STANDARDS FOR BALLAST WATER MANAGEMENT

A. Methods to comply with the Ballast Water Exchange Standard (D1):

Sequential Method

The Process:

This involves pumping out the ballast water taken on in ports, estuarine, or territorial waters
until the tank is empty and then refilling with oceanic waters to achieve at least 95%
volumetric exchange. For this method, each ballast tank should be discharged until suction
is lost. Thereafter, stripping pumps or educators (when fitted) should be used to complete
the emptying. Thus the process requires the removal of very large weights from the ship in
a dynamic situation, and then their replacement. The vessels' approved Ballast Water
Management Plan (BWMP) describes a safe sequence of exchange of ballast water for that
particular vessel depending on the ballast water tanks arrangements.

Advantages:

The sequential method is currently the most favorably used option for ballast exchange for
the following reasons:

It takes less time than the flowthrough or dilution method. Only pumping out and
refilling of tanks is required. This may be very beneficial when the time spent in the
zone meeting the depth and distance criteria is very limited.

The tanks are nearly completely emptied first and then the ballast water exchanged
with ocean water which makes the exchange nearly complete.

If conducted in accordance with the ship's BWMP, there should be no extra pressure
on the tank structure.

Other work can continue safely on deck as there should be no overflowing water.

No effect on the cargo if it is loaded on deck.

 In case of icing conditions, there is no fear of freezing of the deck structures, scuppers
or freeing ports.

No conversion work is necessary and the ships existing pumping and piping system can
be used.

It avoids direct contact of personnel with ballast water.

It does not compromise watertight opening on the deck.

Disadvantages:

The sequential method suffers from a number of safety issues namely:

The empty tanks may increase the shear forces, longitudinal and torsional stress. It may
be necessary to reduce the speed of vessel or alter her course to reduce the effect of
the seas on the vessel.

The change in displacement will cause a change in the immersion to bring the propeller
and rudder out of the water or adversely affect the trim causing the same effect. This
can affect the maneuverability of the vessel.

The transverse stability of the vessel may be affected by adverse changes to

metacentric height and free surface effect.

There may be significant sloshing of water inside tanks as the vessel is moving in the
seaway.

The stripping of tanks takes time for effective discharge and it needs to be confirmed
through tank dips.

Pump speeds need frequent adjustment in the line starting, bulk, stripping, line flushing
and discharge stages resulting in loss of time.

Frequent lineups are required errors in lineups can cause disruption to the
operation and further delay.

Emptying of peak tanks would adversely affect trim.

There is extensive preplanning required to be carried out before each operation.

Simulation of operation stages is required to assess transitional periods.

The bridge visibility may be affected during the exchange stages and would require
additional risk analysis with respect to navigation of the vessel.

The sequential method alters the original condition of stability and deadweight during
ballast removal and then restores it during the second stage when the tank is refilled.
Any pump or power failure mid-way during an exchange step, could alter the vessel's
original stability condition.

This method may not be possible to follow in the case of adverse weather conditions.
 Exchange sequence:

The exchange sequence of ballast water should be demonstrated in the BWMP for at least
the following typical conditions of loading (taken from the approved Trim and Stability
Booklet):

The normal ballast condition and, if applicable, the heavy ballast condition

The loading condition containing the greatest volume of ballast water on board the
vessel

A typical loading condition with ballast water on board with good safety margins

A loading condition with ballast water on board which is critical regarding stability,
floating position and/or strength.

The exchange sequence of ballast water should, for each step, summarize the
following information at the start and end point of each step:

Involved pumps

Estimated time span

Strength values as function of permissible values

Stability information under consideration of free surface effects during filling or

discharging

Draft values at FP (Forward Perpendicular) and AP (Aft Perpendicular)

It is recommended that the original condition is restored after each pair of steps. The
decision to proceed to the next step should be made by taking into account the ship's
position, weather forecast, machinery performance and degree of crew fatigue. If any
factors are considered unfavorable, the ballast exchange should be suspended or
halted.

Specific Challenges:

Heeling: Effects due to asymmetrical emptying or filling have to be taken into account so
that all steps represent upright conditions. Actual operations must be managed so that lists
do not develop during pumping. The heel can be reduced by simultaneous measures like
BWE of an opposite tank or by counter filling of another empty tank. In general a heeling
angle of 2.0 degree shall not be exceeded. Furthermore, the hull structure is subject to
torsional moments which should be precalculated and monitored with the ship's Loading
Computer
 Strength: It is as important to avoid excessive underpressure in a tank due to emptying, as
it is to avoid excessive overpressure when filling. In order to prevent damage of the tank
structure caused by overpressure acting during the ballasting process, the tanks are to be
filled up to tank top only, i.e. overflow through the overflow pipes or venting pipes to be
avoided.

