压载水管理计划
压载水排放计划表
压载水排放计划表（原创版）目录1.压载水排放计划表的概述2.压载水排放计划表的作用和重要性3.压载水排放计划表的制定流程4.压载水排放计划表的具体内容5.压载水排放计划表的实施和监管6.压载水排放计划表的意义和影响正文压载水排放计划表是船舶在航行过程中，对压载水排放进行科学合理规划和管理的一种表格。
压载水是船舶在航行过程中，为保持船舶稳定，减少船舶的纵倾和横倾，而在船舶舱室内注入的水。
船舶在航行过程中，需要定期排放压载水，以保持船舶的正常运行。
压载水排放计划表的制定，旨在规范船舶压载水排放行为，防止船舶压载水污染海洋环境。
压载水排放计划表的作用和重要性主要体现在以下几个方面：首先，规范船舶压载水排放行为。
船舶在航行过程中，需要定期排放压载水，以保持船舶的正常运行。
压载水排放计划表的制定，可以使船舶在排放压载水时，严格按照规定程序操作，避免随意排放，污染海洋环境。
其次，保护海洋环境。
船舶压载水排放，如果管理不善，可能会造成海洋污染。
压载水排放计划表的制定，可以使船舶在排放压载水时，严格按照规定程序操作，保证排放的压载水符合国际和国内标准，避免对海洋环境造成污染。
再次，提高船舶管理水平。
压载水排放计划表的制定，可以使船舶管理人员，更加科学合理地管理船舶压载水排放，提高船舶管理水平。
压载水排放计划表的制定流程，一般包括以下几个步骤：首先，船舶管理人员，根据船舶的航行计划和压载水排放需要，制定压载水排放计划表。
其次，将压载水排放计划表报送相关管理部门审批。
最后，经审批后，船舶管理人员按照压载水排放计划表，进行压载水排放。
压载水排放计划表的具体内容，主要包括船舶压载水排放的时间、地点、方式、数量等信息。
压载水排放计划表的实施和监管，主要由相关管理部门负责。
船舶在航行过程中，需要定期向相关管理部门报告压载水排放情况，接受监督管理。
压载水排放计划表的意义和影响，主要体现在以下几个方面：首先，有利于规范船舶压载水排放行为，防止海洋污染。
压载水管理计划 BWMP (MEPC 127 (53))
压载水管理计划BWMP (MEPC 127 (53))BALLAST WATERMANAGEMENTPLAN (MANUAL)To meet the requirements of Regulation B-1 ofINTERNATIONAL CONVENTION FOR THE CONTROL AND MANAGEMENTOF SHIP’S BALLAST WATER AND SEDIMENTS, 2004AND THE IMO RESOLUTION MEPC. 127(53)GUIDELINES FOR BALLAST WATER MANAGEMENT AND DEVELOPMENTOF BALLAST WATER MANAGEMENT PLANS (G4)This plan should be kept available for inspection on request by a port state control officer or by a port state quarantine officer.1. This Manual is written in accordance with the requirement of Regulation B-1of the International Convention for the Control and Management of Ship’s Ballast Waterand Sediments, 2004( the convention) and the associated Guidelines.2. The purpose of the Manual is to meet the requirements forthe 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 informationcontained 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, theplan is to include a translation into one of these languages.- 1 -Ship’s Name Ship type Owner Manager FlagPort of Registry International Call Sign Classification Society Gross Tonnage IMO Number Length (OA) Length (BP) Beam Depth Summer Load DraftDeepest Ballast Drafts( Normal Ballast and Heavy weather Ballast ) Total Ballast CapacityBallast Water Management Methods UsedIdentification(Rank) of Ballast WaterManagement Officer- 2 -This document to be circulated to ships stuff 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 OfficerNameRankDate JoinedSignature and date- 3 -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 pagesRevised Revisiondetail / descriptionSignatureMaster of SignatureCONTENTSParticulars of Circulation of Amendments Section 1 Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Section 8 Section 9 Section 10 Section 11 Section 12 Section 13 Section 14 PurposePlan / Drawing of Ballast System Description of the Ballast System Ballast Water Sampling PointsOperation of the Ballast Management System Safety Procedures for the Ship and CrewOperational or Safety RestrictionsDescription of the Method(s) used on board for Ballast Water Management and Sediment Control Procedures for the Disposal of Sediment Methods of CommunicationDuties of the Ballast Water Management Officer Recording RequirementCrew Training and Familiarization ExemptionsAPPENDICESAppendix 1：PlansAppendix 2：Summary forms of Ballast water exchange sequences and Print out for each step calculation results Appendix 3：Assessment Criteria for Sequentialand Definition of Sea State according to WMOAppendix 4：Blank FormsAppendix 5：List of Reference DocumentsAppendix 6：National or Local Quarantine Requirements for the Control And Management of Ship’s Ballast water and Sediments- 5 -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 arou nd the world.Studies carried out in several counties 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, minimizingand 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 ofappropriate 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.The plan should not be used or regarded as a guide to ballasting.