CARGO OPERATIONS (TANKER) MANUAL CH.05 BALLAST HANDLING. Rev. No: 2. Page: 1 of PURPOSE

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1 Page: 1 of PURPOSE To ensure that: The vessel, as applicable, meets MARPOL requirements; There is adequate trim and the propeller is immersed; Stress conditions are within allowable limits during all planned operations SCOPE This procedure covers all Ballasting / deballasting operations including during Loading, Discharge Bunkering, for adjusting draft / trim / stresses, heavy weather ballasting and ballast water exchange operations 5.3. RESPONSIBILITIES The Master is responsible for ensuring: The vessel is ballasted in accordance with this procedure Approving the plan produced by the Chief Officer. Complying with Ballast Water Reporting requirements The Chief Officer is responsible for: Identifying the ballast quantities required to achieve specified conditions of draft, trim and stress and the maximum rate at which ballast may be transferred safely; producing a clear and concise plan for each operation and obtaining approval of the plan from the Master; ensuring that the plan is clearly understood and signed by the OOWs and EOWs (where applicable) who will be carrying out the operation; Ensuring that the ballast plan is retained with the cargo plan. for maintaining records and to ensure that ballast water management and or treatment procedures are followed and accurately recorded in the Deck Log book The OOW and EOW are responsible for: ensuring that they fully understand the requirements of the ballasting plan and signing the plan accordingly; complying with the requirements of the plan; restricting transfer rates to the maximum identified by the Chief Officer; reducing rates when topping off tanks and at all other times when a reduction in rate is necessary to ensure safe handling In vessels where the ballast piping/pump arrangements in the machinery space are such that ballasting the Aft Peak tank is controlled solely by the EOW, the EOW will be directly responsible to the Chief Officer for that operation. Clear written instruction as to the required times and filling levels will be given to and discussed with the EOW and a copy of this instruction will also be given to the OOW in charge of ballast operations.

2 Page: 2 of 5 In vessels where the Deck Department are responsible for monitoring the level in the Aft Peak tank it is also their responsibility to ensure that the EOW is given timely notice of when to start and stop pumps BALLAST PLAN Loading plan and discharge plan includes planning for ballasting / deballasting. The ballast plan shall include consideration of the following: Minimum draft requirement as per the approved loading manual. Compliance with IMO draft requirements. Vessel s maximum capacity of ballasting / deballasting Type of cargo e.g. carrying high pour point cargo Access to deck for monitoring ullages especially during hours of darkness and during heavy weather onset Vibrations during sailing Required trim and draft for the vessel's manoeuvring Stress limitations Minimising slack tanks due to the significant effect of free surface in some double hulled vessels. In all cases the quantity and distribution of ballast carried must be in accordance with the vessel s approved stability information book. Washing requirements prior to taking heavy weather ballast Local regulations which may require a specific ballast condition. These may take precedence in port areas provided that the safety of the vessel is not compromised PROCEDURE Prior to commencing any ballast operation the ballast lines and pumps must be filled in a controlled manner to ensure that valves, lines and pumps are not damaged by hydraulic hammer. All lines, pumps and valves are to be set up in accordance with the ballast plan and independently checked by another officer. They must be checked by the oncoming OOW prior to taking over his watch and monitored regularly throughout the ballast operation. Ballasting must be commenced at a reduced rate and checks carried out to ensure that the ballast is entering the designated tanks and no others before the transfer rate is increased to maximum. Ensure ballast tank air vents are free. Ballast tanks are to be visually checked for oil contamination before the tanks are discharged and prior arrival port. Regular rounds to be taken & the sea surface observed for any oil sheen. Result of such rounds shall be reported to Duty Officer and entries made in the port log. If any oil sheen is noticed or suspected, the de-ballasting / ballasting operation is to be immediately suspended & the reason analysed by Master.