Operational and Handling considerations

With respect to bottom slamming, it is to be observed that during ballast operations
the forward draft is not less than the required minimum forward draft.
In order to safeguard the maneuverability of the vessel, a sufficient propeller and
rudder immersion is to be ensured (required draft at aft perpendicular). Respective
operational restrictions as stipulated by the shipyards or designer are to be observed.
Attention should be paid to a sufficient visibility and line of sight from the bridge.
Considerations regarding tank sloshing in partially filled tanks need to be taken into
account.

Flow-Through Method:

The process

This involves flushing out ballast water by pumping in midocean water at the bottom of the tank
and continuously overflowing the tank from the top until sufficient water has been changed to
minimize the number of original organisms remaining in the tank. The size of the tank exit must
permit a flow rate in excess of the pump capacity, in order to avoid over pressurization of a tank,
which can lead to structural damage.

It is expected by the BWM Convention and established by most port State Control Authorities that
at least three times of the tank's volume should be pumped through the tank to achieve at least
95% volumetric exchange of the ballast water.
 Advantages:

There is no requirement to change the pump speed for different stages or slowing
down for stripping or change of tanks in this method.

There is no real need to know the level of water in the tanks unless, on completion,
the tank level needs to be at a specific level.

The original stability condition of the vessel is not altered during this process.

The vessel's draft, trim, propeller immersion, rudder immersion, bridge visibility and
forward draft are not likely to be affected during this process.

There is no significant change to displacement or trim and stability of the ship.

Sloshing and the effects of free surface on stability are eliminated.

This method can be used in adverse weather conditions without any significant effect
on the ships strength and stability.

Disadvantages:

The biggest limitation of this system is the time required to complete this process. Other
limitations are:

If the flow is not controlled, some water may flow into the air pipes raising maintenance
concerns.

Certain overflow designs of air pipes may not cater for large volumes of water to flow
through them which can lead to damage.

On certain ships it may be necessary to have the opening on top of the tank to be kept
open. This will affect the watertight integrity and raise safety concerns for the crew.

During the overflow process, the tanks are under constant positive pressure; if the
operation is not handled carefully, it can lead to the tank being subjected to more than
design maximum pressure.

The process has limited application in extreme cold conditions where water on deck
may begin to freeze or the air pipes or other overflow arrangements may get blocked
by ice leading to further over pressurization of tanks.

There can be maintenance and corrosion concerns if the water is overflowing on the
deck.

The overflowing water may cause damage to any cargo which is placed on deck.

The overflowing water will also come in contact with the crew and render the working
conditions on deck unsafe.
 Safety Considerations:

The flowthrough 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. However, the flowthrough method introduces certain other risks
and problems which must be considered before using this procedure.

Step By step Approach:

A step by step procedure has to be produced listing the order in which tanks are to be
processed. This may be done in the form of a simple table where, for each step, the
tank, its volume, the available pumps and the estimated time for three exchanges is
stated.

After each step, a decision on whether to proceed to the next step should be made by
taking into account the ship's position, weather forecast, machinery performance and
degree of crew fatigue.

Technical considerations- air pipes:

A direct overflow via the air pipe head is not permitted as the long term load would lead
to a failure of this component respectively of the tank boundaries. After each BWE
procedure, a thorough check of each air pipe head for correct functionality should be
carried out. In any case, it is to be safeguarded that the functionality of air pipes is not
impaired.

In the case of the clogging of an air pipe head (e.g. by icing) the danger of over
pressurization of the tank increases. Immediate interruption of the pump process is to
be undertaken.

In order to maintain the watertight integrity of the vessel, after completion of BWE for
a single tank/tank pair, it is to be verified that every bypass at the air pipes is properly
closed and secured.

Time:
Due to the fact that for each tank at least three times the tank volume should be
pumped through, the estimated time span is higher than with the sequential method.

Deck safety:
When the overflow of water directly splashes on the open deck, the affected area
cannot be inspected during BWE, but safe access to all adjacent areas should be
ensured.
 Partially filled tanks:
Care should be taken when the flowthrough method is used for partially filled tanks.
For safety reasons preferably, the tank should be emptied and refilled again (sequential
method).
If this is not possible, the tank may be filled up and flushed through as per flowthrough
method and then emptied again to the partially filled level.

It is noted that for this kind of flowthrough method, the safety considerations as per
sequential method apply as well, i.e. sufficient longitudinal strength, stability, mean
draft and bow draft etc.

