Approved General Manager

CHEMICAL TANKER MANUAL Date 15.02.2017

Chapter 9
Revision 1
Page 1 of 2

9 BALLASTING

9.1 Ballast Amounts

The Master should carry the smallest amount of ballast practical, consistent with weather conditions, safe trim,
stress and handling characteristics of the vessel.

Changes in ballast can improve riding ability and reduce weather damage and vibration.
Factors to be considered when determining the amount and distribution of ballast are:

a) Weather
b) Propeller Immersion: Draft aft should be enough to keep the propeller tip submerged and thus prevent air
drawing or cavitations erosion of the propeller.
c) Forward Draft :- The forward draft should be sufficient to prevent bow slamming while retaining enough
freeboard to minimize deck wetness during moderate and heavy weather ship motions.
¶ If emeregncy fire pump is at forward/in the bow thruster room, emergency fire pump sea suction shall be
kept under water surface so that it would be prevented to suct air.
Meanwhile if bow thruster is available and to be used, it’s effective draft should be considered. ¶
d) Trim :- Trim should not be large enough to affect the operation of machinery or maneuvering of vessel.
e) Hull Stress :- Ballast should be distributed to give acceptable hull stress levels and minimize hull or
machinery vibrations. Ballast should be concentrated amidships when possible to reduce pitching motions.

Permanent ballast tanks should be either empty or pressed up to permit the anode system to function property in
reducing corrosion.

9.2 Ballasting During Discharge

Whenever permitted by port regulations, vessels should adopt the practice of ballasting before completion of
discharge as considerable saving in port turn-round time can be achieved, particularly at tidal ports, and maximum
freeboard requirements can be met.

9.3 Ballast Tanks Contamination Checks while tanks Ballasted

Ballast water shall be checked regularly against the any contamination for each ballast tank at least once a week
during the ballast condition passages.

Also Ballast water shall be checked before every de-ballasting operation in order to verify ballast water free from
contamination of oil / odour / colour. Records to be kept in ISM form 3208 BALLAST CONTAMINATION CHECK
RECORDS.

On ballast passages, soundings of ballast tanks are to be checked daily. If there are unexpected changes in
soundings, an assessment is to be made on board and the Company advised of the outcome. Readings are to be
recorded ISM form 3202 BALLAST TANK / VOID SPACE / FRESH WATER SOUNDING RECORDS DURING
VOYAGE.

9.4 Ballast Tanks Contamination Checks while Tanks not Ballasted

The empty ballast tanks shall be monitored for hydrocarbon content during loaded passages at least once a week
or in case of any hazardous situation.

Where vessels fitted with fix gas sampling system, gas sampling system shall be kept open for empty ballast tanks
for continious monitoring. ISM form 3203 shall be used. (ballast tank / void space athmosphere monitoring reports)

9.5 Heavy Weather Ballast

Fleet vessels designed with SBT and ballasted capacities sufficient for safe maneouvring and navigation.
 Approved General Manager
CHEMICAL TANKER MANUAL Date 15.02.2017
Chapter 9
Revision 1
Page 2 of 2

However, due to heavy weather (to provide sufficient propeller immersion and more draft), additional ballast may
be taken into the ship's cargo tanks if the master thinks it is necessary for the safety of the ship.
This does not mean that the master can take ballast in to dirty cargo tanks to maintain desired speed in adverse
weather. The most effective ways to reduce damage in heavy weather are to reduce speed or alter course. Only
when these measures have been taken may additional ballast be loaded in the cargo tanks to ensure the safety of
the ship.

Where additional ballast required to be taken in to the Cargo tanks followings shall be considered;

Prior to taking HWB

- Clean Cargo tanks shall be preferred

- Stability and stress calculation shall be checked and vessel try to reduce available stress (BM and SF)
- Ballasting of Cargo tanks shall be carried out as much as earlier before heavy weather. Where possble it
should be completed before departure or at anchorage or sheltered area
- RAS should be carried out. If HWB to be carried out after vessel departure, route deviation, needed time
and the heavy weather course shall be evaluated.
- This operation considered as an emergency stiuation and company shall be informed before commence
of HWB
- BWMP restrictions shall be followed

During HWB operation

- Continuously ensure that the tank venting is working properly, and avoid to high pressure in the tank(s)
being filled
- Continuously monitor Ullage, Tank Pressure, Trim and Stability during filling of HWB
- In the case of HWB taken in to the dirty tanks, DO NOT OVERFLOW any ballast water.

De-ballasting of HWB

- Regardless if there is oil or traces of oil on the top of the HWB, this ballast water must be handled as
per MARPOL regulations

9.6 Precautions to be taken Before Discharging Ship’s Ballast

Discharging of ships ballast is a critical operation and must be conducted by a responsible officer under the direct
supervision of Chief Officer or Master.

The deballasting sequence should follow the cargo operation plan, ensure no adverse trim or list to the vessel.

All company operated vessels are required to be provided with “Ballast inspection ports” fitted on the ballast tank
“man-holes” for proper inspection of ballast surface just prior to discharging.

Before deballasting any clean ballast, the surface of the ballast should be visually inspected or sampled to ensure
that the ballast is not oil contaminated. An entry should be made in the ism form.

On vessels fitted with high overboard discharge outlets, ballast must be discharged above water level. However
when alongside off shore side overboard system should be preferred to prevent any water discharge above the
jetty.

If oil contamination of clean ballast is suspected, the deballasting operation must not be started. Adequate
precautions must be taken to ensure that no oil is discharged overboard.

The duty officer must make frequent visual inspections of the water surface in the proximity of overboard discharge
to detect and prevent any accidental pollution

For more details Ballast water management plan should be followed.