough personnel and equipment are available for the execution of the
treatment.
* Inform the shore management on commencement / interruption / completion of ballast water
operation, using the Notification Form.
* Maintain the Ballast Water Record Book and all other relevant / applicable documentation.
* 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 familiarization and training of crew in ballast water management requirements
and applicable shipboard systems and procedures.
* Other duties specified by the Company.

The Master must ensure that the ballast Water Management Plan is clearly understood by the appointed
officer and by any other ship staff that may be involved.

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.
 SECTION－12 RECORD
SECTION－ RECORDING
CORDING REQUIREMENT
The ballast water management officer is to ensure that the ballast water record book and any other
necessary documentation / forms are completed and kept up-to-date.
Necessary blank forms are contained in Appendix 5.

Ballast Water Record Book

The Ballast Water Record Book may be an electronic record system or it may be intergraded into another
record book or system and which shall at least contain the information as specified in this Section, in
Appendix 5 and as per the Convention Requirements.

The Ballast Water Record Book is to be maintained on board for a minimum of two years in order to
provide port state control or other authorized officers with information they may require concerning the
ballast water on board the ship.
Thereafter the manual should be maintained in the company’s control for a minimum period of 3 years.

In the event of the discharging of ballast water pursuant to regulation A-3, A-4 or B-3 or in the event of the
accidental or exception discharging of ballast water not otherwise exempted by this Convention, an entry
shall be made in the Ballast Water record book describing the circumstance, and the reason for the
discharge.

Each operation concerning ballast water shall be fully recorded without delay in the Ballast Water Record
Book.
When the systems encounter failure and/or malfunctions, these are to be also recorded in the Ballast
Water Record Book.
The officer in charge of the operation should sign each entry and the Master should sign each completed
page.
The entry in the Ballast Water Record Book shall be in the working language, if English is not the
working language, then a translation of the record in English is to be kept.
When entries in an official national language of the States whose flag the ship in entitled to fly are also
used, these shall prevail in the case of dispute or discrepancy.

Officer duly authorized by the party may inspect the Ballast Water Record Book on board any ship to
which this regulation applies while the ship is its port or offshore terminal, and may make a copy of any
entry, and require the Master to certify that the copy is a true copy.
Any copy so certified shall be admissible in any judicial proceeding as evidence of the facts stated in the
entry.
The inspection of a Ballast Water Record Book and taking of a certified copy shall be performed as
expeditiously as possible without causing the ship to be unduly delayed.

Ballast Water Reporting form

When taking on or discharging ballast water, as a minimum, the dates, geographical location, ship’s tanks
and cargo hold, ballast water temperature and salinity as well as the amount of ballast water loaded or
discharged should be recorded and made available to the Port State Authority when requested.

Based on the Countries requirement, Ballast Water Reporting Forms specified in each requirement are
used to record the ship action related to the ballast water management.

In case that the arriving port has no specific reporting requirement then all action must to be recorded in
the sample form of Ballast Water Reporting Form included in Appendix 5.
 SECTION－13 CREW TRAINING AND FAMILIARIZ
SECTION－ FAMILIARIZATION

It is of imperative priority to ensure that both Master, ship’s officer and crew have an understanding of the
need for ballast water management with proper training.

If crew members understand the reasons for the exchange or treatment of the ballast water and
associated sediments, they are more likely to ensure that it is carried out effectively and efficiently.

Owners, managers, operators and other involved in officer and crew training for ballast water
management should consider the following:

Training for ship’s masters and crews as a appropriate should include instruction on the requirements of
the convention, the ballast water and sediment management procedures and the ballast water record
book particularly having regard to matters of ship safety, maintenance of records and reporting
requirement in accordance with the information contained in IMO convention.

Ship’s officers and ratings engaged in ballast water operation at sea must be aware of what is expected of
them and why should be trained in and familiarized with the following:
* The ship’s pumping/BWMS arrangements including ballast arrangement.
* The locations of air and sounding pipes of all ballast tanks.
* The position of all ballast tank suctions and pipelines.
* The overboard discharge arrangements and opening 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 time and circumstances required to undertake the various ballast water operation.
* The methods for ballast water operation at sea used, the related safety precautions and
associated hazards.
* The location and suitable access points for sampling purposes.
* The technical information (Specification of BWMS, Safety consideration, etc.) related to BWMS
* The operational information of BWMS including inspection, maintenance, back-up procedure,.

The Master and Ballast Water Management Officer should ensure that the personnel assigned KEY
Respon
esponsibilities
sibilities in any ballast operation procedures are suitable and well trained according to the above.
Special attention should be given to the safety aspects related
related with the subject procedures.

Provisions for crew training and familiarization include the following.

1. requirements of a general nature regarding ballast water management ;
2. training and information on ballast water management practices ;
3. ballast water operation ;
4. ballast water treatment systems ;
5. general safety consideration ;
6. the emergency action/procedure (in case of fail of power, malfunction of BWMS, etc.)
7. the ballast record book and maintenance of records ;
8. the operation and maintenance of installed ballast water treatment systems ;
9. safety aspects associated with the particular systems and procedures used
onboard the ship which affect the safety or human health of crew and
passengers and / or the safety of the ship ;
10. precautions for entering tanks for sediment removal ;
11. procedures for the safe handling and packaging of sediment ; and
12. storage of sediment.
 Training Record for Ballast Water Management Manual

Date Name Rank Signature Remarks

emarks Verified by
 SECTION – 14 EXEMPTIONS

No exemption certificates that may be granted under regulation A-4 of the Convention is applied to this
ship.

Any future exemptions should also be recorded in the Ballast Water Record Book.