- 6 -The following plans, which are located in Appendix 1, illustrate the ballast water system arrangements and ship’s capabilities and are to be used to assist the crew in understanding and following the Ballast WaterManagement Plan:1. General Arrangement.2. Capacity plan with Deadweight Scale3. Piping Diagram of Ballast System4. Pumping Diagram of Ballast System in Engine room5. Schematic Diagram of Sounding pipe and Air Escape Pipe6. Manhole Arrangement for Ballast Tanks- 7 -The following is a description of the ballast system used onboard. Reference Plan can be found in Appendix 1.Ballast Tank DataTankLocation( Frame Nos. )Capacity( ? )Pumps availablePump Data- 8 -Overflow and Filling Line Data ( for flow through method )TANKNo. ofOverflow Lines per tank (Air vents or overflow lines per tank)Overflow line nominal diameter (mm)Overflow lines total cross section area (mm2)Filling line Nominal diameter (mm)Filling line Total cross sectional area (mm2)RATIO of Overflow / Filling line total cross sectional areaAll Water Ballast Tanks satisfy the minimum requirements for Vent, Sounding, and Overflow Pipes, as stated below:Where tanks are filled by pump pressure, the aggregate area of the vents for tank is to be at least 125% of the effective area of the filling line, except that when overflows are fitted, the area of the overflow is to beat least 200% of the effective area of the fill line and the vents need not exceed the above minimum sizes.In addition, the pump capacity and pressure head are to be considered in the sizing of the vent and overflows ; where high capacity or high head pumps are used, calculations demonstrating the adequacy of the vent and overflow are to be submitted.- 9 -Sediment Control and Removal MethodsTankBottom FlushWater jetDe-mucking＊Note：Mark [X] to be filled in to applicable method for each ballast tank.- 10 -Time Required For The Flow-through MethodBallast TankCapacity ( ? )Pumps Serving Specific TankTime for 3 Exchange*WARNING:(1) In case that Flow-through Method is being used, it is necessary prior to this operation to open the water tight manhole(s) of the corresponding tank.(2)It is recommended that only one pump should be used for ballasting and de-ballasting a single ballast tank.- 11 -Information regarding the location of the ballast water sampling points and sediment sampling points is contained 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 sampleexcept 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.- 12 -The necessity of pr-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. Ballast Water ExchangeBallast 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 possibleAs far from the nearest land as possible, and in all cases at least 50 nm from the nearest landand 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 wouldthreaten 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 extra。
营运船压载水管理计划编制要求
编制依据 主要编制内容 注意事项
目录Leabharlann 编制依据第一部分编制依据
《2004压载水公约》及其修正案 《压载水管理及压载水管理计划编制指南》
（G4），即MEPC.127(53)决议，和MEPC.306(73) 修订案 《压载水置换导则》（MEPC.288(71) ） 《压载水公约应急措施指南》（BWM.2/Circ.62） 压载水公约生效前压载水管理证书签发和根据 A.868(20)决议批准的压载水管理计划 （BWM.2/Circ.40）。 CCS《压载水管理计划编制指南2020》
D-1置换方法作应急措施
D-1置换方法在D-2生效后仅作为应急措施或 者在港口国的特殊要求下使用。
仅对具备D-1置换方法的船舶 也是目前具有可操作性的应急措施 应在计划中明确描述。
生物污垢管理计划
2012年6月21日生效的美国压载水管理联邦法 案“33 CFR Part151.2050” 第(g)(3)条要求：航 行美国水域的所有船舶应持有“压载水管理计 划（BWMP）”，该计划除应满足压载水公约 要求外，还应包含生物污垢管理计划的内容。
其它程序和报告
压载系统布置
各压载舱的布置、舱容、适用的压载泵、 处理时间
压载管系、泵系的布置
取样点，D-2/D-1的取样点列表或示意图， 注意溢流法或稀释法，不应在溢流管内设 置采样点
安全评估报告
