BALLAST WATER MANAGEMENT PLAN
压载水管理计划
SHIP NAME 船名ZHEN HUA 15
IMO 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 2010
1
CONTENTS
（目录）
Section Title Page No.
Preamble
序言3
Introduction
前言4
Ship Particulars
船舶主要参数 5
RECORD OF AMENDMENTS
内容修订记录 6
Section 1 Purpose
目的7
Section 2 Plans/Drawings of the Ballast System
压载系统图8
Section 3 Description of the Ballast System
压载系统介绍9
Section 4 Ballast Water Sampling Points
压载水取样点11
Section 5 Operation of the Ballast Water Management System
压载水管理系统操作12
Section 6 Safety Procedures for the Ship and the Crew
船及船员安全程序16
Section 7 Operational or Safety Restrictions
操作及安全注意事项20
Section 8
Description of the Method(s) used on board for Ballast
Water Management and Sediment Control
压载水管理及沉积物处理方法说明
21
Section 9 Procedures for the Disposal of Sediments
沉积物处理程序23
Section 10 Methods of Communication
沟通方法24
Section 11 Duties of the Ballast Water Management Officer 压载水管理高级船员的职责26
Section 12 Recording Requirements
记录要求27
Section 13 Crew Training and Familiarisation
船员培训和熟悉29
2
APPENDICES
（附录）
Page
Appendix 1
Plans
图纸32
Appendix 2
Format for ballast water reporting form
压载水管理报告表38
Appendix 3
LONGITUDINAL STRENGTH
总纵强度42
Appendix 4
STABILITY
稳性43
Appendix 5
PROPELLER IMMERSION
螺旋桨浸没45
Appendix 6
BRIDGE VISIBILITY FORWARD
可视范围46
Appendix 7
DEFINITION OF SEA STATE ACCORDING
TO WORLD METEOROLOGICAL
ORGANISATION
世界气象组织海况定义
47
3
PREMEABLE
序言
Regulation B-1 of the Convention requires that each ship shall have on board and implement
a Ballast Water Management Plan. The Plan must be approved by the Administration, taking
into account Guidelines developed by IMO. The Plan should be carefully tailored to the
particular 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 and
Sediments, 2004 and the Guidelines for Ballast Water Management and the Development of
Ballast 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。
4
INTRODUCTION
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 and
Sediments, 2004(the convention) and the IMO …Guidelines for Ballast Water Management
and 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 of
ship?s ballast water and sediments in accordance with the Guidelines for 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 ships? ballast water and sediments and describes safety procedures t o be
followed.
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 or
revision 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。
5
SHIP PARTICULARS
（船舶主要参数）
Ship Name 船名ZHEN HUA 15
Ship Type 船型Heavy Equipment Carrier
Flag Sate 船旗国HONG KONG, P.R.CHINA
Port of Registry 船籍港Hongkong
International Call Sign 船舶呼号VRFE7
Gross Tonnage 总吨位39771
IMO No 国际海事组织编号8714970
Classification society 船级社American Bureau of Shipping (ABS)
Class No. 船级登记号89214086
Length Overal 总长233.3 m
Length(BP) 垂线间长222.0 m
Moulded Breadth 型宽42.0 m
Moulded Depth 型深13.5 m
Summer Load Line Draft 夏季载
重线吃水9.2 m
Deepest Ballast Draft Extreme
最深压载吃水9.095 m
Total Ballast Capacity
压载水总容积99300.4 m3
Ballast Water Management
Method(s) Used压载水管理方法SEQUENTIAL METHOD
Identification (Rank) of Ballast
Water Management Officer
负责压载水管理的高级船员职位
C/O
6
RECORD OF AMENDMENTS
（内容修订记录）
No
序号
Date
日期
Revised
Part
修改部分
Revision details/description
修改内容
Signature
签字
7
SECTION 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 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 , 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。而随后当压载水及沉积物被排入到港口国水域
后，造成有害水生物和病原体的滋生，对当地的人体健康、动物、植物生存和海洋环境
造成严重威胁。
1.2 Today, ballast water has been identified as the principal vector responsible for the transfer of different species globally. Nonrestrictive discharge of ballast water and sediment
has been caused major damage to environment, human health, property and resources, therefore ballast water control and management measures must be taken to reduce and ultimately eliminate the risk of introducing harmful aquatic organisms and pathogens
ships? ballast water and sediments.
当今，船舶压载水已经被确定为水生物种在全球范围内传播的主要载体，压载水和沉积
物的无控制排放已经造成对环境、人体健康、财产和资源的损害，因此必须采取压载水
控制和管理措施，以减少和最终消除有害水生物和病原体的转移所带来的风险。
1.3 As a result IMO has developed the International Convention for the Control and Management of Ships? Ballast Water and Sediments, 2004 and relevant Guidelines, to assist
Governments, appropriate authorities, as well as other interested parties, in preventing and
minimizing the risk of introducing harmful aquatic organisms and pathogens from ships?
ballast water and sediments while protecting ships? safety.
国际海事组织因此制定了《2004 年船舶压载水及沉积物控制和管理国际公约》以及相关
实施导则，以致力于帮助政府、有关当局及其他相关方在保护船舶安全的同时，最大程
度地降低从船舶压载水及沉积物中引入有害水生物和病原体的风险。
1.4 Regulation B-1 of the Convention requires that each ship shall have on board and implement a Ballast Water Management Plan. Meanwhile in order to indicate that ships
calling to the port have fully fulfilled ballast water management measures correctly, it is
necessary to record and keep on board uptake and discharge of ships? ballast water. Therefore
regulation B-2 of the Convention also has the detailed requirements of the Ballast Water
Record Book.
压载水公约B-1 条要求，每艘船舶应在船上携带并实施压载水管理计划。同时为证明到港船舶完全
履行了正确的压载水管理措施，有必要对船舶压载水的加装和排放作业予以记录和保存，因此公约
B-2 条亦对压载水记录簿提出具体要求。
1.5 The function of the Ballast Water Management Plan is to assist in complying with IMO
guidelines when carrying out ballast water exchange, while maintaining ship safety. The Plan
also provides information to port State control and other interested parities about
ship?s ballast
water management system, and should not be used or regarded as a guide to ballasting.
压载水管理计划的作用在于，船舶进行压载水置换时，在保证船舶安全的情况下，
水操作的整个过程遵守国际海事组织制定的导则。计划为港口及有关方提供压载水管理
系统信息，而不能视为船舶压载指南。
8
SECTION 2 PLANS/DRAWINGS OF THE BALLAST SYSTEM
第2 节压载系统图
The following plans are located in Appendix 1:
以下图纸包含在附录1 中：
1. Capacity Plan(舱容图）
2. Air And Sounding System（空气、测深管系布置图）
3. Ballast pipping diagram (压载系统原理图）
4. List indicating the location of sampling and access points in ballast water tanks. （压载水取样点位置分布表）
9
SECTION 3 DESCRIPTION OF THE BALLAST SYSTEM
第3 节压载系统描述
The following is a description of the ballast system used on board.
Referenced plans can be found in Appendix 1.
