001-国际船舶压载水管理计划-(中英版)

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压载水管理计划 BWMP (MEPC 127 (53))

压载水管理计划BWMP (MEPC 127 (53))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)This plan should be kept available for inspection on request by a port state control officer or by a port state quarantine officer.1. 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 Waterand Sediments, 2004( the convention) and the associated Guidelines.2. The purpose of the Manual is to meet the requirements forthe control and management of ship's ballast water and sediment in accordance with the guidelines for the 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 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, theplan is to include a translation into one of these languages.- 1 -Ship’s Name Ship type Owner Manager FlagPort of Registry International Call Sign Classification Society Gross Tonnage IMO Number Length (OA) Length (BP) Beam Depth Summer Load DraftDeepest Ballast Drafts( Normal Ballast and Heavy weather Ballast ) Total Ballast CapacityBallast Water Management Methods UsedIdentification(Rank) of Ballast WaterManagement Officer- 2 -This document to be circulated to ships stuff that will be responsible for Ballast Water Management, by the holder of the copy.After reading, the Ballast Water Management Plan it is to be signed and Returned to the Ballast Water Management OfficerNameRankDate JoinedSignature and date- 3 -When 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 pagesRevised Revisiondetail / descriptionSignatureMaster of SignatureCONTENTSParticulars of Circulation of Amendments Section 1 Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Section 8 Section 9 Section 10 Section 11 Section 12 Section 13 Section 14 PurposePlan / Drawing of Ballast System Description of the Ballast System Ballast Water Sampling PointsOperation of the Ballast Management System Safety Procedures for the Ship and CrewOperational or Safety RestrictionsDescription of the Method(s) used on board for Ballast Water Management and Sediment Control Procedures for the Disposal of Sediment Methods of CommunicationDuties of the Ballast Water Management Officer Recording RequirementCrew Training and Familiarization ExemptionsAPPENDICESAppendix 1：PlansAppendix 2：Summary forms of Ballast water exchange sequences and Print out for each step calculation results Appendix 3：Assessment Criteria for Sequentialand 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 Sediments- 5 -Ballast 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 Water 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 arou nd 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 Water 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 Water 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.- 6 -The 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 WaterManagement 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 Tanks- 7 -The following is a description of the ballast system used onboard. Reference Plan can be found in Appendix 1.Ballast Tank DataTankLocation( Frame Nos. )Capacity( ? )Pumps availablePump Data- 8 -Overflow and Filling Line Data ( for flow through method )TANKNo. ofOverflow Lines per tank (Air vents or overflow lines per tank)Overflow line nominal diameter (mm)Overflow lines total cross section area (mm2)Filling line Nominal diameter (mm)Filling line Total cross sectional area (mm2)RATIO of Overflow / Filling line total cross sectional areaAll Water Ballast Tanks satisfy the minimum requirements for Vent, 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 beat 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.- 9 -Sediment Control and Removal MethodsTankBottom FlushWater jetDe-mucking＊Note：Mark [X] to be filled in to applicable method for each ballast tank.- 10 -Time Required For The Flow-through MethodBallast TankCapacity ( ? )Pumps Serving Specific TankTime for 3 Exchange*WARNING:(1) In case that Flow-through Method is being used, it is necessary prior to this operation to open the water tight manhole(s) of the corresponding tank.(2)It is recommended that only one pump should be used for ballasting and de-ballasting a single ballast tank.- 11 -Information 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 sampleexcept 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.- 12 -The 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 possibleAs 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 wouldthreaten 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 extra。

船舶压载水管理

船舶压载水管理
•2、压载水管理计划 • 压载水管理计划应基于IMO制定的压载水管理导则编制，应针对每一船舶制定。 • 压载水管理计划由船舶的工作语言写成。如果该语言不是英语、法语或西班牙语，则应包括上述文字之一的译文。
船舶压载水管理
•3、压载水管理标准压载水置换标准：进行的压载水置换应达到其所载压载水量的95%的置换率。使用溢流方法置换压载水的船舶，注入排出压载舱三倍容积的水量或证明已经达到了至少95%容积的置压载水置换 • 压载水置换标准进行压载水置换的船舶： • 应在距离最近陆地至少200海里和水深至少200米以上； • 任何情况下距离最近陆地不得少于50海里和水深不得少于200米。
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国际船舶压载水和沉积物控制和管理公约