顺序法，典型工况的选取，注意不同船型 的区别，核对空船重量和重心位置
溢流法，溢流阻力计算，注意管路简化和 输入的数据是否正确，包括管径、管路长 度、附件的数量和布置等
BWM.2/Circ.52/Rev.1的豁免）
压载水管理方法的编制要求
001-国际船舶压载水管理计划-(中英版)
船舶压载水管理计划BALLAST WATER MANAGEMENTPLANWESTLION SHIP MANAGEMENT CO., LTD.目录Contents章节标题Chapter Title1.介绍Introduction2.船舶资料Ship ’ s particular3.负责人员及职责Responsible officer any their duties 4.培训和教育Training and education5.压载水管理的手段Ballast water management measures 6.安全措施Safety Precautions7.更换压载水程序Procedure For Ballast Water Exchange 8.记录和报告程序Recording and Reporting Procedures 9.附录APPENDIXES 页码Page 24568131920压载水管理计划BALLAST WATER MANAGEMENT PLAN1.介绍与目的Introduction and object1.1数个国家的研究显示在船上压载水和淤泥中的多种细菌、植物和动物，虽经过数个月的海上旅程，仍能存活。
随后在各港口国水域排放压载水或淤泥，将产生对当地的人类，动植物生态，及海洋环境构成威胁的有害水生有机体和病原体。
虽然其他媒介已被确定引起有机体在分隔水体之间的传播，但船舶排出的压载水却被列于最显著的媒介之中。
Studies carried out in several countries have shown that many species of bacteria, Plants, and animals can survive in a viable from in the ballast water and sediment carried out in ships, even after journeys of several months ’ during. Subsequent discharge of ballast water or sediment into the water of port States may result in the establishment of harmful aquatic organisms and pathogens which may pose threats to indigenous human, animals and plant life, and the marine environment. 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.1.2为了减少船舶压载水在各海区之间传播对当地海洋中的动植物及海洋环境有危害的海生物的可能性，并符合国际海事组织《为减少有害水生物和病原体传播的对船舶压载水控制和管理的指南》（ RESOLUTION A。
压载水管理
压载水管理公约解读及现状1压载水管理公约背景为了控制和防止船舶压载水传播有害水生物和病原体，国际海事组织（IMO）于2004年2月9日至13日在英国伦敦IMO总部召开了船舶压载水管理国际大会。
大会以IMO A.868（20）决议通过了《船舶压载水及沉积物控制和管理国际公约》（INTERNA TIONAL CONVENTION FOR THE CONTROL AND MANAGEMENT OF SHIPS' BALLAST WATER AND SEDIMENTS, 2004），简称2004压载水管理公约。
该公约规定的生效条件是，合计占世界商船总吨位不少于35％的至少30个国家批准1年后生效。
2压载水管理公约的主要构成《压载水管理公约》由22条正文和1个附则组成，附则作为公约的技术要求分为5部分。
2.1 公约正文内容包括：定义，一般义务，适用范围，控制有害水生生物和病原体通过船舶压载水和沉积物转移，沉积物接收设施，科学技术研究和检测，检验和发证，对违反事件的处理，船舶检查，对违反事件的调查和对船舶的监督，检查并采取行动的通知，避免对船舶的不当延误，技术援助、合作与区域协作，信息交流，争端的解决，与国际法和其他法律文件的关系，签署和批准，生效，修正程序和退出等。
2.2 公约的附则《控制和管理船舶压载水和沉积物以防止、减少和消除有害水生物和病原体转移规则》包括总则（A部分）、船舶压载水管理和控制要求（B部分）、某些区域的特殊要求（C部分）、压载水管理的标准（D部分）和检验发证要求（E部分）等5部分内容。
2.3 为使《压载水管理公约》能统一实施，IMO通过制定一系列技术导则提出具体要求。
截至2008年10月召开的MEPC（58）会议，14个导则都已经完成，还对其中2个进行了修改（见表1）。
表1导则制定和通过时间注：(1)该导则于MEPC(58)会议上修订。
(2)该导则于MEPC(57)会议上修订。
压载水管理计划 BWMP (MEPC 127 (53))
BALLAST WATERMANAGEMENTPLAN (MANUAL)To meet the requirements of Regulation B-1 ofINTERNATIONAL CONVENTION FOR THE CONTROL AND MANAGEMENTOF SHIP’S BALLAST WATER AND SEDIMENTS, 2004AND THE IMO RESOLUTION MEPC. 127(53)GUIDELINES FOR BALLAST WATER MANAGEMENT AND DEVELOPMENTOF BALLAST WATER MANAGEMENT PLANS (G4)M/VIMO No.This plan should be kept available for inspection on request by a port state control officer or by a port state quarantine officer.INTRODUCTION1. This Manual is written in accordance with the requirement of Regulation B-1of the International Convention for the Control and Management of Ship’s Ballast W aterand 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 andsediment in accordance with the guidelines for the ballast water Management and the Development of Ballast W ater 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 informationcontained 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 PARTICULARSShip’s NameShip typeOwnerManagerFlagPort of RegistryInternational Call SignClassification SocietyGross T onnageIMO NumberLength (OA)Length (BP)BeamDepthSummer Load DraftDeepest Ballast Drafts( Normal Ballast and Heavy weather Ballast )T otal Ballast CapacityBallast Water Management Methods UsedIdentification(Rank) of Ballast WaterManagement OfficerThis document to be circulated to ships stuff that will be responsible for Ballast W ater Management, by the holder of the copy.After reading, the Ballast W ater Management