该部分主要介绍本船压载系统，相关图纸请参照附录1。
Ballast tank data（压载舱）
No Comp. Frame Capacity
[m3]
1 No.1 A.P.W.B.T.(CP) F 71 - F 76 2476.7
2 No.1 A.P.W.B.T.(CS) F 71 - F 76 2283.3
3 No.2 A.P.W.B.T.(CP) F 66 - F 71 2904.9
4 No.2 A.P.W.B.T.(CS) F 66 - F 71 2773.9
5 No.3 A.P.W.B.T.(CP) F 61 - F 6
6 2904.9
6 No.3 A.P.W.B.T.(CS) F 61 - F 66 2773.9
7 No.4 A.P.W.B.T.(CP) F 56 - F 61 2904.9
8 No.4 A.P.W.B.T.(CS) F 56 - F 61 2773.9
9 No.5 A.P.W.B.T.(CP) F 51 - F 56 2904.9
10 No.5 A.P.W.B.T.(CS) F 51 - F 56 2773.9
11 No.6 A.P.W.B.T.(CP) F 46 - F 51 2904.9
12 No.6 A.P.W.B.T.(CS) F 46 - F 51 2773.9
13 No.7 A.P.W.B.T.(CP) F 43 - F 46 1732.3
14 No.7 A.P.W.B.T.(CS) F 43 - F 46 1738.7
15 No.1 A.P.W.B.T.(P&S) F 71 - F 76 2×1288.7
16 No.2 A.P.W.B.T.( P&S) F 61 - F 71 2×3450.2
17 No.3 A.P.W.B.T.( P&S) F 56 - F 61 2×1744.7
18 No.4 A.P.W.B.T.( P&S) F 46 - F 56 2×3481.9
19 No.5 A.P.W.B.T.( P&S) F 41 - F 46 2×1427.4
20 No.6 W.B.T.(P) F 28 - F 41 696.0
21 No.6 W.B.T.(S) F 28 - F 41 591.2
22 No.1 W.B.T.(S-S,P) F 74 - F 76 1056.5
23 No.1 W.B.T.(S-S,S) F 74 - F 76 994.0
24 No.2 W.B.T.(S-S, P&S) F 41 - F 43 2×577.6
25 No.2A W.B.T.(S-S,S) F 28 - F 40+1.800 188.4
26 No.3 W.B.T.(S-S,P) F 13 - F 25 478.5
27 No.3 W.B.T.(S-S,S) F 13 - F 25 749.2
28 No.4 W.B.T.(S-S,P) F-7 +0.700 - F 13 948.4
29 No.4 W.B.T.(S-S,S) F-7 +0.700 - F 13 969.4
30 A.P.W.B.T. F-7 +0.700 - F 13 1867.4
31 F.P.W.B.T. F 76 - F 80 2320.4
32 No.1 U.P.W.B.T.(CP&CS) F 71 - F 75 2×1060.1
33 No.2 U.P.W.B.T.(CP&CS) F 66 - F 71 2×1447.6
34 No.3 U.P.W.B.T.( CP&CS) F 61 - F 66 2×1447.6
10
35 No.4 U.P.W.B.T.( CP&CS) F 56 - F 61 2×1447.6
36 No.5 U.P.W.B.T.( CP&CS) F 51 - F 56 2×1447.6
37 No.6 U.P.W.B.T.( CP&CS) F 46 - F 51 2×1447.2
38 No.7 U.P.W.B.T.( CP&CS) F 43 - F 46 2×848.5
39 No.1 U.P.W.B.T.(P&S) F 71 - F 76 2×379.0
40 No.2 U.P.W.B.T.(P&S) F 61 - F 71 2×1651.1
41 No.3 U.P.W.B.T.(P&S) F 56 - F 61 2×848.3
42 No.4 U.P.W.B.T.(P&S) F 46 - F 56 2×1601.2
43 No.5 U.P.W.B.T.(P&S) F 41 - F 46 2×311.7
Σ99300.4
Pump data（泵）
Pump Rated Capacity
(m3/h)
BALLAST PUMP No.1 2000.0
BALLAST PUMP No.2 2000.0
BALLAST PUMP No.3 2000.0
BALLAST PUMP No.4 1500.0
BALLAST PUMP No.5 1500.0
11
SECTION 4 BALLAST WATER SAMPLING POINTS
第4节压载水取样点
Information regarding the location of the ballast water sampling points is contained in Appendix 1.
压载水取样点位置分布请参照附录1。
Compliance monitoring may be undertaken by authorized officers (e.g. Port State Control), by
taking and analyzing ballast water and sediment samples from ships.
符合性监测由港口国官员通过采集、分析压载水和沉积物样本进行。
There is unlikely to be any need for crewmembers to take samples except at the express
request, and under the supervision, of an authorized officer.
船员不大可能需要采集样本，但在相关官员明确要求并在其监督情况下除外。Authorized officers must be advised of all safety procedures to be observed when entering
enclosed spaces.
当进入封闭区域时，有关官员必须被告知安全操作程序。
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.
对压载水和沉积物的符合性或有效性检查的取样及进行样品分析所需的时间不应作为
不当延误船舶作业或离港的理由。
When sampling for research or compliance monitoring, authorized officers (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 operational resources to assist.
当进行采样分析或符合性检查时，官员（如港口国控制）应向船长提出尽可能多的注意
事项，以帮助船长配置船员与操作资源。
The Master has a general obligation to provide reasonable assistance for the above monitoring
and information pertaining to ballast arrangements and sampling points.
船长有责任为监测提供合理的帮助和压载舱布置与采样点信息。
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).
港口国当局应当告知负责的高级船员采样的目的（比如监测、研究或执行）。Port State Authorities may sample or require samples to analyze ballast water and sediment,
before permitting a ship to discharge its ballast water.
港口国当局可能要求在允许船舶排放压载水前对压载水和沉积物进行采样分析。
12
SECTION 5 OPERATION OF THE BALLAST WATER MANAGEMENT SYSTEM
第5节压载水管理系统操作
The necessity of pre-planning is to ensure that all safety considerations as addressed
in
Sections 6 and 7 are in compliance with ballast exchange, ballast water treatment or other
control options.
有必要预先做好压载水置换的预案，以保证第6、7节中所包括的安全考虑满足压
载水置
换、压载水处理或其它控制手段的要求。
1. Ballast Water Exchange（压载水置换）
Ballast water exchange in open water and the need to for exchange should be carefully
examined and prepared in advance, in a similar manner to the preparation of a cargo plan for a
loaded voyage, and with the same degree of thoroughness.
应预先对在开敞水域进行压载水置换以及置换的必要性进行仔细检查和和精心准备，这
种准备工作类似于编制货船装载手册，并具有同等的全面性。
The Convention requires that vessels should conduct ballast water exchange:
公约要求按下列规定进行压载水置换：
—At least 200 nautical miles from the nearest land and in water at least 200 m in
depth;
if this is not possible
距离最近陆地至少200海里、水深至少200米；如果条件不满足，则
—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 200 m in depth or
尽可能远离最近陆地，在任何情况下距离最近陆地至少50海里、水深至少200 米；或
—In sea areas designated by the Port State
在港口国指定的海域
All local and/or national regulations should be taken into consideration as they may specify
other depths and distances from land.
应考虑所有地方和/或国家的规定，因为他们可能指定其它的海水深度和离岸距离。
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
passengers because of adverse weather, ship design or stress, equipment failure, or any other
extraordinary condition he is not required to comply with above paragraphs.
船舶不需要为了满足特殊要求而偏离航向或延误航程。另外，如果船长认为进行压载水
置换会威胁船的安全航行、稳性不满足要求、危及船员及乘客的安全、超过许用应力、
设备无法运转或其它不可抗拒因素，则可不遵守上述要求。
1.1 Sequential Method（顺序法）
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.
