压载水管理计划 BWMP (MEPC 127 (53))

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。

压载水管理公约解读及现状上海远洋运输有限公司应功伟郦平怿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》（INTERNATIONAL 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。

压载水管理公约随着全球经济的快速发展，海洋运输业的重要性日益凸显。

随之而来的是对海洋环境的影响，其中压载水的管理成为了全球航运业的热点问题。

为了保护海洋环境，维护全球航运业的可持续发展，国际航运界积极探索压载水管理的有效途径，最终形成了《压载水管理公约》。

一、压载水的概念压载水是指在船舶进入各港口和航行过程中，为了增加船舶稳定性和保持良好的航行状态，船舶所注入的水。

这种水一般来自港口或海洋，含有各种物质，如海水、淡水、污水、生物等。

在船舶进入下一个港口时，这些水会被排放出去，因此，压载水的管理是保护海洋环境的重要一环。

二、压载水对海洋环境的影响压载水中含有大量的生物，如细菌、病毒、海藻、有害的水母等，这些生物可能会对海洋环境造成污染。

此外，压载水中还可能含有各种有害物质，如油污、化学物质等，这些物质会对海洋生态系统造成极大的破坏。

由于船舶数量的不断增加，压载水的排放量也在不断增加，这对海洋环境的影响愈发明显。

三、国际压载水管理的发展历程国际航运业对压载水的管理一直是一个重要的议题。

早在20世纪70年代，国际海事组织就开始探讨压载水管理的问题，并于1984年制定了《国际压载水管理准则》，这是国际航运业对压载水管理的首个尝试。

该准则规定了船舶在注入和排放压载水时应遵守的标准和程序，但由于其并不强制执行，因此其实际效果不尽如人意。

1992年，国际海事组织通过了《国际船舶防污染公约》，其中包含了对压载水管理的更加严格的规定。

该公约规定了船舶应遵守的压载水管理标准，要求船舶在注入和排放压载水时应遵守一系列的程序和标准，以确保压载水的质量符合国际标准。

此外，该公约还规定了国际压载水管理体系的建立和管理机制，以确保其有效执行。

四、国内压载水管理的现状随着国内航运业的快速发展，压载水管理也成为了国内航运业的重要议题。

目前，国内压载水管理的主要法规是《中华人民共和国海洋环境保护法》和《中华人民共和国海洋环境保护条例》。

一、船上需批准的文件第 1 页共29 页第 2 页共29 页第 3 页共29 页第 4 页共29 页第 5 页共29 页第 6 页共29 页第7 页共29 页第8 页共29 页第9 页共29 页二、船上需验船师确认的文件第10 页共29 页第11 页共29 页第12 页共29 页三、船上张贴的其他文件和图第13 页共29 页第14 页共29 页第15 页共29 页第16 页共29 页四、保存在船上的其他记录、文件第17 页共29 页第18 页共29 页第19 页共29 页第20 页共29 页五、航海出版物、日志、记录簿、产品证书等第21 页共29 页第22 页共29 页第23 页共29 页第24 页共29 页六、船上应保存的图纸、文件资料（1）*（规范2007修改通报）（2007.4.1生效）第25 页共29 页第26 页共29 页六、船上应保存的图纸、文件资料（2）（规范2007修改通报UR Z23）（2008.1.1生效，建造合同）*提供：船上、船东/岸基管理部门、CCS（2008修改通报要求）第27 页共29 页*：1、2007.1.1及以后安放龙骨船，船上、岸基管理部门应保存上述（1）图纸第1～12项。

2、2007.4.1 及以后建造合同船，船上、船东和/或岸基管理部门还应保存上述（2）13～16项文件资料。

3、2008.1.1后检验（以检验工作控制号给出日期）的船舶，船上、岸基管理部门应保存的图纸文件资料应包括上述（1）和（2）的内容，――提前执行2008修改通报“新建船舶的船体检验（UR Z23）”部分。

第28 页共29 页4、2008.4.1 及以后建造合同船，（1）和（2）的图纸、文件资料，应提供CCS 归档。

5、上述（1）和（2）的内容部分重复；并与前面的有关手册内容重复。

第29 页共29 页。

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.。

压载水公约对压载水的排放要求一、压载水的概念及其重要性压载水是指船舶在航行过程中所采取的一种节约燃料的技术，它通过在船舶内部注入海水来增加船体重量，从而降低船体在水中的浮力，减小了摩擦阻力和波浪阻力，进而降低了燃料消耗量。

由于压载水技术可以带来显著的经济效益和环境效益，因此得到了广泛应用。

但与此同时，压载水排放也对海洋环境和生物造成了一定的影响。

二、国际海事组织制定的压载水公约为保护海洋环境和生物资源，国际海事组织（IMO）于1997年制定了《关于预防船舶污染环境公约》（MARPOL 73/78）第Ⅵ章规定的“控制大气污染物排放和控制压载水排放”的相关规定。

其中，《MARPOL公约》第Ⅵ章规定了对所有国际航行商用船只进行监管，并要求其遵守相关排放标准。

三、压载水公约对压载水排放的要求1.排放标准压载水公约规定了船舶在进行压载水排放时必须遵守的排放标准，即压载水中油脂和溶解性有机物（即COD）的浓度应低于15毫克/升。

