ZODIAC MARITIME LIMITED

D/C Project

NAME
Pavlo Brem

RANK D/С
COMPUTER NUMBER 88704
SHIP’S NAME DURHAM
SHIP’S TYPE LPG/C
PROJECT NUMBER D2
DATE
APPROVED BY DTO
NAME OF DTO C/O EDUARD ILIE MIHALEA
SIGNATURE OF DTO
NAME OF MASTER ZNAJEMSKIS VALERIJS

STAMP/ SIGN.
 Project D2 – Bilge / Ballast Systems
(a) With your ship in full ballast condition and no cargo:
(i) Describe all stages of ballast water exchange (BWE) operation at sea.
Attach completed Form EP01 with detailed sequence of Exchange.
(ii) List the safety factors, which must be considered for BWE operation
at sea.
(iii) Describe all stages of a normal water ballasting operation in port.
(iv) List the checks on the ship`s structure (e.g. the collision bulkhead) to
be made after filling the forepeak tank, the after peak tank and the
double bottom (DB) tanks. Explain the expression “gravity filling”
and “pressure up” DB tanks.
(b) Sketch a plan view of your vessels bilge piping system, showing the position
of all valves, pumps, ejectors/educators if fitted, bilge wells, strainers, etc.
Include the Engine Room arrangement.

On the sketch, note down the type of pumps used and their capacity in
m per hour.
3
 (a) With your ship in full ballast condition and no cargo:
(i) Describe all stages of ballast water exchange (BWE) operation at
sea. Attach completed Form EP01 with detailed sequence of
Exchange.

Ballast water is essential to control trim, list, draught, stability, or stresses of

the ship. However, ballast water may contain aquatic organisms or pathogens,
which, if introduced into the sea fresh water may create hazards to the
environment, human health, property or resources.
The IMO Ballast Water Management Convention came into force on 8th
September 2017. The key elements of the Convention are:

1. Ships will have to conform to prescribed standards of treatment for ballast

water prior to discharge.
2. Sediments will have to be disposed of according to the Convention
requirements (and contracting Parties have an obligation to provide
reception facilities).
3. Ships will be required to be inspected and certified, although inspections
should not cause unreasonable delay to the ship; and
4. Ships will be required to carry an approved ballast water management Plan,
and record all ballast water records in the Ballast Water Record Book
(BWRB). These documents should be available for inspection by recognised
authorities.

On board, the Chief Officer is responsible for implementing the procedures

with the Ballast Water Management Plan.
Ballast water exchange in open water should be carefully examined and
prepared in advance, in a similar manner to the preparation of a cargo plan for a
loaded voyage.

The Convention requires that vessels should conduct ballast water exchange:

1. At least 200 nm from the nearest land and in water at least 200 m in depth;
if this is not possible.
2. 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
3. In designated areas for BWE.

All local and/or national regulations should be taken into consideration as

they may specify other depths and distances from land.
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 circumstances he is
not required to comply with above paragraphs. If in such circumstances, the
reasons shall be recorded in the BWRB.
There are three methods of Ballast Water exchange which have been
evaluated and accepted by the Organization. The three methods are the sequential
method, the flow-through method and the dilution method. The flow-through
method and the dilution method are considered as “pump through” methods.

Sequential Method

The ‘Sequential Method’ is a process by which a ballast tank intended for

the carriage of ballast water is first emptied and then refilled with replacement
ballast water to achieve at least a 95% volumetric exchange. 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.

Flow through Method

The flow through method is whereby ballast water exchange occurs by

pumping in additional water to overflow tanks. This method requires the pumping
of a minimum of 3 times the total volume of the tank to achieve a complete ballast
exchange

Dilution Method

Dilution method is a process by which replacement ballast water is filled

through the top of the ballast tank intended for the carriage of ballast water with
simultaneous discharge from the bottom at the same flow rate and maintaining a
constant level in the tank through out the ballast exchange operation to achieve at
least 95% 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 demonstrate that at least 95% volumetric exchange
is met.

The ballast exchange sequences are described in our “Ballast Water

Management Plan” manual and indicated sequences for the exchange of ballast
water using the method(s) applicable to our own ship

On the next page is attached a completed Form EP01 with detailed sequence of
Exchange for LPG/C “DURHAM”
 (ii) List the safety factors, which must be considered for BWE
operation at sea.