顺序法就是先从压载舱泵出压载水后再打入替换压载水，置换需达到95％容积以上。
13
In each tank, all of the ballast water should be discharged until suction of the pumps is lost,
and stripping pumps or eductors should be used if possible. This is to avoid a possible situation, where organisms are left in the bottom part of the tank, the tank is refilled with new
water which may allow re-emergence of organisms.
每个压载舱中的压载水需排至不能再抽吸为止，如可能可进行扫舱，这样做在于避免可
能驻留舱底的生物在重新装满压载水后又充斥到压载水中。
The sequential method requires careful planning and monitoring by the ship?s staff to mitigate
risks to the ship in respect of:
顺序法需要船员编制详细计划和监控，以降低下列各项风险：
—longitudinal strength（总纵强度）
—dynamic loads （动载荷）
—excessive trim （过大的纵倾）
—bottom forward slamming （船首底部抨击）
—propeller emergence （螺旋桨出水）
—intact stability; and （完整稳性）
—bridge visibility （驾驶室可视范围）
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 considerations in Section 6 & 7. At the same time ships staff 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 factors are considered unfavourable the ballast exchange should be
suspended or halted.
除第6节和第7节中提及的安全注意事项以外，还需事先考虑第8节中描述的压载
整个过程的详细操作步骤。同时在进行下一步以前，船员要注意船离岸距离、航行中各
种危险因素、来往船只密度、当前和未来预报的天气、机械性能和船员的疲劳程度。若
有任何不利因素，则应当延缓或停止压载水置换。
1.2 Flow-through method（溢流法）
The …Flow-through Method? is 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.
溢流法就是将替换用的压载水泵入拟装载压载水的压载舱的过程，同时让压载水从溢流
口或其他装置流出。
For ships exchanging ballast water by the flow-through method, pumping through three times
the volume of each ballast water tank shall be considered to meet the standard. Pumping
through less than three times the volume may be accepted provided the ship can demonstrate
that at least 95 percent volumetric exchange is met.
用溢流法置换压载水的船舶，每一压载水舱连续泵入水量达到三倍舱容应视为符合标准
要求。如果泵水量少于三倍舱容，只要能证明船舶压载水置换率至少达到压载水体积的
95%也可接受。
The flow-through method requires careful planning and monitoring by the ship?s staff to
mitigate risks to the ship in respect of:
14
溢流法需编制详细计划，并在船员监控下进行，以降低下列各项风险：
—over and under-pressurization of ballast tanks;
压载舱超压和负压
Flow-through method is not adopted for this ship.
本船不采用溢流法。
1.3 Dilution method （稀释法）
Dilution method – 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 through out the
ballast exchange operation.
稀释法——替换的压载水从用于装载压载水的压载水舱顶部注入并同时以相
从底部排出的过程，舱内水位在压载水置换作业全过程中保持不变。
For ships exchanging ballast water by the dilution method, pumping through three times the
volume of each ballast water tank shall be considered to meet the standard. Pumping through
less than three times the volume may be accepted provided the ship can demonstrate that at
least 95 percent volumetric exchange is met.
用稀释法置换压载水的船舶，每一压载水舱连续泵入水量达到三倍舱容应视为符合标准
要求。如果泵水量少于三倍舱容，只要能证明船舶压载水置换率至少达到压载水体积的
95%也可接受。
Where the dilution method is adopted, arrangements are to be made to maintain the ballast
water level in the ballast tanks at a constant level, to mitigate risks caused by partial filling of
tanks, such as sloshing.
当采用稀释法时，应设有使压载水水位保持不变的设备，以减少压载舱部分装载可能带
来的风险，如晃荡。
Due to no ballast water discharge piping available for this ship, dilution method is not
adopted. Please refer to IMO new guideline for more details.
本船没有相关管系，不采用稀释法。详细要求请参考IMO新的导则。
2. Precautionary Practices （预防操作）
a. Minimizing uptake of harmful aquatic organisms, pathogens and sediments
尽量减少压载水中有害微生物、细菌和沉积物的吸入）
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, avoided in areas and situations such
as:
在加装压载水时，应努力避免压载水中含有有害微生物、细菌和沉积物。如果可行，应
使压载水含有的有害微生物、细菌和沉积物最少，避免在以下海域和情形下加装压载水。
Areas identified by the port State in connection with advice relating to:
与以下相关的港口国确定的海域及建议：
—areas with outbreaks, infestations or known populations of harmful organisms and
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有害微生物和细菌爆发、感染或滋生的海域；
—areas with current phytoplankton blooms (algal blooms, such as red ides);
浮游植物爆发的海域（藻花，如赤潮）；
—nearby sewage outfalls;
污水泻放海域附近；
—nearby dredging operations;
疏浚作业海域附近；
—when a tidal stream is known to be the more turbid; and areas where tidal flushing is
known to be poor;
潮流浑浊海域；
—In darkness when bottom-dwelling organisms may rise up in the water column;
在夜间，此时底部栖息水生物可能上升到水体表面；
—in very shallow water; or
浅水域；或
—Where propellers may stir up sediment.
在螺旋桨有可能激起沉积物的区域；
—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.
在同一港口，如果一定要通过压/排压载水来保证装卸货物安全，应当注意避免排放
在其它港口装的压载水。
—Minimize departure and arrival ballast quantities but always within the constraints of
safe navigation.
在能保证整个航行安全的前提下，出港和到港保持尽可能少的压载水量。
b. Non-release or minimal release of ballast water（不排放或最小量排放压载水）
In cases 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 States? contingency
strategies.
如果压载水置换或其它处理选择不可行时，压载水可保留在压载舱中，如果不能实现，
船舶应按港口国的应急对策排放最少的压载水。
c. Discharge to reception facilities（向接收设施排放）
If reception facilities for ballast water and/or sediments are provided by a port State, they
should, where appropriate, be utilized.
如果港口国提供了压载水或沉积物接收设施，则在适当时应予以使用。
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SECTION 6 SAFETY PROCEDURES FOR THE SHIP AND THE CREW
第6节船舶及船员安全程序
1. Exchange at Sea（海上压载水置换）
The exchange of ballast water in open sea has to be distinguished from ballast operations
carried out in ports or in sheltered waters.
开放式水域压载水置换有别于在港口或遮蔽水域。
Ballast water operation at sea has the potential to be more hazardous than ballast water
operations carried out in port.
与在港口操作相比，海上压载水置换更具潜在的危险。
The ballast exchange sequences described in Section 8 indicate sequences for the exchange of
ballast water using the method(s) applicable to this ship.
第8节压载水置换程序系本船所使用的压载水置换方法的操作步骤。
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 for the ballast exchange a decision should be made if exchange operations should
be suspended or halted until conditions become more favorable.