Plan it is to be signed and Returned to the Ballast W ater Management Officer Name Rank Date Joined Signature and dateWhen 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 pagesNo Date RevisedPartRevisiondetail / descriptionSignatureMaster ofSignatureCONTENTSSection Title Page Ship Particulars Introduction Record of Circulation Record of Amendments Section 1 PurposeSection 2 Plan / Drawing of Ballast System Section 3 Description of the Ballast System Section 4 Ballast Water Sampling PointsSection 5 Operation of the Ballast Management System Section 6 Safety Procedures for the Ship and CrewSection 7 Operational or Safety RestrictionsSection 8 Description of the Method(s) used on board for Ballast Water Management and Sediment Control Section 9 Procedures for the Disposal of Sediment Section 10 Methods of CommunicationSection 11 Duties of the Ballast Water Management Officer Section 12 Recording RequirementSection 13 Crew Training and Familiarization Section 14ExemptionsAPPENDICESAppendix 1： PlansAppendix 2： Summary forms of Ballast water exchange sequences and Print out for each step calculation results Appendix 3： Assessment Criteria for Sequential Methodand Definition of Sea State according to WMOAppendix 4： Blank FormsAppendix 5： List of Reference DocumentsAppendix 6： National or Local Quarantine Requirements for the Control And Management of Ship’s Ballast water and SedimentsSECTION －１ PURPOSEBallast 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 W ater 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 counties 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 W ater 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, minimizingand 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 ofappropriate records and that ballast water management and / or treatment procedures are followed and recorded.The function of the Ballast W ater 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.The plan should not be used or regarded as a guide to ballasting.SECTION－2 PLAN / DRA WING OF THE BALLAST SYSTEMThe following plans, which are located in Appendix 1, illustrate the ballast water system arrangements and ship’s capabilities and are to be used to assist the crew in understanding and following the Ballast W ater Management Plan:1. General Arrangement.2. Capacity plan with Deadweight Scale3. Piping Diagram of Ballast System4. Pumping Diagram of Ballast System in Engine room5. Schematic Diagram of Sounding pipe and Air Escape Pipe6. Manhole Arrangement for Ballast TanksSECTION－3 DESCRIPTION OF THE BALLAST SYSTEMThe following is a description of the ballast system used onboard.Reference Plan can be found in Appendix 1.Ballast T ank DataT ank Location( Frame Nos. ) Capacity( ㎥ )Pumps availablePump DataPump RatedCapacityType LocationOverflow and Filling Line Data ( for flow through method )T ANKNo. ofOverflow Linesper tank(Air vents oroverflow linesper tank)Overflow linenominaldiameter(mm)Overflow linestotal crosssection area(mm2)Filling lineNominaldiameter(mm)Filling lineTotal crosssectional area(mm2)RA TIO ofOverflow /Filling linetotal crosssectionalareaAll W ater Ballast Tanks satisfy the minimum requirements for V ent, Sounding, and Overflow Pipes, as stated below:Where tanks are filled by pump pressure, the aggregate area of the vents for tank is to be at least 125% of the effective area of the filling line, except that when overflows are fitted, the area of the overflow is to be at least 200% of the effective area of the fill line and the vents need not exceed the above minimum sizes.In addition, the pump capacity and pressure head are to be considered in the sizing of the vent and overflows ; where high capacity or high head pumps are used, calculations demonstrating the adequacy of the vent and overflow are to be submitted.Sediment Control and Removal MethodsT ank Bottom Flush Water jet De-mucking ＊Note：Mark [X] to be filled in to applicable method for each ballast tank.Time Required For The Flow-through MethodBallast T ank Capacity( ㎥ )Pumps ServingSpecific T ankTime for 3 Exchange*W ARNING:(1) In case that Flow-through Method is being used, it is necessary prior to this operation to openthe water tight manhole(s) of the corresponding tank.