Skip to main content

Ballast Water Management Regulations


 Standards for ballast water management: 

  • ( Regulation D-1) ballast water exchange standard  and 
  • (Regulation D-2) the more stringent ballast water performance standard .
These requirements are being implemented in a phased manner and henceforth only the D-2 Regulations will be acceptable after the Convention comes into force on 8 September 2017. Ships performing ballast water exchange shall do so with an efficiency of 95 per cent volumetric exchange of ballast water and ships using a ballast water treatment system (BWTS) shall meet a performance standard ( Regulation D-2) based on agreed numbers of organisms per unit of volume.

Regulation D-3 of the BWM Convention requires that ballast water management systems used to comply with the Convention must be approved by the Administration taking into account the Guidelines for approval of ballast water management systems (G8).

Regulation D-3 also requires that ballast water management systems which make use of Active Substances to comply with the Convention shall be approved by IMO in accordance with the Procedure for approval of ballast water management systems that make use of Active Substances (G9). 

Procedure (G9) consists of a two-tier process – Basic and Final Approval – to ensure that the ballast water management system does not pose unreasonable risk to the environment, human health, property or resources.

GESAMP to review the proposals submitted for approval of ballast water management systems that make use of Active Substances. The GESAMP Ballast Water Working Group (GESAMP-BWWG)
reports to the Organization on whether such a proposal presents unreasonable risks in accordance with the criteria specified in the Procedure for approval of ballast water management systems that make use of Active Substances.
The Convention requires a review to be undertaken in order to determine whether appropriate technologies are available to
achieve the standard. MEPC has conducted a number of such reviews and agreed that appropriate and IMO approved technologies are now available to achieve the performance
standard contained in regulation D-2 of the BWM Convention.


Under the Convention, ships are required, according to a timetable of implementation, to comply with the D1 or D2 standards.

The D1 standard requires ships to carry out a ballast water exchange, and specifies the volume of water that must be replaced. This standard involves exchanging the uptaken discharge water from the last port, with new sea water; it must occur at a minimum of 200 nautical miles from shore. 

The D2 standard is more stringent and requires the use of an approved ballast water treatment system. The system must ensure that only small levels of viable organisms remain left in water after treatment so as to minimise the Environmental impact of shipping.
New ships will be required to install and comply with the D2 standard from the 8th September 2017, once the Convention has entered into force. Existing ships, who are subject to the phased implementation schedule, have potentially (depending on the renewal of their ship certificates) until the 8th September 2024, by which time all ships will comply with the D2 standard.

It is also possible for ships to discharge ballast at approved shore reception facilities in ports, as article 5 requires that when cleaning or repair of a ships ballast tanks occurs, ports should have adequate reception facilities for the sediments. Facilities must include safe disposal arrangements, storage and treatment equipment, safe and suitable mooring and emergency arrangements and the necessary reducers for connections to ships.

Some ships may be exempted from complying with the Convention, according to certain conditions and the appropriate permission being given by a flag State. These include ships trading in a limited area, small vessels including sailboats and fishing vessels, vessels only operating on one coast and also FPSOs.

Comments

Popular posts from this blog

Load Line & Why it is Important

Merchant ships have a marking on their hull know as the Plimsoll line or the Plimsoll mark, which indicates the limit until which ships can be loaded with enough cargo, internationally, the Plimsoll line on a ship is officially referred to as the international load line. Every type of ship has a different level of floating and the Plimsoll line on a ship generally varies from one vessel to another.  All vessels of 24 meters and more are required to have this Load line marking at the centre position of the length of summer load water line. There are two types of Load line markings:- Standard Load Line marking – This is applicable to all types of vessels. Timber Load Line Markings – This is applicable to vessels carrying timber cargo. These marks shall be punched on the surface of the hull making it visible even if the ship side paint fades out. The marks shall again be painted with white or yellow colour on a dark background/black on a light background.  The comp

Difference Between A, B & C-Class Divisions?

IMO Symbol A Class Division  IMO Symbol B Class Division  SOLAS has tables for structural fire protection requirement of bulkheads and decks. The requirements depend on the spaces in question and are different for passenger ships and cargo ships. The Administration has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise. Types of Divisions: "A" Class "B" Class "C" Class "A" Class: "A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria: They are constructed of steel or equivalent material They are suitably stiffened They are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test. they are insulated with approved non-combustible materials such that the average tempera

Pump Shaft Alignment Procedure

Types of shaft alignment methods: Visual Line-Up Straightedge/Feeler Gauge Rim and Face Cross Dial Reverse Dial Laser Visual Line-Up The visual line-up method is the most common method of alignment. Used in initial installations, visual line-up allows technicians to analyze the working conditions and feasibility of installation. Straightedge/Feeler Gauge Straightedges are used to determine the offset between coupling halves. Corrections are made under all four of the machines feet. Feeler gauges or taper gauges measure the gap between coupling halves at the bottom and top of the coupling. Rim and Face This method is similar in principle to using a straightedge and feeler gauge, but more accurate since dial indicators are used. The rim reading measures the offset between the coupling halves. The face reading measures the angular difference between the faces of the coupling. Changes are calculated with the same formula as the straightedge/feeler gauge met