每一步结束后，在决定是否进行下一步之前，都需考虑诸如船的位置、天气、机器运行
状况、稳性、应力、船员疲劳程度等相关因素。若任何因素不利于压载水置换，则应决
定是否应该暂缓或停止压载水置换，直到条件好转。
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 water exchange for each tank or an appropriate sequence thereof; continual monitoring of the ballast water operation; monitoring should include pumps, levels in tanks,
line and pump pressures, stability and stresses;
在海上进行压载水置换时，船上需建立应急程序以应对可能遇到的一些情况。该程序应
包括：恶劣天气、泵失效、失去动力时的应急程序；每舱压载水置换完成时间及适当顺
序；连续地监控整个压载水操作过程。监控包括泵、压载舱液面位置、管路和泵的压力、
稳性和应力。
2. Safety considerations（安全注意事项）
Ballast water exchange has a number of safety considerations these include but are not limited
to:
在海上压载水置换的安全注意事项包括但不限于：
—avoidance of over and under-pressurization of ballast tanks;
避免压载水舱的超压和负压;
—sloshing loads in tanks that may be slack at any one time;
在任何时候可能部分装载的压载舱中的晃动载荷的影响;
—maintain adequate intact stability in accordance with an approved trim and stability
booklet taking into account the free surface effects on stability;
根据认可的纵倾和稳性手册，保持足够完整稳性并考虑自由液面对稳性的影响; —permissible seagoing strength limits of shear forces and bending moments in
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accordance with an approved loading plan;
经认可的装载手册规定的剪力和弯矩许用值;
—torsional forces 矩;
—forward and aft draughts and trim, with particular reference to bridge visibility;
首尾吃水及纵倾，与可驾驶桥楼可视范围尤其相关的首尾吃水及纵倾; —propeller immersion 旋桨浸没;
—minimum forward draft 最小首吃水;
—wave-induced hull vibrations when performing ballast water exchange;
压载水置换时波浪引起的船体震动;
—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;
置换压载水时应将打开的水密关闭装置（如人孔）应重新锁固；船员安全是最重要
的，建议在人孔盖上加装溢流管。
—maximum pumping/flow rates – to ensure the tank is not subjected to a pressure greater than that for which it has been designed;
最大泵速/流速，保证压载舱承受的压力未超过设计许用值;
—internal transfers of ballast 内部压载水置换;
—admissible weather conditions 允许的天气条件;
—weather routing in areas seasonably affected by cyclones, typhoons, hurricanes, or heavy icing conditions;
在受旋风、台风、飓风或结冰状况季节性影响的地区内的气象变化情况;
—Hull girder damage due to insufficient longitudinal strength;
总纵强度不足引起的船体梁损坏;
—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;
为完成压载水置换，排空原先装满或部分装载的压载舱或货舱致使船舶初稳性高度
降低的压载舱自由液面效应对稳性的负面影响;
—Structural damage to ship bottom forward caused by insufficient forward draught; 首吃水不足产生的船首底结构损坏;
—Impermanent loss of manoeuvrability and/or ability to make headway; caused by insufficient after draught, as a result of emptying after ballast water tanks or holds originally
in a filled condition or filling partially filled forward water ballast tanks in order to achieve
exchange;
为完成压载水置换而排空原先装满的尾部压载舱或货舱，或在首部部分装载的压载
舱中加载压载水，引起艉吃水不足而导致暂时丧失操纵性或保持前进的能力; —Reduction of bridge visibility forward caused by insufficient forward draught, as a result of emptying forward ballast water tanks or holds originally in a filled condition or
filling partially filled aft water ballast tanks in order to achieve exchange;
为完成压载水置换而排空原先装满的首部压载舱或货舱，或在尾部部分装载的压载
舱中加载压载水，引起首吃水不足而导致驾驶桥楼可视范围减少;
—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.
如果一个货舱装满压载水而相邻的边舱是空的，则产生的惯性载荷会引起边舱结构
破坏;
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—Structural damage to partially filled ballast water tanks or holds caused by sloshing
as a result of resonance with ship motion.
部分装载的压载舱压载水的运动与船舶运动发生共振时，产生的晃荡载荷会损坏压
载舱结构。
3. Conditions under which ballast water exchange at sea should not be undertaken 不
可进行压载水置换的情况
These circumstances may result from critical situations of an exceptional 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.
包含如下情形不能进行压载水置换：危急的异常自然条件、不可抗拒的恶劣天气、设备
故障或缺陷，或其它生命或船舶安全受到威胁的情形。
Ballast water exchange at sea should be avoided in freezing weather conditions.
应避免在结冰天气情况下在海上置换压载水。
However, when it is deemed absolutely necessary, particular attention should be paid to the
hazards associated with the freezing of overboard discharge arrangements, air pipes, ballast
system valves together with their means of control, and the build up of ice on deck.
但在认为绝对必要时，应特别注意与舷外排放装置、空气管、压载系统阀门及其控制装
置结冰和甲板结冰的相关的危险。
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.
必须考虑船员职业健康与人身安全，包括下面情况下的安全措施：当压载水溢出到甲板
上并结冰时，要求船员在夜间、恶劣天气条件下到甲板上工作。这些关注是与人员跌倒
和受伤风险有关的。这种风险是由于压载水溢流到甲板上使甲板表面湿滑、船员与压载
水直接接触时产生的。
4. Precautionary Advice to Masters When Undertaking Ballast Water Exchange
Operations 压载水置换时船长注意事项
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:
在进行压载水置换过程中，当不满足螺旋桨浸没、最小首吃水和驾驶室可视范围要求时，
船长应采取一切必要的预防措施;
.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:
在进行压载水置换过程中以下要求可能不能完全满足或很难保持：
—bridge visibility standards (SOLAS V/22);
驾驶室可视范围（SOLAS V/22条）；
—propeller immersion; and
螺旋桨浸没；和
—minimum draft forward；
最小首吃水；
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—Emergency fire pump suction;
应急消防泵吸口；
.2 In planning a Ballast Water Exchange operation that includes sequences which involve periods when the criteria for propeller immersion, minimum draft and or trim cannot
be met the following should be taken into consideration:
在制定压载水置换程序时，若某步骤螺旋桨浸没、最小吃水和/或纵倾不满足要求时，
下列因素应加以考虑：
—the duration(s) and time(s) during the operation that any of the criteria will not be met;
置换过程中不能满足任何要去所持续的时间；
—the effect(s) on the navigational and manoeuvring capabilities of the ship; and
这种不满足对操纵性和适航性的影响；和
—the time to complete the operation.
完成置换的时间。
.3 A decision to proceed with the operation should only be taken when it is anticipated that:
只有当以下情况可以预见时，才可以作出继续进行置换的决定：
—the ship will be in open water;
船舶将航行于开敞水域；
—the traffic density will be low;
通航密度将较低；
—an enhanced navigational watch will be maintained including if necessary an additional look out forward with adequate communications with the navigation bridge;
保持并加强航行值班，包括必要时在船艏安排的能与驾驶室保持充分联系的额外了
望值班；
—the manoeuvrability of the vessel will not be unduly impaired by the draft and trim and or propeller immersion during the transitory period; and
船舶操纵性在压载水置换过程中不会由于吃水、纵倾或螺旋桨浸没而过度地受到削
弱；和
—the general weather and sea state conditions will be suitable and unlikely to deteriorate.
天气和海况适宜，无恶化的迹象。
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SECTION 7 OPERATIONAL OR SAFETY RESTRICTIONS
第7节操作或安全限制
A ballast plan for a ballast voyage should be prepared in advance, in a similar manner to the
preparation of a cargo plan for a loaded voyage, and with the same degree of thoroughness.
This pre-planning is necessary in order to maintain safety in case compliance with ballast
exchange or other ballast water treatment or control options is required.
像货物装卸计划一样，压载水置换计划应提前详细制定。该计划是满足压载水置换或处
理、保障航行安全所需的必要措施。
The safety information in Section 6 should be taken into account when preparing the voyage
plan.