(2)It is recommended that only one pump should be used for ballasting and de-ballastinga single ballast tank.SECTION－4 BALLAST W ATER SAMPLING POINTSInformation regarding the location of the ballast water sampling points and sediment sampling points is contained 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－5OPERATION OF THE BALLAST W ATER MANAGEMENT SYSTEMThe necessity of pr-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. Ballast Water ExchangeBallast 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 landand 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 W ater 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.1.1 Sequential MethodThe “ 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 stuff to mitigate risks to the ship in respect of : * longitudinal strength* dynamic loads* excessive trim* bottom forward slamming* propeller emergence*intact stability ; and* bridge visibilityA 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.1.2 Flow through MethodFlow–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.1.3 Dilution MethodDilution 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.2 Treatment SystemsA Ballast W ater Management System (BWMS) is any system which process ballast water such that it meets or exceeds the Ballast W ater Performance Standard in Regulation D-2 of the Convention.The BWMS includes Ballast W ater Treatment Equipment, all associated Control Equipment and Sampling Facilities.Ballast W ater 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 W ater and Sediments.Ballast W ater Treatment Equipment may be operate at the uptake or discharge of ballast water, during thevoyage, 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.The above mentioned Treatment Systems are NOT APPLICABLE to this vessel.3. Precautionary Practicesa. Minimizing uptake of harmful aquatic organisms, pathogens and sedimentsWhen 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 ofsafe navigation.b. Non-release or minimal release of ballast waterIn 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 facilitiesIf reception facilities for ballast water and / or sediment are provided by a Port State, they should, where appropriate, be utilized.SECTION－6SAFETY PROCEDURES FOR THE SHIP AND THE CREW1. 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.The ballast exchange sequences described in Section 8 indicate sequences for the exchange of ballast water using the method(s) applicable to this ship.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. Safety considerationsBallast 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 andstability booklet taking into account the free surface effects on stability ;*permissible seagoing strength limits of shear forces and bending momentsin 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 heavyicing 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 orderto achieve exchange.