Ballast Water Management
1 Introduction
notes
2 Descriptive
criteria
3 Asssment
4 Information to be submitted
■Section 1: Introduction
Shipping transfers approximately 3 to 5 billion tonnes of ballast water internationally each year and it is estimated that at least 7,000 different species of aquatic organisms are being carried in ships’ ballast tanks around the world each day.
Ballast water is esntial to control trim, list, draught, stability, or stress of a ship, ballast water and m
ay contain aquatic organisms or pathogens. The organisms and pathogens s which on discharge in a port or terminal have the potential to survive and become established and in doing so may po a threat to indigenous animal and plant life, the marine environment or humans.
Although other vectors have been identified as being responsible for transferring organisms between geographically parated water bodies, ballast water discharge from ships is one of the most prominent.
国际音标发音软件In order to avoid the transfer of unwanted aquatic organisms or pathogens in ballast water ships are required to undertake ballast water management. Ballast Water Management is defined as means, mechanical, physical, chemical, or biological process, either singularly or in combination, to remove, render harmless, or avoids the uptake or discharge of Harmful Aquatic Organisms and Pathogens within Ballast Water and Sediments. In order to manage ballast a ship is required to either carry out ballast water exchange at a or treat the ballast water to defined standards.
1.1 Objective
The Ballast Water Management ShipRight procedure provides a means to indicate to port state, charterers and insurers and other interested parties that a ship has in place ballast water manageme
nt procedures that have been assd to a recognid standard that not only complies with the standards in the International Convention for the Control and Management of Ships Ballast Water and Sediments (the BWM Convention) and the applicable associated guidelines but also that the procedures have been assd for design and safety considerations.
In addition the procedure provides a means for complying with the various national and regional ballast water regulations.
1.2 Application
This procedure ts down the criteria for assignment of the optional ShipRight descriptive note BWMP. The requirements are additional to other relevant requirements of Lloyd’s Registers Rules and Regulations for the Classification of Ships including the Common Structural Rules.
Compliance with any additional requirements that may be impod by the Administration with whom the ship is registered and/or by the regional, national or local regulations within who territorial jurisdiction it is intended to operate the ship are the responsibility of the Owner.
1.3 Ballast Water Exchange Methods
The ballast water management method or methods lected for a particular ship is the Owner’s responsibility. The method lected must be one or a combination of the three IMO recognid ballast water exchange methods, i.e. quential, flow through or dilution method.
All methods of ballast water exchange and treatment have advantages and disadvantages, and associated safety issues. When deciding on a particular method or combination of methods of ballast water exchange for a particular ship the safety issues associated with the method lected for the ship or tank and tho associated with the ship are to be taken into account.
For new ships, as far as is practicable the design is to be such that ballast water exchange is facilitated and that the safety issues associated with the exchange method or methods to be u are minimid.
For existing ships account is to be taken of any modifications that may be required or considered necessary in order to facilitate ballast water exchange and the safety issues associated with the exchange method or methods to be ud minimid.
Any installed or modifications to structural and piping arrangements may require approval for compliance with the applicable Rules and Regulations.
■Section 2: Descriptive notes
2.1 BWMP descriptive notes
儿童培训班Ships complying with this Procedure will be eligible to be assigned the BWMP descriptive note together with one, or a combination of the following associated supplementary characters dependant upon the method or methods of ballast water management ud onboard provided that the applicable criteria in Section 3 are complied with.
The eligible ballast water management methods are as follows:
Sequential method (S)
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.
Flow-through method (F)
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a process by which replacement ballast water is pumped into a ballast tank intended for the carriage of ballast
water, allowing water to flow through, overflow or other arrangements.
Dilution method (D)
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 the bottom at the same flow rate and maintaining a constant level in the tank throughout the ballast exchange operation.
Treatment method(T)
a ballast water treatment system approved in accordance with regulation D-3 of the BWM Convention. Example:
ShipRight BWMP (S) indicates that the ship us the quential method.
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ShipRight BWMP (S+F) indicates that the ship us the quential and the flow-through methods combined. Lloyd’s Register is to be advid of any modifications to the ballast water system or the ballast water management plan that that does or may effect compliance with the procedures and that may affect the assignment of the ShipRight BWMP descriptive note.
■Section 3: Acceptance criteria
Requirements
3.1 General
It is a prerequisite of this procedure that the ship has a Ballast Water Management Plan that has been developed in accordance with and found to comply with the requirements of regulation B-1 of the Convention and the International Maritime Organisations (IMO) - Guidelines for Ballast Water Management and Development of Ballast Water Management Plans MEPC.127 (53). In addition for ships using ballast water exchange the IMO Guidelines for Ballast Water Exchange MEPC.124(53) are to be taken into account when developing the plan.