2009年之后 C ＜1500
至少符合压载水性能标准
2009 年或之后但在2012年之 C≥5000 前
2016年之前至少符合满足压载水置换或压载水性能标准，其后至少符合压载水性能标准
2012年或之后 C≥5000
至少符合压载水性能标准
压载水置换（B-4）
1）凡可能时，压载水置换均应在距最近陆地至少200 n mile、水深至少为200m的地方进行；
国际船舶压载水和沉积物控制和管理公约
公约组成
1）正文22条
2）1个附则（船舶压载水和沉积物控制和管理规则）
• A-总则 • B-船舶的管理和控制要求 • C-某些区域的特殊要求 • D-压载水管理标准 • E-压载水管理的检验和发证要求
3）2个附录
• 附录Ⅰ-国际压载水管理证书格式 • 附录Ⅱ-压载水记录薄格式
1）每一船舶均应在船上备有压载水记录簿。该记录簿可以是一种电子记录系统，也可以被列入其他记
录簿或系统中。
2）压载水记录簿的记录事项应在船上至少保留两年，此后应由公司至少保存三年。
3）如果发生公约所述的压载水的排放，或者发生本公约中所没有被另行免除的事故性或其他意外压载水排放事件，应在压载水记录簿中做出记录，说明排放的情况和理由。
定义
附则B部分规定的压载水管理时间表
船舶建造时间
压载水容量C （m3）
执行标准
2014年之前至少符合压载水置换或压
2009年之前 1500≤C≤5000 载水性能标准，其后至少符合压载水
性能标准
2009年之前
C ＜1500或 C ＞5000
2016年之前至少符合压载水置换或压载水性能标准，其后至少符合压载水性能标准

压载水管理计划 BWMP (MEPC 127 (53))

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.。

船舶压载水管理计划编制指南

船舶压载水管理计划编制指南》（2006）是在我社《船舶压载水管理计划编制指南》（2001）基础之上，结合IMO制定的《船舶压载水管理和制定压载水管理计划导则》（MEPC.127(53)决议）以及《船舶压载水置换导则》（MEPC.124(53)决议）编写。

对如何使用IMO制定的压载水管理计划标准格式编制实船计划给出指导。

虽然目前公约还未达到生效条件，但一些国家已经采取单边行动控制船舶压载水的排放，就船舶压载水置换问题开始进行控制，并要求进港船舶必须持有经批准的＂压载水管理计划＂。

该指南反映了IMO于2004年2月通过的《国际船舶压载水及沉淀物控制和管理公约》关于＂船舶压载水管理计划＂的要求。

目前已由IMO 评估并接受的压载水置换方法有以下三种：(1) 顺序法（Sequential method）：该方法也称排空注入法，是指先将用于装载压载水的压载舱抽空，然后用替换的压载水重新注满的过程，以达到置换率至少为压载水体积的95%。

(2) 溢流法（Flow-through method）：将替换的压载水泵入用于装载压载水的压载舱，而允许水从溢流口或其他装置流出的过程。

采用该方法时，在深海由泵向已注满的压载水舱注水，让水溢流，至少应以3 倍该舱容积的水量流经该舱。

(3)稀释法（Dilution method）：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同流速从底部排出的过程，舱内水位在压载水更换作业全过程中保持不变。

除上述3 种方法之外的置换方法，应经IMO 评估并接受后才允许使用。

每种压载水置换方法都存在与其相关的特定安全问题，在为特定船舶选择某一方法时，应考虑如下安全因素：（1）避免压载水舱超压和负压；（2）随时可能处于未装满状态的液舱的自由液面对稳性的影响和产生的晃荡负荷；（3）按照经认可的纵倾和稳性计划充分保持完整稳性；（4）满足经认可的装载计划中航行状态下的许用弯矩和剪力的要求；（5）扭矩；（6）船首和船尾吃水及纵倾，特别是驾驶室可视范围、螺旋桨浸没和船首最小吃水；（7）在更换压载水时波浪引起的船体振动；（8）在压载水更换期间可能须打开的水密门和风雨密门（例如人孔）必须重新锁闭；（9）最大泵水/流水速率–要确保压载水舱所承受的压力不大于其设计压力；（10）压载水的内部转移；（11）允许的气象条件；（12）在受季节性龙卷风、台风、飓风或严重冰况影响的地区划定气象航线；（13）装载和/或卸载压载水和/或内部转移压载水的记录文件；（14）对可能影响海上压载水更换的各种情况的应急程序，包括气象条件的恶化、泵的故障和动力的丧失；（15）各舱完成压载水更换的时间或更换的适当顺序；（16）连续监测压载水作业；监测应包括泵、舱内水位、管路和泵的压力、稳性和应力；（17）不应更换压载水的状况的清单。