The exchange of ballast water in open sea has to be distinguished from

ballast operations carried out in ports or in sheltered waters. Ballast water
operation at sea has the potential to be more hazardous than ballast water
operations carried out in port.
A decision should be made at the completion of each sequence, taking
account factors such as the ship’s position, weather forecast, machinery
performance, stability, strength, degree of crew fatigue, before proceeding to the
next sequence. If any factors are considered unfavourable the ballast exchange a
decision should be made if exchange operations should be suspended until
conditions become more favourable.
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;
Ballast water exchange sequence should be simulated prior to start of
ballast/deballast operations, taking into consideration of the followings:

1. The ballast water exchange is to be carried out in an open sea watching that
no other vessel is likely to be in the vicinity.
Visibility (Based on SOLAS requirement = 2 x LOA )
Not to be obscured by more than 459.8 m (LOA = 229.9 m)
2. The ballast water exchange is to be carried out in smooth sea.
3. Through the ballast water exchange sequence, at every step of ballast and
deballast operation, bending moment and shearing force must be within
allowable limits for sea going.
4. Through the ballast water exchange sequence, the minimum required GoM
must be maintained.
5. The ship's draft and trim should be controlled properly.
6. Propeller immersion : More than 50 % (as possible)
7. Time for ballast water exchange are to be minimized as possible.

(iii) Describe all stages of a normal water ballasting operation in port.

The Master is responsible to check in advance with local agent, and the
latest Port Guide, for any information on ballast water sediment discharge
procedures, being applied by the State Authorities at an expected port of call.
These procedures may include, but are not limited, the following control actions:

1. The non-release of ballast water.

 2. Ballast water exchange and sediment removal at sea or in acceptable
areas.
3. Ballast water management practices aimed at minimizing the uptake of
contaminated water in ballasting and deballasting operations.
4. Discharge of ballast water into shore facilities.

Failure to comply with national requirements may lead to unnecessary

delays for the ship. In some cases penalties may be applied by Port State
Authorities. The vessel may be required to proceed to an approval location to carry
out the necessary exchange, seal the ballast tanks against discharge in Port State`s
waters, pump the ballast water to shore reception facilities, or prove by laboratory
analysis, that the ballast water is acceptable.
The Master is to ensure that relevant written authorization is obtained from
the Port Authority prior to discharging any ballast to coastal waters of any country
that exercises ballast control measures. Shortly after commencement and during
discharge of any ballast overboard the surface of the sea is to be checked
frequently to guard against accidental pollution.

(iv) List the checks on the ship`s structure (e.g. the collision bulkhead)
to be made after filling the forepeak tank, the after peak tank and
the double bottom (DB) tanks. Explain the expression “gravity
filling” and “pressure up” DB tanks.

In order to avoid any problems after filling the forepeak tank, after peak tank
and the double bottom tanks, we must check the following ship’s structures:

1. Tank’s top for any leakages, on the welding lines, all adjacent compartments
to double bottom tanks which we are filling for flooding.
2. When filling some tank it is important to check all adjacent compartments
for leakages.
3. When fill the forepeak and after peak tanks it is important to check the
bulkheads for any leakages or cracks.
4. To be sure that the tanks are not overflow we must check ventilation head,
sounding pipe and the manhole for flowing water.

Gravity filling

By gravity filling we can load and discharge ballast without using pumps. It
works only if the tanks are above the water line for discharging and below water
line for loading. If we want to discharge some tank we just open the valve and
water start flowing outside until the tank level is even to the ship water line. If we
want to load some tank, we must open the valve and the water will start to flood
inside until the tank level is even to the ship water line. If the tank is above water
line it is impossible to use this method for loading, also if the whole tank is below
water line we cannot discharge by gravity method. Ballast water can also be move
by gravity filling between to connected tanks , if we open the valves water will
start flowing from the tanks with more quantity water to this with less , this will
stop when the ballast water in both tanks are on same level. If the both tanks have
same quantity of water, will have no any movement.

Pressing up

To fill double bottom tanks by pressing up, means to load water until the water
overflow from ventilation head, sounding pipe, manhole, etc. or just flood in
adjacent compartments. This method guarantee that the tank is 100% full but it’s
very dangerous because can damage the ship`s structure.