在制定航行计划时应考虑第6节中的安全须知。
This section gives guidance on additional operational and safety ballast handling procedures
to be followed at sea.
本节给出海上航行应遵循的操作与压载水安全处置程序的附加指南。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. 另外，必须遵守针对具体压载水置换所规定的操作限制。因此，为了能进行安全有序的
压载水更换操作，计划和选择合适的天气窗口是非常必要的。
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.
压载水置换是一个极其复杂的过程，可能持续数小时到数天。所有与压载水置换相关人
员需接受训练，熟悉程序过程和应急程序。
It should always be considered that while performing a ballast exchange at sea, failure of
船舶水尺公估中压载水的测算和校正 发布日期：2007-3-29 8:45:07本文作者：苏冲，张守生本文来源：本站浏览次数： 压载水的测定、校正和计算是水尺公估程序中最繁琐、工作量最大的一项工作，下文简要介绍其工作步骤。 1压载水测定 计量人员应会同船方逐舱测定压载水的深度。测定前，首先向船方了解水舱数量及名称，必要时可通过容积图来核实，以防漏测。 测量前首先检查船方提供的测量工具（尤其是绳尺）是否标准，船方制作的工具标准与否将直接影响测量结果。如发现有工具不标准的情况，需要 立即予以更换。 测量时，当尺锤接近舱底时，应减慢放尺速度，当感觉尺锤触及舱底时，应注意绳尺或钢卷尺不能弯曲，以免影响测深的准确性。若尺上水痕不清，应擦干并抹上白粉或试水膏再次观测。有时船方以部分压水舱是空的为由提出不予测量，应对其耐心说理，以防有呆存水或渗漏水漏测。测量时应认真细致，逐舱测深，并做好测深记录。 需要特别注意的是，顶边舱的舱面由于露天甲板形成弧形和倾斜形，其测量管又安装在船体两侧的位置，因此即使舱内的压载水从测量管溢出也不能简单作为满舱处理，仍应按实测深度结合校正计量。 2压载水校正与计算 当船舶处于纵倾或横倾状态时，压载舱液面与船舶的水线平行，压 载水也呈现纵倾或横倾状态，由于水舱的测量管大都不在舱的中间部位，故此时从测量管内所测得的水深并不真实，应根据船舶的压载水资料进行修正，以求得准确的容量。通常船舶的压载水资料有以下3种情况： 有舱容表且有纵倾修正 对于有纵倾修正的舱容表，根据测得的水深和船舶纵倾值，可直接查表得到各舱的压载水容量。查表方法如下： （1）船舶的各种压载水舱都有容量表或计量表，它们表示每一深度对应的容积或重量。除平浮状态下的容量外，大多数还标制出各种纵倾程度的校正曲线。在
目录 C o n t e n t s 章节标题页Chapter Title Page 1.介绍 2 Introduction 2.船舶资料 4 Ship’s particular 3. 负责人员及职责 5 Responsible officer any their duties 4.培训和教育 6 Training and education 5.压载水管理的手段8 Ballast water management measures 6 安全措施13 Safety Precautions 7 更换压载水程序19 Procedure For Ballast Water Exchange 8 记录和报告程序20 Recording and Reporting Procedures 9 附录23 APPENDIXES
压载水管理计划 BALLAST WATER MANAGEMENT PLAN 1.介绍与目的 Introduction and object 1.1 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。686（20））的要求。本公司制定了船舶压载水管理计划，计划规定了船舶压载水控制与管理的方法和要求，旨在为船舶提供压载水管理的安全和有效措施，本船船员必执行本计划，
Form: RWPRR401-B C C S通 函 Circular 中国船级社 China Classification Society （2010年）通函第 18 号总第 18 号 （2010）Circ.18 /Total No. 18 2010年4 月28日（共8页） 28 / 04 / 2010 (total pages: 8) 发： 本社总部有关处室，本社验船师、审图中心，有关船东，船舶管理公司，船厂，设计单位 To relevant departments of CCS Headquarters, CCS surveyors, plan approval centers, related shipowners, ship management companies, shipyards and design units 关于实施IMO《2004年国际船舶压载水及沉积物控制和管理公约》 的信息通告 Notice on Information regarding Implementation of IMO International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 国际海事组织在2004年2月召开的外交大会上通过了《2004年国际船舶压载水及沉积物控制和管理公约》（以下简称压载水公约）。虽然目前压载水公约尚未生效，但该公约对现有船舶安装压载水管理系统有追溯要求。为方便业界及时了解公约生效及实施要求现状，现将相关信息通告如下，并附上压载水公约的中英文本，供参照实施。 The International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 (hereinafter referred to as the Ballast Water Convention) was adopted at a Diplomatic Conference at IMO held in February, 2004. Although the Ballast Water Convention has not yet entered into force, it contains retroactive requirements for installation of ballast water management systems on existing ships. The following information is notified to the industries for understanding the status quo in relation to the entry-into-force and implementation requirements of the Ballast Water Convention in a timely manner. Both the English and Chinese texts of the Ballast Water Convention are also attached for reference.
船舶压载水系统 目录 定义 系统设计原则 船舶压载水处理系统 定义 船舶压载水系统主要由压载水泵、压载水管路、压载舱及有关阀件组成，系统的作用是：根据船舶营运的需要，对全船压载舱进行注入或排出，以达到调整船舶的吃水和船体纵、横向的平稳及安全的稳心高度；减小船体变形，以免引起过大的弯曲力矩与剪切力，降低船体振动；改善空舱适航性的目的。 系统设计原则 组成 船舶压载水系统主要由压载水泵、压载水管路、压载舱及有关阀件组成。 舱室布置 根据船舶的种类、用途和吨位的不同，压载水舱在船上的位置、大小和数量也不同。 一般船可用首尖舱、尾尖舱、双层底舱、边舱、顶边舱与深舱等作为压载水舱。 货油船可以用货油舱兼压载舱。 管路 1、船舶压载水系统的管路布置有三种形式：支管式、总管式和管隧式。 2、船舶压载水舱内吸口管应当同时具有加水功能。 3、各压载水舱的压载吸入口应布置在有利于压载水排出的位置。 4、为满足压载水系统的工作特点和简化管路，多采用调驳阀箱来调驳各压载水舱的压载水。 5、船舶压载水系统应当能够将全船各压载舱的压载水驳进、驳出或相互调驳。也可不用压载泵，舷外海水靠压差自动流入压载水舱。 船舶压载水处理系统 定义 船舶压载水处理系统就是对船舶排放海里的压载水进行处理的装置。