压载水公约中文

2004年国际船舶压载水和沉积物控制与管理公约本公约各当事国，忆及《1982年联合国海洋法公约》（UNCLOS）第196（1）条规定，“各国应采取一切必要措施以防止、减少和控制由于在其管辖或控制下使用技术而造成的海洋环境污染，或由于故意或偶然在海洋环境某一特定部分引进外来的或新的物种致使海洋环境可能发生重大和有害的变化”，注意到《1992年生物多样性公约》（CBD）的目标和通过船舶压载水传播和引入的有害水生物和病原体对生物多样性的保护和可持续利用所造成的威胁以及CBD1998年当事国大会（COP4）关于海洋和海岸生态系统的保护和可持续利用的第Ⅵ/5号决定，以及CBD2002年当事国大会（COP6）关于威胁生态系统、栖息地或物种的外来物种的第Ⅵ/23号决定，包括应对入侵物种的指导原则，进一步注意到1992年联合国环境与发展大会（UNCED）要求国际海事组织（本组织）考虑通过适当的压载水排放规则，考虑到在《环境与发展里约宣言》第15条原则中所述的和本组织海上环境保护委员会于1995年9月15日通过的第MEPC.67(37)号决议中提及的预防措施，还考虑到2002年可持续发展问题世界首脑会议在其实施计划第34（b）段中要求采取所有级别行动，加速制定处理压载水中外来入侵物种措施，意识到船舶压载水和沉积物的无控制排放已经导致有害水生物和病原体的转移，对环境、人体健康、财产和资源造成损伤或损害，认识到本组织为处理有害水生物和病原体转移的目的而通过的1993年A.774(18)号和1997年A.868(20)号大会决议对此问题所给予的重视，进一步认识到若干国家业已采取旨在防止、尽量减少和最终消除通过进入其港口船舶而引入有害水生物和病原体的风险的单方行动；该问题，因其世界范围的关切，要求基于全球适用的规则及其有效实施和统一解释的导则的行动，希望继续制定更安全和更有效的压载水管理选择方案，以持续防止、尽量减少并最终消除有害水生物和病原体的转移，决心通过船舶压载水和沉积物控制与管理来防止、尽量减少和最终消除因有害水生物和病原体的转移对环境、人体健康、财产和资源引起的风险，并避免此种控制造成的有害副作用和鼓励相关知识和技术的发展，认为缔结《国际船舶压载水和沉积物控制与管理公约》可以最好地实现这些目标，兹协议如下：第1条定义除另有明文规定外，就本公约而言：1 “主管机关”系指船舶在其管辖下进行营运的国家政府。

G8中文

MEPC.125（53）决议2005年7月22日通过压载水管理系统认可的指南（G8）海上环境保护委员会：忆及《国际海事组织公约》第38（a）条关于防止和控制海洋污染的国际公约授予海上环境保护委员会的职能的规定，还忆及2004年2月召开的船舶压载水管理国际外交大会通过了2004年《国际船舶压载水和沉积物控制和管理公约》（压载水管理公约）以及四个大会决议，注意到压载水管理公约第A-2条规定要求只能按照公约附则的规定，通过压载水管理来进行压载水的排放，进一步注意到压载水管理公约附则第D-3条提出为符合本公约而使用的压载水管理系统须由主管机关认可并考虑本组织制定的指南，还注意到船舶压载水管理国际外交大会通过的决议1请本组织把制定相关指南作为当务之急，考虑到压载水工作组已制定《压载水管理系统认可的指南》，1.通过本决议附则所列的《压载水管理系统认可的指南》；2.请各有关政府尽快或在公约对其适用时实施该指南；并3.同意保留对该指南审议的权利。

附则压载水管理系统认可的指南（G8）目录1引言概述目标和目的适用性要求概述2背景3定义4技术规定压载水管理系统压载水处理设备监控设备5认可程序的常规文件要求6认可和发证程序7安装要求取样设施8安装检验和试运行程序附则第1部分-系统测试前评估文件的规定第2部分-压载水管理系统认可的测试和性能规定第3部分-压载水管理系统认可的环境测试规定第4部分-确定压载水中生物组成的取样分析方法附录-压载水管理系统型式认可证书压载水管理系统认可的指南（G8）1引言概述1.1本指南，即《压载水管理系统认可的指南》，主要用于主管机关或其指定机构评价压载水管理系统是否满足《2004年国际船舶压载水和沉积物控制和管理公约》（以下简称“公约”）第D-2条的标准。