*Structural damage to ship bottom forward caused by insufficient forward draft,*Impermanent of manoeuvrability 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 ofa 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 V ents 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 W ater 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. ( see Appendix 4 ) * 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.3. Conditions under which ballast water exchange at sea should not be undertakenThese circumstance may result from critical situations of an exception nature or force majeure due to stressof weather, known equipment failures or defects, or any other circumstances in which human life or safety ofthe 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 priorto completing ballast exchange program or a step thereof, adequate timemargin 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, levelindicators, etc.) is inoperative or givens sign of under-performance.*When due to other important duties on board not enough trained officer andcrew are available to perform the ballast exchange safety.*When abnormal vibrations of the vessel’s hull or equipment are experiencedwhile progressing on a certain step of the ballast exchange.4.Precautionary advice to Master when undertaking Ballast Water exchange operationMaster 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 followingcriteria 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 W ater Exchange operation that includes sequence which involve periods when the criteria forpropeller 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 manoeuvring 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 manoeuvrability 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.。
压载水排放规定
压载水排放规定目录1目的2适用范围3职责4压载水排放操作5安全管理记录6附表编写：机务经理审核：指定人员批准：总经理1 目的旨在规范船舶压载水的排放操作，防止对环境造成污染。
2 适用范围适用于船舶压载水的排放操作。
3 职责大副负责安排压载水的排放计划。
水手长负责通知机舱执行。
值班轮机员负责压载水的排放操作管理。
值班机匠负责操作的具体实施。
4 压载水排放操作移驳、排、注压载水由大副安排,其他人未经大副同意,不得以任何理由擅自排放压载水。
船舶在装载情况下,不应排放任何双层底压载水。
若因机舱修理等方面的要求,需排放双层底压载水,大副必须请示船长,同意后方可进行。
若在港内必须排放压载水，应遵守港口海事主管机关的规定，在取得同意后方可排放。
防摇舱只是在特殊情况下使用,这两个舱通常应注满或排空,不应有部分压载水的现象,在正常装载情况下,这两舱应处于排空状态。
移驳、排、注压载水前,大副应填写《压载水通知单》交水手长通知机舱当值轮机员或机工执行，同时大副还应安排当值驾驶员及水手在甲板巡逻,密切注意船舶及周围海面的情况,发现异常情况,及时通知机舱停泵。
移驳、排、注压载水时,不可完全依赖显示仪,或等待大量水从空气管中溢出才停泵。
因为大量的压载水从空气管中溢出有可能造成船体损坏。
当值轮机人员在接到大副移驳、排、注压载水的通知后应做好如下工作：除了要清楚排、注的舱、柜外,在排、注前还要检查其它不排注的舱、柜的阀门是否处于完全关闭状态；泵水时要估计完成时间,若超出预算时间,应立即停泵,查清原因,使问题得到及时解决；当值轮机人员在交班时,要交代清楚大副要求移驳、排、注压载水的具体任务,以及泵和阀门的开关情况,接班轮机人员应注意检查泵运转情况是否正常,阀门开、关有无错误。
值班轮机员在压载水作业完毕后应在《压载水通知单》上签字并注明作业时间后交大副。
值班驾驶员和轮机员应分别把压载水移驳、排、注的时间、数量等记入《航海日志》和《轮机日志》。
《压载水管理计划》和实施要点
积物 转 移有 害水 生 物和 病原 体 的风 险 。 第 ２节 压载 系统相 关 图纸 目录 ： 图纸包 含 在 附录
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维普资讯
《 压载水管理计划》 和实施要点
上 海远 洋运 输 公 司 倪 耀 能
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BALLAST WATER MANAGEMENT PLAN压载水管理计划SHIP NAME 船名ZHEN HUA 15IMO No. 国际海事组织编号8714970上海蓝捷海上安全技术咨询服务公司Shanghai Lanjie Maritime Technical Consultation Services Ltd.2 March 20101CONTENTS（目录）Section Title Page No.Preamble序言3Introduction前言4Ship Particulars船舶主要参数5RECORD OF AMENDMENTS内容修订记录6Section 1 Purpose目的7Section 2 Plans/Drawings of the Ballast System压载系统图8Section 3 Description of the Ballast System压载系统介绍9Section 4 Ballast Water Sampling Points压载水取样点11Section 5 Operation of the Ballast Water Management System压载水管理系统操作12Section 6 Safety Procedures for the Ship and the Crew船及船员安全程序16Section 7 Operational or Safety Restrictions操作及安全注意事项20Section 8Description of the Method(s) used on board for BallastWater Management and Sediment Control压载水管理及沉积物处理方法说明21Section 9 Procedures for the Disposal of Sediments沉积物处理程序23Section 10 Methods of Communication沟通方法24Section 11 Duties of the Ballast Water Management Officer 压载水管理高级船员的职责26Section 12 Recording Requirements记录要求27Section 13 Crew Training and Familiarisation船员培训和熟悉292APPENDICES（附录）PageAppendix 1Plans图纸32Appendix 2Format for ballast water reporting form压载水管理报告表38Appendix 3LONGITUDINAL STRENGTH总纵强度42Appendix 4STABILITY稳性43Appendix 5PROPELLER IMMERSION螺旋桨浸没45Appendix 6BRIDGE VISIBILITY FORWARD可视范围46Appendix 7DEFINITION OF SEA STATE ACCORDINGTO WORLD METEOROLOGICALORGANISATION世界气象组织海况定义473PREMEABLE序言Regulation B-1 of the Convention requires that each ship shall have on board and implementa Ballast Water Management Plan. The Plan must be approved by the Administration, takinginto account Guidelines developed by IMO. The Plan should be carefully tailored to theparticular ship for which it is intended.压载水公约B-1 条规定：每艘船舶应在船上携带并实施压载水管理计划。