前景 因为船舶压载水的无控制排放对海洋生态、公众健康造成严重危害，2004年，国际海事组织(IMO)通过了《国际船舶压载水和沉积物控制与管理公约》，旨在防止船舶压载水排放引起的外来物种入侵，病原体传播导致的环境、人类健康、财产及资源方面损害。“公约”规定，从2009年起新造船舶必须安装压载水处理设备，并对现有船舶实施追溯，到2017年所有远洋船舶均须安装压载水处理设备。否则，公约生效后就不能驶入IMO成员国港口，违反公约将面临制裁和处罚。随着“压载水公约”生效日期的临近，世界各国都在加紧研发船舶压载水处理技术。截至目前，国外研发机构共30余家，已有13家研发机构获得IMO初步批准，其中瑞典、德国、韩国及挪威已获最终批准。 我国现拥有占世界总吨位3.4%的庞大船队，我国又是造修船大国，拥有一个巨大的船舶关键设备市场，同时，国际市场也蕴含巨大潜力。 压载水处理技术的产业化不仅是保护海洋生态环境的迫切需要，而且对提高国产船舶关键设备装船率、提高航运业和造修船业核心竞争力具有重要意义。同时，对海军自主装备建设意义也十分重大。
BALLAST WATER MANAGEMENT PLAN 压载水管理计划 SHIP NAME 船名ZHEN HUA 15 IMO 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 2010 1 CONTENTS （目录） Section Title Page No. Preamble 序言3 Introduction 前言4 Ship Particulars 船舶主要参数 5 RECORD OF AMENDMENTS 内容修订记录 6 Section 1 Purpose 目的7 Section 2 Plans/Drawings of the Ballast System 压载系统图8 Section 3 Description of the Ballast System 压载系统介绍9 Section 4 Ballast Water Sampling Points 压载水取样点11 Section 5 Operation of the Ballast Water Management System 压载水管理系统操作12 Section 6 Safety Procedures for the Ship and the Crew 船及船员安全程序16 Section 7 Operational or Safety Restrictions 操作及安全注意事项20 Section 8 Description of the Method(s) used on board for Ballast
压载水处理系统 【定义： 1、船舶压载水处理系统就是对船舶排放海里的压载水进行处理的装置。也称船舶压载水管理系统。英文简称BWMS。 2、系指对压载水进行处理使其达到或高于《国际船舶压载水及其沉积物管理和控制公约》第D-2条规定的压载水性能标准的任何系统。压载水管理系统包括压载水处理设备、所有相关控制设备、监测设备以及取样设施。 【背景： 船舶航行中，压载是一种必然状态。船舶在加装压载水的同时，海水中的生物也随之被加装入到压载舱中，直至航程结束后排放到目的地海域。压载水跟随船舶从一地到它地，从而引起了有害水生物和病原体的传播。压载水的无控制排放可能会对海洋生态系统、社会经济和公众健康造成危害。全球环保基金组织（GEF）已经把船舶压载水引起的外来物种入侵问题列为海洋四大危害之一。 为了更有效的控制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年通过了《国际船舶压载水和沉积物控制和管理公约》。“公约”自2009年开始，规定所有新建船舶必须安装压载水处理装置，并对现有船舶追溯实施。“公约”对压载水的处理标准，即处理水中可存活生物的种类及数量作了明确规定（D-2标准）。 【D2标准生效日的不确定性： 《压载水公约》中对船舶的要求是排放经处理的压载水必须满足D2标准，而D2标准的生效并不取决于该公约的生效。这是因为虽然该公约生效日期不确定，但公约中D2标准的生效日对各类型船舶很明确，而该条款又是追溯性的，这就意味着无论公约是否生效，无论是否缔约国，对船舶安装满足D2标准压载水管理系统的要求都是强制性的，所以船舶尤其是新造船舶一定要在船舶设计时考虑这一要求。目前的问题是没有满足所有船舶需要的、足够数量的压载水管理系统，所以D2标准第1个生效日的推迟在所难免。2007年召开的IMO 第25次大会A．1005(25)决议解决了2009年建造的船舶问题，将D2标准的适用日推迟到2011年12月31日，但2010年及之后建造的船舶和现有船舶的适用时间是否推迟要由2009年召开的MEPC(59)会议决定。 【压载水处理D-2标准
中华人民共和国海事局关于颁布《船舶压载水管理系统申报 暂行规定》的通知 【法规类别】船舶 【发文字号】海船舶[2012]265号 【发布部门】中华人民共和国海事局 【发布日期】2012.06.15 【实施日期】2012.06.15 【时效性】现行有效 【效力级别】部门规范性文件 中华人民共和国海事局关于颁布《船舶压载水管理系统申报暂行规定》的通知 （海船舶〔2012〕265号） 各直属海事局、各有关单位： 国际海事组织于2004年通过了《2004年控制和管理船舶压载水和沉积物国际公约》（以下简称《压载水公约》）。为使船舶压载水管理系统满足《压载水公约》的有关要求，规范船舶压载水管理系统申报程序，根据公约及国家有关法律法规，制订了《船舶压载水管理系统申报暂行规定》。现将此规定发送你们，请遵照执行。 2012年6月15日附件
中华人民共和国海事局 船舶压载水管理系统申报暂行规定 第一条为使船舶压载水管理系统满足《2004年控制和管理船舶压载水和沉积物国际公约》（以下简称《压载水公约》）的有关要求，规范船舶压载水管理系统申报程序，根据国家有关法律法规，制订本暂行规定。 第二条本规定适用于拟申请安装在中国籍船舶（法律法规另有规定的除外）上的船舶压载水管理系统。 第三条中华人民共和国海事局为船舶压载水管理系统申报的主管机关，负责船舶压载水管理系统申报的申请受理和审查。 第四条船舶压载水管理系统应满足《压载水公约》和国内有关法律法规的要求。船舶压载水管理系统的设计和操作不得危害船舶安全及人员健康和安全，也不得对环境和公众健康造成危害。压载水管理系统的性能应能满足《压载水公约》第D-2条的标准，且船上适用。 第五条申请人向主管机关申报船舶压载水管理系统中应书面说明： （1）申请人名称、地址和联系方式；
澳大利亚压载水管理指南 ［译者注）：澳大利亚为防止从海外进入澳大利亚水域的船舶排放的压舱水和沉积物带有有害水生微生物和病原体，于1990年推出澳大利亚压载水管理指南并于1992年修改后以AQIS（澳大利亚检疫和检查局）通告形式发布，于1998年正式成为澳大利亚指南。但为与IMO于1997年推出的IMO压载水管理指南主要要求保持一致，澳大利亚当局又以此指南取代1998年的指南。鉴于该指南一些主要要求为强制性的，特译出供我赴澳船舶参照执行。同时对我国保护海洋环境有关部门或许具有参考和借鉴价值。 1目的 1．1．这些指南的目的是，通知从海外进入澳大利亚的船舶有关澳大利亚对控制和沉积物排放的要求，以使有害的水生微生物和病原体带进澳大利亚沿海水域的风险控制在最小限度。这些指南取代1998年8月1日和1998年10月1日生效的BW8/98澳大利亚指南，原指南是1990年推出的并于1992年修改后于1992年7月通过AQIS（澳大利亚检疫和检查局）92/2通告颁布的。 2引言 2．1．澳大利亚的这些压载水指南（简称澳大利亚指南）应该与为缩小有害水生微生物和病原体而控制和管理船舶压载水的国际海事组织（IMO）指南（A.868（20）决议）（IMO 指南）一并加以研读。尤其，要求船长们对IMO指南，海上排放压载水安全方面的指导给以注意，这些指南见附录。 2．2．AQIS是澳大利亚政府管理压载水问题和挂靠澳大利亚第一个港口的船舶按澳大利亚压载水管理指南实行监测的牵头机构。指南就控制从海外进入澳大利亚水域的船舶排放压载水以及沉积物问题，澳大利亚列出了详细要求，其中有的已纳入澳大利亚议会法，成为强制性的规定。 2．3．后边的（6．4）为强制性进入船上取样点和（7．1）为强制性的报告。此外，清洁压载舱和货舱而导致沉积物排入澳大利亚海洋环境则属违禁（6．2．2．2）。 3申请 3．1．除非AQIS另有规定，这些指南适用于所有从海外港口进入澳大利亚的船舶。3．2．在采用这些指南过程中，船舶安全是重中之重。 4指南的目的和背景 4．1．按技术上和科学上指导和效仿IMO指南，由AQIS开发的这些指南的目的是，想协助船长、经营人、船东、代理和当局及其他有关方面把带进有害的水生微生物和来自船舶压载水的风险降低到最低限度，从而也保护了船舶安全。 5培训和教育 5．1．为与IMO指南相一致，鼓励对船长和船员进行适当的培训。基于这些指南和IMO 指南中的信息，这一培训应包括有关压载水和沉积物处理程序的讲授。在坚持做适当的记录和航海日志方面也应该提供讲授。 6船舶程序 6．1．船舶压载水管理计划 6．1．1．凡载有压载水的船舶都要求保存压载水管理计划，以协助将有害的水生微生物和病原体的传播减少到最低限度。为此，计划的目的应就压载水环境管理和安全及有效程序提供指导。 6．1．2．压载水管理计划应作为每条船舶的专项，并应按IMO压载水管理计划参照由国际航运协会（ICS）和国际油轮船东协会（IN-TERTANCO）为IMO开发的IMO指南模式制定。这种模式计划可以从ICS那里获取：传真0044 171 4178877或E－mail ：ics＠https://www.doczj.com/doc/108262399.html,