The Lloyd’s Register Model Ballast Water Management Plan can be ud for the preparation of the p
lan. At the specific request of the Owner, or the Shipbuilder a ballast water management plan can be prepared by Lloyd’s Register.
Where a new Ballast Exchange quence is to be introduced in an existing ballast water management plan, the new quence must be submitted to Lloyd’s Register for review and approval, as necessary.
The ballast water management plan is to contain one or more ballast water exchange quences in a format similar to the example in Appendix 1. The ballast water exchange quences are to indicate for each quence, at the start of the quence, at the end of the quence and at intermediate stages of each quence including the worst ca for each of the following:
•Longitudinal strength. Checks against the assigned permissible still water bending moments and shear forces, e 3.2.
•For bulk carriers, the longitudinal strength asssment for hold flooded conditions need not be carried out during the exchange quences.吃一堑长一智英文
•Intact stability, where required checks against the required values as indicated in the stability booklet. The effects of the combined free surface moments are to be considered, e 3.2.
•Ballast inertia. For new construction, ballast inertia aspects of bulk carriers are to be considered according to the ShipRight Structural Design Asssment Procedure when applicable. For bulk carriers in rvice, ballast inertia aspects are to be considered using maximum lifetime accelerations and assuming a 100% filling level of the
ballast hold with adjacent topside and/or hopper tanks empty, as submitted in the BEP, or the acceptable a state is to be defined.
•Sloshing Where deemed necessary by Lloyd’s Register or at the owners request, sloshing aspects are to be considered according to the Rules for Ships and the ShipRight Structural Design Asssment Procedure Sloshing Loads and Scantling Asssment.
•Minimum draught forward c hecks against the minimum draft forward as indicated in the ship’s plans and/or loading manual. Where not otherwi defined, this is to be taken as 0,045L or as the draught forward of an
approved condition.
•Propeller immersion. Checks that at all stages of any exchange quence the top dead centre of the propeller will remain below the still waterline.
When the propeller immersion criterion can not be satisfied during an entire ballast quence a note is to be included in the ballast water management plan in the ction dealing with ‘Operational or Safety Restrictions’ as follows “the Master is advid that the propeller will not be fully immerd during some stages of ballast water exchange”. In addition in the appropriate quence in the Ballast Exchange Sequences a similar note is also to be made against the ballast exchange quence(s) where full propeller immersion is can not be achieved.
loving you原唱Bridge visibility forward. Checks that bridge visibility is maintained in accordance with SOLAS V/22.
It is recognid that not all ships in rvice comply with SOLAS 1974, Chapter V Safety of Navigation Regulation 22 Navigation bridge visibility.
Where bridge visibility can not be maintained at all stages of an exchange quence a note inrted in the ballast water management plan in ction dealing with ‘Operational or Safety Restrictions’ that the Master is advid that where the bridge visibility criterion in SOLAS V/22 can not be complied with during some or all stages of the exchange quences the Master is to take due account of the guidance given in ction 5.5 to 5.8 of IMO resolution MEPC.124(53) and in addition with effect from1 January 2010 to comply the revid SOLAS V/22 as adopted by the IMO in resolution
MSC.202(81).
3.2 Asssment of Longitudinal Strength, bending moments and shear forces and intact stability
At all times during ballast water exchange the shear forces and bending moments and intact stability criteria are to be within the limits stated in the approved loading manual and/stability booklet.
It is not a condition of assignment of the BWMP notation that all ships undertaking ballast water exchange have onboard a loading instrument approved for Longitudinal Strength, bending moments and shear forces and intact stability however it is preferable.
For a loading instrument to be accepted as approved it is to meet the following criteria:
The ship has the class notation LI or the descriptive note LI or where the entry “Loading Instrument (C)” or “Loading Instrument” appears in the Hull Memoranda. A loading instrument approved for the calculation of Longitudinal Strength, bending moments and shear forces may also be accepted.
If the ship has a stability and/or longitudinal strength calculation program or module has not been accepted or certified by Lloyd’s Register there is an option to have the stability and/or longitudinal strength calculation program or module certified in accordance with standards acceptable to Lloyd’s
Register.
Flow Through Method. Strength and Stability Approval is not normally required when the flow through method is the only method ud. However when for example a peak or other tank that is normally partially filled is required to be pumped up for exchange purpos using the flow through method and then discharged to the normal partially filled level on completion approval of longitudinal Strength, bending moments and shear forces and intact stability maybe required.
Dilution Method. Strength and Stability Approval is not normally required when the dilution method is the only method ud.
Flow through and Dilution Methods Combination. Strength and Stability Approval is not normally required, except where for example a peak or other tank that is normally partially filled is required to be pumped up for exchange purpos and then discharged to the normal partially filled level on completion.