另外，本指南可以作为制造商和船舶所有人进行设备评估程序和对于压载水管理系统的要求的指导。

应客观地、一致地和公正地适用本指南，本组织将对其适用情况进行定期评估。

IMO国际船舶压载水和沉积物控制与管理公约介绍

全、环境可接受性、可实用性、成本效率、在消除方面的生物有效性等许多标准加以考虑。
Ｅ部分压载水管理的检验和发证要求公约和附则规定，４００总吨及以上的所有国际航行船舶，都应进行初次检验、年度检验、期间检验和换证检验，并在检验完成并合格后签发或签署证书，但不包括移动平台，浮式储存装置（ＦＳＵ），和浮式生产、储存和卸载装置（ＦＰＳＯ）。规定压载水管理证书，以颁证国的官方语言写成，但若所使用的语言不是英文、法文或西班牙文，则文本应包括其中一种语言的译文。规定压载水管理计划和压载水记录簿，以船舶的工作语言填写。该部分附则，还给出了压载水管理证书和压载水纪录簿的格式等。３公约的现状及发展趋势为了有效实施＜国际船舶压载水及沉积物控制和管理公约＞，ＩＭＯ环境保护委员会（ＭＥＰＣ）于２００４年３月召开的第５１届会议，通过了有关ＩＭＯ今后工作的决议，制定了１３个支持性导则。这１３个支持性导则是： ·公约第５条和附则第Ｂ一５条中沉积物接收设施的导则； ·公约第９条中进行压载水取样的导则； ·附则Ａ一５条中游艇、搜救艇压载水管理等效满足的导则； ·附则第Ｂ一１条中压载水管理计划的导则； ·附则第Ｂ一３条中压载水接收设施的导则； ·附则第Ｂ一４条中压载水置换的导则； ·附则第Ｃ一１条中附加措施； ·附则第Ａ一４条中风险评估的导则； ·附则第Ｄ一３条中批准压载水管理系统的导则； ·附则第Ｄ一３．２款中批准使用活性物质批准程序的导则； ·附则第Ｄ一４条中试验型压载水处理技术项目批准的导则； ·（新船）压载水置换设计与建造标准的导则； ·船舶压载舱中沉积物控制和清除的导则； ·关于引入附加措施（包括在紧急状态）的导则２００４年１０月，ＩＭＯ环境保护委员会召开了第５２届会议，审议了实施公约的相关导则草案，并将导则中关于附则第Ｄ一３条中批准压载水管理系统，以及附则第Ｄ一３．２款中批准使用活性物质批准程序的导

压载水管理公约

国际压载水及其沉积物控制与管理公约
International Convention for the Control and Management of Ships’ Ballast Water and Sediments
目次
1. 背景 2. 国内外现状 3. 岸基设施建设方案 4. 经费预算 5. 预期效益
按照IMO的要求，岸基测试设施及测试机构必须得到主管机关的授权或认可。因此，即使研发机构为了自己的设备建立“岸基试验设施”，但作为主管机关还应建立“标准岸基测试平台”，以保证测试的规范化，只有这样才会使被检测设备较容易通过IMO的最终批准。
保护我国自主知识产权
我国自主研发的设备，出于对知识产权和商业机密等的保护，迫切需要在我国境内的岸基测试平台上进行测试。
• 针对每个循环分别取处理舱和模拟对照舱（未处理舱）样品，进行生物有效性测试，判断是否达到公约D-2标准；
• 针对每个有效循环的处理后压载水，进行生态毒性试验
水生生物（藻类、甲壳类、鱼类）哺乳类（发育与繁殖、刺激性、诱变）环境归宿（积累、降解、持久性）
14
2. 国内外现状
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• 16个管理系统通过了IMO的最终审批 • 4个获得主管机关的型式认可
7
《国家中长期科学和技术发展规划纲要（2006-2020）》
环境
海洋生态和环境保护
交通运输
交通安全与应急保障
“十一五”国家科技支撑重大项目
远洋船舶压载水净化和水上溢油应急处理关键技术研究 (2006.12--2009.12)
8
十一五国家科技支撑重大项目远洋船舶压载水净化和水上溢油
应急处理关键技术研究
23
3. 建设方案岸基测试平台