船舶压载水处理系统项目可行性报 告 国统调查报告网（即中金企信国际咨询公司）拥有10余年项目可行性报告撰写经验，拥有一批高素质编写团队，卓立打造一流的可行性研究报告服务平台为各界提供专业可行的报告（注：可出具各类项目的甲级资质）。 项目可行性报告用途（企业投融资、国家发改委立项、银行贷款申请、申请进口设备免税、境外投资项目核准、政府资金项目申报） 可行性研究报告是确定建设项目前具有决定性意义的工作，是在投资决策之前，对拟建项目进行全面技术经济分析论证的科学方法，在投资管理中，可行性研究是指对拟建项目有关的自然、社会、经济、技术等进行调研、分析比较以及预测建成后的社会经济效益。 由于可行性研究报告属于订制报告，以下报告目录仅供参考，成稿目录可能根据客户需求和行业分类有所变化。 第一章船舶压载水处理系统项目总论 第一节船舶压载水处理系统项目背景 一、船舶压载水处理系统项目名称
二、船舶压载水处理系统项目承办单位 三、船舶压载水处理系统项目主管部门 四、可行性研究工作的编制单位 五、研究工作概况 第二节编制依据与原则 一、编制依据 二、编制原则 第三节研究范围 一、建设内容与规模 二、船舶压载水处理系统项目建设地点 三、船舶压载水处理系统项目性质 四、建设总投资及资金筹措 五、投资计划与还款计划 六、船舶压载水处理系统项目建设进度 七、船舶压载水处理系统项目财务和经济评论 八、船舶压载水处理系统项目综合评价结论 第四节主要技术经济指标表 第五节结论及建议 一、专家意见与结论 二、专家建议 第二章船舶压载水处理系统项目背景和发展概况第一节船舶压载水处理系统项目提出的背景
一、船舶压载水处理的背景 1、船舶压载水的危害 船舶航行中，压载是一种必然状态。船舶在加装压载水的同时，海水中的生物也随之被加装入到压载舱中，直至航程结束后排放到目的地海域。压载水跟随船舶从一地到它地，从而引起了有害水生物和病原体的传播。压载水的无控制排放可能会对海洋生态系统、社会经济和公众健康造成危害。全球环保基金组织（GEF）已经把船舶压载水引起的外来物种入侵问题列为海洋四大危害之一。 为了更有效的控制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年通过了《国际船舶压载水和沉积物控制和管理公约》。“公约”自2009年开始，规定所有新建船舶必须安装压载水处理装置，并对现有船舶追溯实施。“公约”对压载水的处理标准，即处理水中可存活生物的种类及数量作了明确规定（D-2标准）。 2、压载水处理D-2标准
3、船舶压载水处理系统的安装时间表 (D-1：压载水置换标准；D-2：压载水处理标准） 二、认证历程
2008年6月建成国内第一个压载水处理陆基实验基地
2009年12月通过CCS陆基实验型式认可
青岛双瑞公司的Bal C lor TM BWMS在第61次国际海事组织（IMO）大会上获得最终认可。 2010年12月将通过ＣＣＳ实船实验型式认可，2011年初将通过DNV实船型式认可 三、BalClor TM BWMS的处理技术 BalClor TM BWMS对压载水的处理过程分为“过滤”、“电解海水产生次氯酸钠杀菌”、“中和”三步： “过滤”—压载时，利用过滤精度为50μm的自动反冲洗过滤器对所有压载水进行过滤，该步骤可以过滤掉尺寸大于50μm的大部分的海生物及固体颗粒； “电解海水产生次氯酸钠杀菌”—从压载水主管路引一支路海水进入电解装置，电解产生高浓度的次氯酸钠溶液，该溶液经过除气后，回注入压载水主管路，同主管路压载水混合到一定浓度。该浓度的次氯酸钠能够有效杀灭经过滤后的残余的浮游生物、病原体及其幼虫或孢子等，达到规定的杀菌效果（D-2标准），压载水管路中活性物质的浓度由TRO分析仪和控制系统自动控制； “中和”—压载水排放时，当其余氯浓度小于IMO规定值时，中和系统不启动，压载水直接排放；当压载水中余氯浓度大于IMO规定值时，中和系统自动启动，向排水管中注入中和药剂，中和残余的TRO残余氧化剂，中和剂量由控制系统自动控制。 1、灭活-核心技术 电解单元从过滤后的压载水抽取总量1%～2%左右的水流电解，制取氯气和次氯酸钠溶液，同时通过除气装置将电解产生的氢气稀释到安全界限以下，排出舷外。氯气会溶于水迅速产生次氯酸。 当海水进入电解槽后，电解反应机理如下： 阳极：2Cl-→ Cl2 + 2e 阴极：2H2O + 2e → 2OH- + H2↑ 阳极产生的氯气能够迅速溶在海水中生成次氯酸和盐酸： Cl2 + H2O → HOCl + Cl- + H+ 所以，总反应： NaCl + H2O → NaOCl + H2↑ 次氯酸钠溶液作为一种非常有效的杀菌剂可以在压载水中保持一定时间，并迅速有效的杀灭压载水中的浮游生物、孢子、幼虫及病原体。该技术已经在医学灭菌、自来水厂等水处理行业应用多年。
第31卷 第1期世界海运Vol.31 No.1 2008年2月World Shipping Feb. 2008 船舶防污船舶压载水置换方法及工作要点 栾法敏Ξ (青岛远洋船员学院,山东青岛 266071) 【关键词】船舶压载水;风险评估;置换方法 【摘 要】根据国际海事组织对船舶压载水管理制定的相关法规及要求,探讨船舶压载水置换方法以及工作要点,围绕置换前的风险评估、置换方法的选择、不同置换方法应该注意的工作要领等方面对压载水的置换进行阐述。 中图分类号:U698.7 文献标识码:B 文章编号:100627728(2008)0120050203 1 压载水置换的相关法规 IMO于1997年11月通过了加强对船舶压载水的控制和管理指南来减少有害水生物及病原体传播的A.868 (20)号决议,2004年2月IMO又通过了《2004年国际船舶压载水和沉淀物控制与管理公约》,许多国家都将船舶压载水管理列入本国法律。实施船舶压载水置换,旨在尽量减少由于船舶压载水和相关沉淀物导致有害水生物和病原体的转移,即减少对海洋环境的污染,加强对世界海洋环境的保护。由于近岸(包括港口和河口)生物被排放到深海中,或深海生物被排放到近岸水域通常都不能存活,因此公约要求船舶在深海中或者在港口国指定的海域进行压载水置换。根据公约的要求,在置换压载水时必须满足以下3个条件中的任何一个:距离最近的陆地至少200n mile,水深至少200m;如果条件不满足,则尽可能远离最近陆地,在任何情况下距离最近陆地至少50n mile,水深至少200m;或在港口国指定的海域。 2 目前置换压载水的主要方法 根据国际海事组织对压载水的管理指南,目前被认可和接受的置换方法主要包括以下3种。 (1)逐一更换法(empty/re2fill method)。是指将压载水从压载舱中用泵排放干净,并重新吸入洁净海水的方法。该方法的优点是:能够比较彻底地对压载水进行有效置换,在3种置换方法中该方法是更换最彻底的一种;完成压载水置换的时间较短。该方法的缺点是:由于排放压载水能够改变船舶的吃水差以及船舶的稳性,同时对船舶的固有剪力和弯矩也会产生影响,因而需要仔细计划和监控,做好精确的计算,保证每一步都能够确保船舶整体和局部强度、稳性和吃水差维持在允许的范围内;需要考虑动态负荷影响,要考虑吃水差的变化是否会造成船上货物位移;要考虑天气情况的影响。 (2)溢流法(flow2through method)。又称为注入顶出法,是指从压载舱的底部泵入清洁海水,使原来的压载水通过溢流孔从顶部排出的方法。因为压载舱有一定的舱容,所以当泵入一定量海水时也同时排出相同量的海水,从而达到压载水置换的目的。研究发现,要达到压载水95%的更换量,需要泵入3倍舱容的水量。该方法的优点是:由于不改变船舶的吃水差和稳性,对船舶的局部强度和总纵强度影响不大,同时也不会产生货物移位等负面影响。基于这些优点,在使用该方法进行压载水置换时,不用进行周密的计算,也便于船员的操作;同时该方法在不得已的情况下,在恶劣天气里也可以进行操作。该方法的缺点是:对于老旧船该方法不太适用,因为在使用溢流法置换时泵和管系的压力比较大,很容易造成对管系的破坏;不仅如此,置换过程中压载舱压力增大同样也存在着危险。另外,有些船没有设计顶部溢流的端口,不能使用该方法。 (3)稀释法(dilution method)。是通过管路的设计,将清洁海水从压载舱顶部注入同时从底部排出的方法。此方法也是至少向舱内泵入3倍于舱容量的海水。稀释法因涉及船舶设备、管路的改进或添置,故仅在新造船上设置后才能使用。 对于目前大多数船舶来说,压载水的置换方法主要为逐一更换法和溢流法。 3 置换压载水时的风险评估以及方法选择在压载水置换以前应做好风险评估,然后采用适合于本船的置换方法。不同类型的船舶应选择不同的置换方法,船长应充分考虑压载水置换过程中产生的风险,然后谨慎决定采用哪种方法。 Ξ[收稿日期]2007207220 [作者简介]栾法敏(1969-),男,山东高密人,船长,讲师