Sequential Method. When the quential method is ud, or is ud in combination with flow through or dilution method,approval of longitudinal strength, bending moments and shear forces and intact stability for each ballast water exchange quence will be required. Where a ship has a loadin
g instrument approved for strength and stability Lloyd’s Register may accept the results from a loading instrument approved for longitudinal strength, bending moments and shear forces and intact stability in lieu of the above. Where the loading instrument is approved for longitudinal strength, bending moments and shear forces only, Lloyd’s Register may accept the results from a loading instrument for the aspects however approval of intact stability for each exchange quence will be required.
3.3 Asssment criteria for each method
In addition to the general requirements in 3.1 and 3.2 the following criteria will be assd for assignment of the relevant ShipRight descriptive note. Refer to Section 4 for details of the plans and information to be submitted.
3.3.1 ShipRight BWMP (T)
For the assignment of the ShipRight BWMP(T) descriptive note the criteria given in this ction are to be satisfied.
The installed ballast water treatment system is to be approved in accordance with the IMO Guideline
s for Approval of Ballast Water Management Systems MEPC.125(53) as may be amended or;
The installed ballast water treatment system is a prototype treatment system installed and under a programme approved by the Administration in accordance with regulation D- 4 of the Convention and has been or is undergoing approval in
accordance with in accordance with the IMO Guidelines for Approval and Oversight of Prototype Ballast Water Treatment Technology Programmes MEPC.140(54).
3.3.2 ShipRight BWMP (F)
For the assignment of the ShipRight BWMP (F) descriptive note the criteria given in this ction are to be satisfied.
New construction:
The scantlings of the tank boundary structure are to be determined using a tank head equivalent to the full distance to the top of the tank excluding hatches, but not less than the distance to the deck at the side on which the overflow pipe is fitted.
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Where the overflow discharge pipe is fitted below the freeboard deck, the head is to be taken not less than the full distance to top of the discharge pipe or the distance to the ship operating draft, whichever is greater.
For applicable formulations, e Pt 4, Ch 1 and Table1.9.1 of the Rules for Ships, for deep tank and watertight bulkheads in general. For double hull oil tankers, Pt 4, Ch 9, Table 9.6.1 for inner hull and longitudinal oil tight bulkheads remains applicable. For oil tankers and bulk carriers where the Common Structural Rules (CSR) are applicable CSR Oil Tankers Section 8 paragraph 2.5 or CSR Bulk Carriers Chapter 6 Sections 1 and 2 apply.
Ships in rvice:
The flow-through method is not to be utilid, unless the tank boundary structure has been confirmed as being acceptable using a tank head as defined for new construction above, and any structural modifications found necessary have been carried out. For applicable formulation, e Pt 4, Ch 1, Table 1.9.1 of the Rules for Ships for deep tank bulkheads in general. For double hull oil tankers, Pt 4, Ch 9, Table 9.6.1 for inner hull and longitudinal oil tight bulkheads remains applicable. For oil tankers and bulk carriers where the Common Structural Rules (CSR) are applicable CSR Oil Tankers Section 8 paragraph 2.5 or CSR Bulk Carriers Chapter 6 Sections 1 and 2 apply.
It is not permitted to connect ballast tanks, which were not previously connected, unless the tank boundary structure is checked and found satisfactory or any necessary structural modifications are carried out.
All cas:
The flow-through method will only be accepted for partially filled peak tanks, provided that inadvertent exceedance of the design partial filling levels will not result in hull girder bending moments and shear forces or stability criteria exceeding the permissible values.
At the specific request of the Owner, Lloyd’s Register can calculate the pressure drop of the pipework and match it to the ballast pump capacity curve.
The following recommendations are to be complied with as far is reasonable and practicable:
Inlet and outlet piping connections to be located as far apart as practicable, in order to improve circulation.
A larger discharge pipe located in a remote position opposite from the filling pipe and a smaller discharge pipe is to be located in a position clor to the filling pipe, to improve circulation.
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pocketpcThe total ctional area of the ballast water discharge pipes is to be arranged to be not less than two times the ctional area of the filling pipe, in order to mitigate the risk of overpressure.
The u of two ballast pumps simultaneously is not recommended due to the risk of overpressure, unless the system is designed for the simultaneous u of two pumps.
Distribute one ballast pump to veral tanks, in order to mitigate the risk of overpressure.
Where overflow pipes are fitted to hatch coamings, it is recommended that they are fitted to the side coaming with a closing plate hinge arrangement and to be arranged to discharge downward.
Manholes on upper deck may be ud as overflow discharge, provided that a blank flange with a at can fitted to the manhole cover arranged so that a portable overflow pipe with 90° elbow can be connected during the flow-through operation to direct the water away from the deck.