3 Page: 3 of 5 While taking in ballast in cargo tanks, correct procedure is to be complied for opening the sea chest. A responsible look out should be posted for observing sea surface close to the intake for immediate alerting if any oil sheen is noticed or suspected. If vessel is discharging high pour point cargo, consideration should be given to the fact that ballasting of the ballast tanks early may solidify the cargo in the adjacent cargo tank. The discharge plan and the ballast plan shall be prepared after considering above hazard. Ballast transfer rates will be calculated at least once each hour throughout operations and the maximum filling/discharging rates for the tanks must not be exceeded. Adequate precaution should be taken while ballasting in port in order to prevent overflow of ballast tanks as this poses a pollution hazard and also may be considered as violation of terminal rules in some ports. On completion of either loading or discharging ballast, lines and pumps must, where the design permits, be drained or dropped back into an empty tank to ensure that lines are not left under pressure / vacuum. Vacuum breakers must be opened or valves cracked open as required to admit air and ensure that lines are free to drain. The OOW must check personally that all valves in the ballast system are shut down on completion of operations. The pressure in pumps and lines must be monitored daily on passage and, where the pressure is noted to be increasing, appropriate steps must be taken to relieve it BALLAST WATER EXCHANGE AT SEA (In addition to section 5.5) A through risk assessment shall be prepared by the vessel for every Ballast water exchange. For ballast water exchange, a plan shall be prepared and sent to office for approval by Marine Superintendent. All ballast water exchange shall be strictly in compliance with approved Ballast water exchange plan. Ballast water exchange should not be undertaken during heavy weather. Vessels Ship Specific Ballast Water Management Plan to be referred for criteria. On vessels where the criteria are not defined, Masters should take into account the wind and swell conditions before commencing the operations. The Vessels Superintendent shall be consulted in this case. The vessel s Ballast Water Management Plan must be followed and hull stresses continually monitored on the vessel s load computer during a ballast exchange. If ballast is exchanged on a sequential method, rather than the flow-through method, it is important that staffs are warned of the danger that the changing drafts and/or trim may present an increased risk of shipping seas on deck. Master shall take into consideration any increased blind sectors or reduced horizontal fields of vision resulting from the ballast water operation and ensure that a proper lookout is maintained at all times. In addition to records required by Ballast water management plan, the commencement and termination of the ballast water exchange operation shall be recorded in the deck log book.

4 Page: 4 of TAKING HEAVY WEATHER BALLAST IN CARGO TANKS (In addition to section 5.5) Forward planning is required to ensure that heavy weather ballast is shipped before the weather deteriorates to the point where the operation becomes dangerous. Ballast is to be taken only in those tanks that have been designated as the heavy weather ballast tanks, in the approved loading manual. Ballast shall not be taken in those tanks that have not been crude oil washed (for crude oil tankers only). Heavy weather ballast plan shall be communicated to office (Ops & Tech team) and office approval obtained. In addition to section 5.4, the plan should clearly state ship specific procedures such as connection sea chest spool piece, venting procedure and ullage monitoring. The operation must be undertaken with great care for the safety of individuals and of the vessel. Special care must be obtained to ensure safety of personnel on deck. Close liaison shall be established between bridge, deck & CCR. Due considerations must be given to adjust vessel s course and/or speed to suitably minimize the adverse effects of water sloshing in partially filled tanks during the course of ballasting operations. All other ballast tanks should also be Pressed Up. Free surface effect must be controlled and all tanks are to be filled up to 98%. Tanks should never be allowed to overflow as it may contain Oil or traces of oil on the surface. Ballasting operations, at sea, during the hours of darkness, should be avoided for reasons of Personnel Safety. Due diligence must be exercised to avoid such situation from developing. On occasions that this becomes necessary, a detailed Risk Assessment must be completed prior undertaking such operations. During ballasting, ullages shall be regularly monitored to prevent overflow from the ballast tanks. When loading ballast using cargo pumps, great care must be taken to prevent any oil escaping overboard by obtaining suction on the pumps before opening the sea valves. When loading ballast into cargo tanks that previously contained crude oil or other oils that are suspected of containing Hydrogen Sulphide (H2S) the same precautions as are followed when loading such cargoes must be implemented. All cargo tank ballast must be discharged strictly in accordance with MARPOL Regulations through the Oil Discharge Monitoring Equipment (ODME) and entry made in Oil Record book. Cargo tank de-ballasting operations at sea must, so far as possible, take place in daylight with a continuous visual watch being kept on the water discharged. On completion of cargo tank draining, all pumps and lines used to discharge the ballast must be well drained. In cases where shore reception facilities are requested and are refused or prove inadequate, a report must be made as per MARPOL 73/78.

5 Page: 5 of RECORDS A record of all ballasting and de-ballasting operations shall be maintained: Port Log (OP-TKR-32) Hourly monitoring record (OP-TKR-26) Cargo Pump, Ballast Pump Monitoring Record (OP-TKR-18) Records of the date, geographical location, salinity and amount of ballast water taken on board should be recorded whenever ballast is taken in ships tanks. Tank wise ballast history must be maintained on board. The Oil Record Book must be completed for every operation involving loading or discharging of dirty ballast. Entry in port log or deck log book for activation and deactivation of fixed gas detection system for monitoring ballast spaces Entries regarding gas checks of ballast spaces if taken by portable gas meters (OP-TKR-31) Ballast Water Exchange Plan (OP-TKR-41)