系统原理的BALCLORTM 电解过程中脱氯过滤 过滤：去除有机物和颗粒物大多数大型多 比最小尺寸为50μm; 电解过程：生产次氯酸钠溶液杀 有害水生物和病原体; 脱氯：周转率将要瓦解以下为0.1mg / L的 电解过程的原理 反应机理如下： 阳极： 2Cl- → Cl2 + 2e 阴极： 2H2O + 2e → 2OH- + H2↑ 氯气可溶于水的生产 次氯酸和盐酸迅速： Cl2 + H2O → HOCl + Cl- + H+因此整体的反应是： NaCl + H2O → NaOCl + H2↑ 作者：HYPOBROMOUS酸生成 由于通常有溴离子密度与 50?70mg / L的天然海水中存在的氧化 反应的次氯酸和溴离子会 生产hypobromous酸： HOCl + Br - → HOBr + Cl – Hypobromous酸也有效的杀菌剂，更稳定的比 氯在碱性海水。 氯胺和发电的 BROMAMINES 次氯酸反应和hypobromous酸 在海水氨会产生氯胺 和Bromamines
HOCl + NH3 == NH2Cl （monochloramine）+ H2O(均未配平) NH2Cl + HOCl ==NHCl2（dichloramine）+ H2O(均未配平) NHCl2 + HOCl ==NCl3（trichloramine）+ H2O(均未配平) 联名作者GEMICIDAL代理：周转率 氯胺和bromamines也gemicidal代理商，并 一般认为，其杀菌的行动是多 弱于HClO/ClO-和HOBr/OBr-人。 因此，gemicidal效果统称代理 总残余氧化剂（周转率），包括HClO/ClO- /氯气，HOBr/OBr-/Br2，氯胺和bromamines。
Ballast water management plan 目录 Contents 章节标题页Chapter Title Page 1.介绍 2 Introduction 2.船舶资料 4 Ship's particular 3. 负责人员及职责 5 Responsible officer any their duties 4.培训和教育 6 Training and education 5.压载水管理的手段8 Ballast water management measures 6 安全措施13 Safety Precautions 7 更换压载水程序19 Procedure For Ballast Water Exchange 8 记录和报告程序20 Recording and Reporting Procedures
9 附录23 APPENDIXES Ballast water management plan 压载水管理计划 BALLAST WATER MANAGEMENT PLAN 1.介绍与目的 Introduction and object 1.1 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
Ballast Water Management 1 Introduction notes 2 Descriptive criteria 3 Assessment 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 essential to control trim, list, draught, stability, or stresses of a ship, ballast water and may contain aquatic organisms or pathogens. These 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 pose 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 separated water bodies, ballast water discharge from ships is one of the most prominent. 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 processes, 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 sea 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 management procedures that have been assessed to a recognised 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 assessed 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 sets 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 imposed by the Administration with whom the ship is registered and/or by the regional, national or local regulations within whose 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 selected for a particular ship is the Owner’s responsibility. The method selected must be one or a combination of the three IMO recognised ballast water exchange methods, i.e. sequential, 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 selected for the ship or tank and those associated with the ship are to be taken into account.
船舶压载水管理计划 BALLAST WATER MANAGEMENT PLAN
WESTLION SHIP MANAGEMENT CO., LTD.
目录Contents 章节标题 Chapter Title 1.介绍 Introduction 2.船舶资料 Ship ’ s particular 3.负责人员及职责 Responsible officer any their duties 4.培训和教育 Training and education 5.压载水管理的手段 Ballast water management measures 6.安全措施 Safety Precautions 7.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 2 4 5 6 8 13 19 20
压载水管理计划 BALLAST WATER MANAGEMENT PLAN 1.介绍与目的 Introduction and object 1.1 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。 686（ 20））的要求。本公司制定了船舶 压载水管理计划，计划规定了船舶压载水控制与管理的方法和要求，旨在为船舶提供压载水管理的安全和有效措施，本船船员必执行本计划，