D2 Bilge / Ballast Systems

(a) With your ship in full ballast water condition and no cargo :
(i)Describe all stages of a 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 a BWE
operation at sea.
(iii)Describe all stages of a normal water ballasting operation in
port.
(iv)List the checks on the ships structure to be made after filling
the forepeak tank, the after peak tank and the double bottom
(DB) tanks. Explain the expressions gravity filling and pressing
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.

(a) Our ship in full ballast water condition and no cargo:

(i) All stages of a ballast water exchange (BWE) operation at sea .

Attach completed Form EP01 with detailed sequence of Exchange.

Ballast water is a necessary aspect of ship operations. The purpose of ballast

water is to maintain stability of the ship when it has to sail either empty or
with limited cargo on board. Every vessel should have a Specific Ballast
Water Management Plan (BWMP) in accordance with the International
Maritime Organization (IMO). There is information about the way the ship can
comply with any measures which are demanded by a port state. The main
objective of the Ballast Water Management Plan is to help in complying with
IMO guidelines and quarantine measures intended to minimize the risk of
exchanging harmful aquatic organisms and diseases, pathogens form one
region to another during ballast water exchange operations.
M/V Goodwood has a fully implemented Specific Ballast Water Management
Plan.
The de-ballast water operation is the mainreason identified as being liable for
transferring marine organisms between different places of the seas or
oceans. Different kinds of marine organisms such as plants, animals and
bacteria may be easily taken on board during ballasting operations when
they are in a juvenile stage where they are only tiny sized organisms and
after this they can survive in a viable form in the ballast water and sediments
carried in ships. Even they can be alive after voyages of several weeks
duration. So such a successive discharge of ballast water or sediment into
the waters of port states may result in creating of colonies of harmful species
and pathogens which can seriously disturb the existing ecological balance.
Because of such situations, some countries have established controls on the
discharge of ships ballast water that will minimize the possibility for
colonization of their rivers and estuaries by non-native species. In
consequence, the ballast water exchange prior to arrival in any port in the
middle of ocean is preferred.
Ballast water exchange in open water and the need for exchange must be
carefully examined and prepared in ample time. Our ship, according to the
Convention, should conduct ballast water exchange:
- at least 200 nautical miles from the nearest land and in water of at least
200 meters in depth;
- if is not possible, as far from the nearest land, and in all cases at least 50
nautical miles from the nearest land and in water at least 200 m in depth or
in sea areas designated by the port state.

On board of our vessel, the Chief Officer is responsible for implementing the
procedures with the Ballast Water Management Plan. The Duties of the Chief
Officer will include:
-

Ensure that the ballast water exchange follows the procedures in the
Ballast Water Exchange Plan;
Prepare the appropriate ballast water declaration before arrival in port
as and when required;
Be available to assist the port state control or quarantine officers for
any sampling that may need to be undertaken;
Inform the Office Operations Department when ballast water exchange
is completed prior to entering areas where ballast reporting is
mandatory.

Ballast water exchange methods

The exchange of the ballast water at sea could be done by the following
methods (also a combination of these methods can be used):
1. Sequential Method;
2. Flow through Method (which is not the preferred for Ro-Ro vessels);
3. Dilution Method.
The sequential method means the method in which firstly a ballast tank is
emptied and after refilled with replacement ballast water to achieve at least
a 95% volumetric exchange. This method is the most preferred, because it
has some significant advantages. When employing the sequential method,
itlowers the hydrostatic risks when exchange ballast waterat sea and helps in
the reduction of sediment in ballast tanks. Also pumping times are reduced.
The flow through method means the ballast water exchange 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. And, as I have already mentioned, the flow through
method is not desirable because of the next reasons:
-

air pipes are not designed for uninterrupted ballast water overflow;
some of the watertight and weather-tight closures may need to be
opened during ballast exchange;
to avoid over-pressurization, the size of the tank exit must allow a flow
rate in excess of the pump capacity;
the integrity of the main deck can be compromised by opening tanks
lids or manholes.

But there is the advantage of the flow through method, it can be used in
weather conditions which would be subsidiary for use of the sequential
method, since there is little change to the condition of the ship and is
relatively easy to follow by the ships staff. Thanks to this, the method takes
place to be.
The main disadvantages are that not all tanks are designed with a head to
the top of the overflow. Also, some tank configurations can be difficult to
flush through effectively, in particular cellular double bottom spaces and
peak tanks.
Dilution method characterized in replacing the ballast water by dint of filling
up new ballast water through the top of the tank and discharging the old one
from the bottom pipe at the same time. The ballast water operation is
considered to be completed when exchanged 300% of the present ballast
water volume in the tank.