The dilution Method:

The process

Dilution entails pumping 'clean' ocean water onto the top of the water in a ballast tank while, at the
same time, pumping out or releasing the original ballast water from the bottom of the tank at the
same rate of inflow until a volume equal to three times the contents of the tank has been exchanged.
Most ships operating today are not designed or equipped to use this method.

Requirements

For dilution method, a suitable piping system (ring system) is installed with separate inlet and
outlet for each tank.

Commonly, two ballast pumps are used simultaneously, whereby one is acting as filling pump and
the other as suction pump. As it is essential to keep the filling level in the tanks constant, an exact
control of the pumped volume of both pumps is to be ensured.
 Advantages:

Keeps the ballast tank level constant and the ship ballast loading condition unchanged
during the ballast voyage, avoiding, thereby, stability and stress problems.
The ship isn't submitted to excessive stress, stability and other associated problems
when performing BWE at high seas.
Ballast tanks don't have to stand excessive internal pressure on their structures which
may occur if the overfilling method is used (this is particularly important for older
vessels).
Crew members aren't exposed to the above safety problems.
Crew members aren't exposed to hazards such as contact with the contaminated
water.
Flexible for the adoption of several types of complementary water treatments.
Method is simple and economic, in terms of shipbuilding, and practical for ship owners
and operators.
Serves as a reference for ship designers and operators.
Facilitates removal of sediments.
Allows for system automation in the future.
It facilitates the installation of a great number of clean water inlet points (on deck) in
the ballast tanks.
Allows for a better BWE efficiency.
Effective in terms of physical BWE and aquatic species removal/replacement.

Disadvantages:

In case the filling pump fails, (i.e. only suction pump is working), the tank filling level
decreases with the effect that the loading condition changes which implies that the
safety consideration of the sequential method would need to be considered.

It is recommended providing low level alarms in the ballast water tanks which are
independent of the tank level indication system. The position of such alarms for double
bottom tanks are at 95%, for side wing tanks, L or Ushaped tanks at 90% filling
degree. A permanent control of the filling level of the tanks is recommended.
B. Methods to comply with the Ballast Water Performance Standard (D2):

Physical & Chemical treatment: A typical ballast water treatment system is shown in
figure, where ballast water is passing the filter for physical treatment. During this process, particles
or organisms larger than 50 are being filtered. The filtered ballast water is then sterilized by
chemical treatment before sent to the ballast tank. Those requiring retreatment or neutralization
when discharge are designed to deballast after the treatment.

Gas Hydroxyl Ion: This system consists of a filter, a cavitation unit and an N2 generator. This
method does not make use of any active substances. The ballast water passes through the filter
where aquatic organism or sediments larger than 50 are filtered. The filtered ballast water is then
sanitized by the cavitation unit, and then the ballast water is further sanitized by adding
electrolysisproduced hydroxylion and N2 gas into the ballast tank.

Electrolysis: This method uses an electrolysis device that destroys cell nucleus with
Hypochlorite and radicals, and sterilizes by destroying cell membranes through Oxidation
Reduction Potential (ORP). Meanwhile, to prevent the reproduction of microorganism in the ballast
tank, the system lets Hypochlorite remained in the ballast water. For the reason, the ballast water
is discharged after adding hyposulfite to neutralize the Hypochlorite sodium remaining in the
ballast water.
 Inert gas Injection Water Quality Control: This method uses inert gas which is injected into
ballast water via a venturi pipe during ballast water filling in order to reduce the oxygen content
in the ballast water. Also, during voyage, this system inert ballast tanks to prevent the proliferation
of aquatic organisms. And, because the oxygen content in the ballast water is so low that no
living organisms can reproduce, ballast water discharge is carried out with air blown into the ballast
water via the venturi pipe.

Photo Catalysis: The advantage of this method is that it does not use any chemical
substances. The system first eliminates large aquatic organisms by the filter and then, sterilizes
the leftout aquatic organisms or viruses with radicals that are produced when titanium dioxide is
exposed to the light. Radical means an atom or molecule containing unpaired electron.
 Stir & Magnetic Separation: This system consists of a stirring facility, a magnetic separation
device and a filter. This method treats ballast water by inserting magnetic substances in the ballast
water during ballast uptake to induce stir and magnetic separation. This system uses no chemicals
nor changes the property of ballast water and therefore no retreatment or neutralization is
required.

UV Unit: This system is composed of a filter and a UV unit. This system first eliminates large
aquatic organism and sediments by the filter without using any chemical substances and then
sterilizes microbes and viruses by UV. During discharge, the ballast water is passing the UV unit again
to make sure all the microbes and viruses that might have been survived are completely sterilized.