此计划应结合国际海事组织制定的导则由主管机关批准。
压载水管理计划应根据实船制定。
The Plan is developed in accordance with the requirements of Regulation B-1 of the International Convention for the Control and Management of Ships’ Ballast Water andSediments, 2004 and the Guidelines for Ballast Water Management and the Development ofBallast Water Management Plans(Resolution MEPC.127(53)).本计划按照《2004 年国际船舶压载水及沉积物控制和管理公约》B-1 条和《压载水管理及压载水管理计划编制导则》（MEPC.127(53)）编制。
4INTRODUCTION前言1. This Plan is written in accordance with the requirements of regulation B-1 of the International Convention for the Control and Management of Ships’ Ballast Water andSediments, 2004(the convention) and the IMO ‘Guidelines for Ballast Water Managementand Development of Ballast Water management Plans’ Resolut ion MEPC 127 (53). 该计划依据《2004 年船舶压载水及沉积物控制和管理国际公约》B-1部分和国际海事组织MEPC.127 (53)决议《压载水管理和制定压载水管理计划导则》进行编制。
2. The purpose of the Plan is to meet the requirements for the control and management ofship’s ballast water and sediments in accordance with the Guidelines for Ballast WaterManagement and the Development of Ballast Water Management Plans resolution MEPC127(53) (The Guidelines). It provides standard operational guidance for the planning andmanagement of ships’ ballast water and sediments and describes safety procedures t o befollowed.编制该计划的目的在于使压载水及沉积物控制和管理满足《压载水管理和制定压载水管理计划指南》（MPEC.127（53））要求。
该计划提供标准的压载水置换及沉积处理操作指导和需要遵循的安全操作程序。
3. This Plan has been examined by American Bureau of Shipping(ABS) and no alteration orrevision shall be made to any mandatory part of it without the prior approval of ABS. 该计划已获美国船级社（ABS）批准。
未经ABS同意不得对任何强制性内容进行变更或修改。
4. Changes to non mandatory information in Appendices will not be required to be approved.对附录中非强制性内容的修改不必获得批准。
5. This plan may be inspected on request by an authorized authority.本计划可按授权机关要求接受检查。
6. 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.船东/营运方或船长负责定期审阅该计划，确保该计划包含的内容的正确性和适时性。
5SHIP PARTICULARS（船舶主要参数）Ship Name 船名ZHEN HUA 15Ship Type 船型Heavy Equipment CarrierFlag Sate 船旗国HONG KONG, P.R.CHINAPort of Registry 船籍港HongkongInternational Call Sign 船舶呼号VRFE7Gross Tonnage 总吨位39771IMO No 国际海事组织编号8714970Classification society 船级社American Bureau of Shipping (ABS)Class No. 船级登记号89214086Length Overal 总长233.3 mLength(BP) 垂线间长222.0 mMoulded Breadth 型宽42.0 mMoulded Depth 型深13.5 mSummer Load Line Draft 夏季载重线吃水9.2 mDeepest Ballast Draft Extreme最深压载吃水9.095 mTotal Ballast Capacity压载水总容积99300.4 m3Ballast Water ManagementMethod(s) Used压载水管理方法SEQUENTIAL METHODIdentification (Rank) of BallastWater Management Officer负责压载水管理的高级船员职位C/O6RECORD OF AMENDMENTS（内容修订记录）No序号Date日期RevisedPart修改部分Revision details/description修改内容Signature签字7SECTION 1 PURPOSE第1节目的1.1 Studies carried out in several countries indicated that many species of bacteria, plants,and animals can survive in a viable form in the ballast water and sediments carried in ships,even after journeys of several months’ duration. Subsequent d ischarge of ballast water orsediment into the water of port States may result in the establishment of harmful aquaticorganisms and pathogens which may pose threats to indigenous human , animal and plants life,and the marine environment.经研究表明，许多种细菌、植物、动物能以多种形式在船舶压载水和沉积物种生存，甚至在几个月的航行后仍然保持生命力。