Ballast Water Management Decision Support System - Global Maritime Transport and Ballast Water Management: Issues and Solutions - page 235

UN LOCODE data provided for the relevant source port, the vessel needs to provide
its name (in English) and geographical position.
The number of ballast tanks in ballast is to be compared with the vessel's total
number of ballast tanks. The declared number of fi lled ballast tanks in no case can
be larger than the vessels total number of ballast tanks. This can be compared auto-
matically by the electronic system, which does not allow a higher tank number to be
entered in the BWRF.
The quantity of ballast water on board is to be compared with the vessel's total
ballast water capacity. The declared ballast water quantity on board in no case can
be higher than the vessels total ballast capacity. The electronic system can compare
these numbers automatically and does not allow a higher amount of ballast water to
be entered in the BWRF.
The cargo operation (i.e., quantity in tons of cargo to be loaded or discharged) in
no situation can be greater than the vessel's maximum dead weight tonnage (DWT)
capacity. 5 The maximum cargo capacity is actually expected to be approximately
10 % lower than the vessels maximum DWT capacity. The electronic system can
compare these numbers automatically and does not allow a greater number to be
entered in the BWRF. This information is also critical for the assessment (verifi ca-
tion) of expected (reported) ballast water operations in the related port, which is
automatically done by the BWDA model.
A ballast water operation is to be expressed in terms of the expected ballast water
quantity to be discharged or loaded in the related port. The declared operation, as
well as the declared quantity of ballast water intended to be discharged, are to be
compared with the BWDA model result. A mismatch in operation (i.e., no discharge
declared but the model shows a discharge) as well in quantity (i.e., the model
assessed discharge quantity of ballast water is substantially bigger than declared)
triggers suspicion that there is a mistake in reporting, or even false reporting.
However, it is not suggested that this would automatically prevent BWRF submis-
sion and the vessel to be turned away, but this information is to be used later as the
trigger in the compliance monitoring process.
If the vessel has declared that it will discharge ballast water in the port, the num-
ber of ballast tanks to be discharged is to be compared with the number of tanks in
ballast. The declared number of ballast tanks to be discharged in no case can be
higher than the number of tanks in ballast. Again, the electronic system can com-
pare these numbers automatically and does not allow a higher number to be entered
in the BWRF.
If the vessel has declared to have already managed the ballast water intended for
discharge, the number of ballast water tanks managed is to be compared with the
number of ballast water tanks to be discharged. The declared number of ballast
water tanks managed can be greater or lesser than the number of ballast water tanks
declared for the discharge. In practice it is not expected that a vessel would conduct
5 i.e., vessel's carrying capacity, which includes cargo and all weights (e.g., fuel, ballast water,
stores), crew and passengers that may be loaded onboard a vessel up to her permissible limits,
which is regulated by IMO international conventions, mainly the Load Lines Convention.