船舶压载水排放国际案例

船舶压载水排放国际案例船舶压载水排放是指船舶在航行过程中通过压载系统将海水或淡水装载于船舱内，用于调整船舶的稳定性和排放污水。

随着国际对环境保护的日益重视，船舶压载水排放已成为一个备受关注的问题。

以下是一些国际案例，展示了各国在船舶压载水排放方面的相关政策和措施。

1. 美国：美国海岸警卫队于2013年颁布了船舶压载水排放管理规定，要求船舶在排放压载水前必须进行预先处理，确保排放水质符合规定的水质标准。

此举旨在保护美国的水体环境，减少对海洋生态系统的影响。

2. 欧盟：欧盟于2000年颁布了《欧洲船舶压载水管理指令》，要求成员国建立船舶压载水管理制度，并对船舶排放的水质进行监测和控制。

这一指令的实施促进了欧洲各国对船舶压载水排放的监管和治理。

3. 日本：日本于2008年颁布了《船舶压载水法》，规定船舶在进入日本领海前必须将压载水排放至规定的海域，并通过压载水处理设施进行净化处理。

这一法律的实施有效减少了船舶压载水对日本海洋环境的污染。

4. 韩国：韩国于2017年颁布了《海洋环境保护法》，明确规定了船舶压载水排放的管理办法。

根据该法规，船舶在进入韩国港口前必须进行压载水处理，并获得相关部门的准许。

这一法律的实施有助于保护韩国的海洋环境和生态系统。

5. 纽约港：纽约港是美国最大的港口之一，也是全球最繁忙的港口之一。

为了减少船舶压载水对港口水质的影响，纽约港管理局于2007年推出了压载水管理计划。

该计划要求船舶在进入港口前进行压载水处理，并对排放进行监测和控制。

6. 澳大利亚：澳大利亚海事安全局于2018年颁布了《船舶压载水管理要求》，要求船舶在排放压载水前必须进行预处理，并将排放水质控制在规定的范围内。

这一规定的实施有助于保护澳大利亚的海洋环境和生态系统。

7. 加拿大：加拿大交通部于2019年颁布了《船舶压载水管理法规》，要求船舶在进入加拿大港口前必须将压载水排放至规定的海域，并通过压载水处理设施进行净化处理。

船舶压载水管理计划-全文

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。

001-国际船舶压载水管理计划-(中英版)

船舶压载水管理计划BALLAST WATER MANAGEMENTPLANWESTLION SHIP MANAGEMENT CO., LTD.目录Contents章节标题页码Chapter Title Page 1.介绍 2Introduction2.船舶资料 4Ship’s particular3. 负责人员及职责 5Responsible officer any their duties4.培训和教育 6Training and education5.压载水管理的手段8Ballast water management measures6 安全措施13Safety Precautions7 更换压载水程序19Procedure For Ballast Water Exchange8 记录和报告程序20Recording and Reporting Procedures9 附录23APPENDIXES压载水管理计划BALLAST WATER MANAGEMENT PLAN1.介绍与目的Introduction and object1.1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。

《压载水管理计划编制指南》(2017)

中国船级社船舶压载水管理计划编制指南GUIDELINES FOR DEVELOPMENT OF SHIP BALLAST WATER MANAGEMENTPLANS（2017）生效日期：2017年5月1日编写说明本指南依据IMO《2004年船舶压载水和沉积物控制和管理国际公约》以及以MEPC.127(53)决议通过的“压载水管理及压载水管理计划编制指南（G4）”的要求而制定，以协助制定符合公约要求的船舶压载水管理计划。

对压载水管理计划符合本指南要求的船舶，可授予“BWMP”附加标志。

按照BWM.2/Circ.40，对于按照IMO A.868(20)决议或者本社2001年《船舶压载水管理计划编制指南》批准的压载水管理计划，在船舶因加装压载水管理系统而必须更新压载水管理计划前仍保持有效。

本指南生效后替代原2001和2006版。

目录第1章通则1.1 目的1.2 适用范围1.3 一般要求1.4 指南编写依据1.5 缩写与定义第2章压载水管理计划编制2.1 一般要求2.2 计划编制过程2.3计划内容要求2.4 压载水管理计划的评估和修订2.5审批压载水管理计划所需的图纸资料第3章安全评估3.1 一般要求3.2 压载水置换方法3.3 安全因素3.4 安全评估3.5顺序法3.6 溢流法3.7 稀释法附录1 压载水报告格式附录2 压载水管理计划标准格式附录3 船舶压载水记录簿第1章通则1.1 目的1.1.1本指南旨为编制符合IMO“2004年船舶压载水和沉积物控制和管理国际公约”（以下简称为“压载水公约”）附则第B-1条要求的“船舶压载水管理计划”（以下简称“计划”），以及中国船级社（以下简称为“CCS”）验船师按照公约第B-1要求审批计划提供指导。

1.2适用范围1.2.1 本指南适用于CCS船级载有压载水的船舶。

1.3 一般要求1.3.1船舶申请计划审批时，若符合本指南的要求，可根据CCS《钢质海船入级规范》要求授予“BWMP”附加标志。

压载水管理计划介绍

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
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。