此外，还规定了一些特殊区域和敏感海区的更为严格的排放标准。

2.监管措施为确保船舶遵守压载水公约的相关规定，各国政府采取了一系列监管措施。

例如，对进入其领海内或停靠其港口的船只进行检查，并要求其提供相关证明文件；对违反规定的船只实施罚款或其他惩罚措施等。

3.技术手段除了监管措施外，还可以通过技术手段来减少压载水排放对环境造成的影响。

例如，在船上安装沉降池等处理设备来将含油污染物从压载水中分离出来；在选择注入海水的位置时，应尽量选择远离岸边和敏感海区等地点。

四、结论总之，《MARPOL公约》第Ⅵ章规定了对所有国际航行商用船只进行监管，并要求其遵守相关排放标准。

压载水公约对压载水排放的要求主要包括排放标准、监管措施和技术手段等方面。

通过严格执行这些规定，可以有效地保护海洋环境和生物资源，实现可持续发展的目标。

压载水处理系统技术方案让我给你简单介绍一下压载水。

船舶在航行过程中，为了保持稳定性，会向船舱内注入海水，这就是压载水。

但是，这些压载水会带来一系列环境问题，比如生物入侵、水质污染等。

所以，我们需要一套有效的压载水处理系统来解决这些问题。

下面，就让我们一起来看看这个压载水处理系统技术方案。

一、项目背景随着全球贸易的快速发展，船舶运输成为不可或缺的一部分。

然而，船舶在航行过程中产生的压载水问题日益严重。

我国政府高度重视环境保护，为了应对这一挑战，我们决定研发一套高效、环保的压载水处理系统。

二、技术方案1.系统组成（1）预处理单元：对压载水进行过滤、沉淀等预处理，去除悬浮物和杂质。

（2）消毒单元：采用先进的紫外线消毒技术，杀灭水中的细菌、病毒等微生物。

（3）反渗透单元：通过反渗透膜技术，去除水中的盐分和有机物。

（4）排放单元：将处理后的压载水排放至大海。

2.技术特点（1）高效节能：采用先进的反渗透膜技术，降低了能耗，提高了处理效率。

（2）环保安全：紫外线消毒技术避免了化学消毒剂的二次污染。

（3）智能控制：系统具备自动监测、报警、切换等功能，确保运行稳定。

（4）易于维护：模块化设计，方便维修和更换部件。

三、实施方案1.设备选型（1）预处理设备：包括过滤器、沉淀池等。

（2）消毒设备：紫外线消毒装置。

（3）反渗透设备：反渗透膜组件。

2.设备安装（1）预处理设备安装：将预处理设备安装在船舶甲板上，连接管道和电源。

（2）消毒设备安装：将紫外线消毒装置安装在预处理设备之后，连接管道和电源。

（3）反渗透设备安装：将反渗透膜组件安装在消毒设备之后，连接管道和电源。

3.系统调试设备安装完成后，进行系统调试，确保各设备正常运行，处理效果达到预期。

四、项目优势1.环保：有效减少船舶压载水对海洋环境的污染。

2.经济：降低船舶运营成本，提高经济效益。

3.安全：保障船舶航行安全，避免生物入侵等风险。

4.社会效益：提升我国环保形象，为全球环保事业作出贡献。

船舶压载水管理计划-全文一、背景介绍二、目的本文旨在制定一套科学、合理和可执行的船舶压载水管理计划，以确保船舶良好的运营和管理，并保护环境免受潜在的污染。

三、管理措施2.压载水处理压载水应在进入船舶之前进行适当的处理。

处理方式应符合相关的国际和国内标准，以确保压载水的质量符合要求。

3.压载水质量监测船舶应配备适当的压载水质量监测设备，并定期进行压载水质量检测。

监测数据应记录并保存，以备查阅。

如发现压载水质量不合格，及时采取相应措施进行处理。

4.压载水存储船舶应具备合适的压载水存储设施。

存储仓容量应符合相关要求，并能够确保压载水的安全存储。

存储设施应定期进行检查和维护，以确保其正常运行。

5.压载水使用船舶在使用压载水时应遵循一定的原则和要求。

压载水应根据实际需求进行合理使用，并通过相应的控制措施确保压载水的使用安全可靠。

6.压载水安全管理船舶应建立健全的压载水安全管理制度，并明确责任人和管理流程。

监管部门应定期进行巡查和检查，确保船舶压载水安全管理制度的有效执行。

7.废水处理船舶在处理压载水产生的废水时应依据相关法律法规进行处理。

废水处理工艺应符合国际和国内标准，并定期进行维护和检查，以确保废水的安全排放。

8.应急处置船舶应建立紧急事件应对机制，对可能发生的压载水泄漏等事故做好预案。

一旦发生压载水泄漏等紧急情况，应立即采取相应的应急处置措施，并及时报告有关部门。

四、责任1.所有船舶相关人员应遵守船舶压载水管理计划的相关规定，保证良好的执行。

2.船舶拥有者或经营者应制定并确保船舶压载水管理计划的落实，并承担主要责任。

3.执法机构应加强对船舶压载水管理计划的监管和检查，确保其有效执行。

五、宣传与培训1.船舶相关人员应接受压载水管理知识的培训，提高其对船舶压载水管理的认识和意识。

2.执法机构应加强对船舶压载水管理计划的宣传，提高船舶压载水管理的重要性和紧迫性。

六、总结本船舶压载水管理计划的制定是为了确保船舶压载水的合规性和安全性，并保护环境免受潜在的污染。