Stages of Ballast Water Exchange (BWE)

As I have already mentioned, our Chief Officer is the responsible person for
ballast operations, so after received orders for the next port of call, The Chief
Mate has to determine which action needs to be taken in relation to a ballast
water exchange when visiting a state which laws require to do so.
Using the Ship Specific Ballast Water Exchange Plan from the approved
BWMP, Chief Officer makes a detailed Ballast Water Exchange Plan for the
guidance of all crew members involved in the operation. Instructions must be
clear and refer to or show the following:
-

a schematic diagram showing the vessels pumping arrangements and

tank configuration together with a sequential table showing the
condition of each tank after every step;
tanks nominated for ballast water exchange;
what order dedicated tanks are to be exchanged;
maximum number of tanks to be exchanged at any one time;
the loading computer is be utilised to monitor and determine:
1) bending moments;
2) shear forces;
3) draughts, trim and list;
4) quantity to be exchange;
5) duration of operations.

The method used on our vessel for the ballast water exchange operation at
sea is the sequential method. This method necessitates that in each tank, all
of the ballast water to be discharged until suction of the pumps is lost and

stripping pumps or adductors to be used if possible, in order to avoid a

situation, where organisms are left in the bottom part of the tank.
Each BWE operation takes place on our vessel. And it is important to
keepevery record of it in a special folder called Ballast Water Record Book,
which can be found on our bridge on the Chief Officers shelf. Also it is
necessary to make a record of each stage of BWE in the Deck Log Book.
I would like to attach and show an example of the Sequential Ballast Water
Exchange Plan from our vessel:

(ii)List the safety factors, which must be considered for a BWE

operation at sea
There is a list of special safety factors, which should be taken into
consideration before starting a BWE operation at sea:

permissible seagoing strength limits of shear forces and bending

moments must be in accordance with the approved loading
manual;
adequate intact stability must be maintained in accordance with
an approved trim and stability booklet;
free surface effects on stability and sloshing loads (water ballast
which moves) in tanks that may be slack at any time;
avoidance for over and under pressurization of ballast tanks;
admissible weather conditions;
weather routing in areas seasonably affected by cyclones,
typhoons, hurricanes, or heavy icing conditions;
hull vibrations induced by the waves;
torsional forces, where relevant;
minimum and maximum forward and aft draughts;
stability to be maintained at all times to values, not less than
those recommended by the International Maritime Organization
(or required by the Administration);
documented records of ballasting and/or de-ballasting
operations;
emergency procedures for situations which may affect the ballast
water exchange at sea, including bad weather conditions, pump
malfunction, loss of power etc.;
monitoring and controlling the amount of ballast water;
longitudinal stress values, not to exceed those permitted by the
ship's classification society with regard to prevailing sea
conditions;

the exchange of ballast in tanks where considerable structural

loads may be generated by sloshing action in the partially filled
tank to be carried out in favorable sea and swell conditions, so
that the risk of structural damage is minimized.

During ballast loading operation, all efforts should be done to avoid the
uptake of potentially harmful aquatic organisms, pathogens and sediments
that may contain such organisms. The uptake of ballast water should be
minimized or avoided in areas and situations such as areas identified by the
Port State, in darkness when organisms from the bottom of the sea may rise
up in the water column, in very shallow water or where propeller may turn up
sediment.
If the circumstances of the case admit, a vessel should exchange ballast in
deep water, in Open Ocean and as far as possible from the shore. But where
it is not possible, vessels should adhere an important requirement requested
by the international agreements that the ballast water should be exchanged
in waters outside the Exclusive Economic Zone (200 Nm) and in waters
greater than 200 meters deep, before entry into waters of Port State. All the
water ballast should be discharged until suction is lost, and stripping pumps
or adductors should be used if possible.
Also the not less important factor in determining the quantity of surviving
organisms is the time ofkeeping the ballast water in an enclosed ballast tank,
because of the absence of light, decreasing nutrients and oxygen, changes of
salinity and other elements. Nevertheless the maximum duration of surviving
organisms in ballast water is variable, and in many cases is not known.
Usually the water of 100 days age should be considered as the minimum for
applying this consideration. But despite of this, the sediments from the water
ballast may contain organisms capable of surviving for a much longer period
of time.
Ballast water exchange at sea should be avoided in freezing weather
conditions. In case if it is absolutely necessary, special 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 accumulation of ice on deck.
All crew engaged in BWE operations at sea shall be properly trained in
and familiarized with the following:

the ship's pumping plan, ballast pumping arrangements, with

positions of associated air and sounding pipes, positions of all

compartment and tank suctions and pipelines connecting them

to ship's ballast pumps;
the method of ensuring that sounding pipes are clear, and that
air pipes and their non-return devices are in good order;
different timing required to commence the various ballast water
exchange operations;
the methods in use for ballast water exchange at sea if
applicable, with particular reference to required safety
precautions;
the method of on-board ballast water record keeping, reporting
and recording or routine soundings.

The ballast water management plan should include a list of circumstances

in which ballast water exchange should not be undertaken. These
circumstances may result from critical situations of an exceptional nature,
force majeure due to stress of weather, or any other circumstances in which
human life or safety of the ship is threatened.
All precautionary measures should be taken into account in a
case to avoid further danger. Not complying of one of the above may
lead to terrible aftermath!
(iii)Describe all stages of a normal water ballasting operation in
port.
Now more and more ports through over world are introducing strict
regulations for Ballast Water Exchange. Many Port State authorities demand
that ballast water operations were, if possible, carried out outside of port
waters and as far from the coast as practicable. In addition, consideration
should be given to use of dockside water supplies as the source for ballast
water. So, the first thing that should be taken into consideration during the
ballast water exchange in port is to satisfy in compliance with the local
regulations.
When loading ballast water, of course every effort should be made to
avoid the uptake of potentially harmful aquatic organisms, pathogens and
sediments that may contain such organisms. The uptake of ballast water
should be minimized or, where practicable avoided in areas and situations
such as:

in areas identified by the port state;

in darkness when organisms may rise up in the water column;
in very shallow water;
where propellers may stir up sediment;

areas with current large phytoplankton blooms (algal blooms , such as

red tides);
nearby sewage outfalls;
where a tidal stream is known to be more turbid;
where tidal flushing is known to be poor;
in areas close to aquaculture.

In addition, better to perform ballast operations in day time because

water condition should also be monitored visually in case of avoidance
loading dirty water, water mixed with spilled oil etc.
The next not less important point on which also need to pay attention is
the situation when the vessel shall discharge and load ballast water in same
region. In this casethe utmost care should be taken to avoid unnecessary
ballast water discharge that has been taken up in another place.

(iv) The checks on the ships structure which should be

made after filling the forepeak tank, the after peak tank
and the double bottom (DB) tanks. Explain the
expressions gravity filling and pressing up DB tanks.
The main role in loading ballast water in double bottom tanks carry out
so called gravity filling and pressing up methods.
Gravity filling is a ballast water loading method based on the simple
physical law.After opening hatches on the bottom of tanks designed for filling
up water by itself, and all necessary sea chests, which allow water to move
between tanks, the water gradually starts filling up. A principle of the
physical law lies in the fact that a level of the filled water will not exceed the
present waterline. An advantage of this method is that the processis easier
but, despite of this, it is also necessary to keep a sharp watch for an
operation and to take appropriate actions after finished loading exactly in
time. Gravity filling is considered as the safe method, but the filling up
process takes longer time in comparison with pressing up.
Pressing up is a process of filling water intanks by pressure using pumps.
This method is faster than gravity fillingand the process should be carefully
monitored in case to avoid an overflow.
Also it is possible to use both of methods one by one. Firstly, use gravity
filling till the water stops abreast the present waterline, and after the
remaining part of the tank is loaded by pressing up method.

Also one of the important things is the fact that better to keep tanks fully
loaded in case to avoid free surfaces that can make additional moments
which will significantly affect at the ships stability.
The checks on the ships structure
After an end of filling up operations the relevant checks should be made.
All checks must be done in dependence of the filling up method. During and
especially after tanks pressing up the structure of all bulkheads adjacent to
this tank should be properly checked, because the pressing up method
renders a huge load to them, and it is necessary to be confident that all
bulkheads will stand such a pressure in case to avoid damages to ships
structure.Also it is necessary to check that all needed valves, vent heads and
manholes are properly closed.
A filling up operation can be considered as completed when all checks on
the ships structure made in a proper way.

(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
All sketches attached, including the legend with description of all used
symbols.

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