IMO Ballast Water Management convention 2004

IMO’ S International Convention for the Control and Management of Ships’ Ballast Water and Sediments(BWM)

© Abdulla Wanis Tabet 2017

© Abdulla Wanis Tabet 2017

Convention

Adoption: 13 February 2004 Entry into force (existing ships): 8 September 2017 22 Articles / 2 Appendixes Regulation D-1 sets exchange standards Regulation D-2 sets discharge standards for treatment

AIM In response to such problems, the International Convention for the Control and Management of Ships’ Ballast Water and Sediments was established to prevent, minimize and ultimately eliminate the risks to biodiversity, the environment and human health arising from the transfer of harmful aquatic organisms, through the improved management of ballast water and sediments.

Responsibilities

Application To all internationally traded vessels that are registered in states that are parties to the convention; or operate in the waters of such member states.

Submersibles, floating crafts and platforms, floating storage units and floating production, storage and offloading units will also be subject to the convention.

The convention will not apply to vessels that operate only within the territorial waters of their flag state. Š Abdulla Wanis Tabet 2017

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Must achieve an efficiency of at least 95% volumetric exchange Accomplished by either emptying and refilling tanks sequentially or, Pumping through three times the volume of each ballast water tank Pumping through less than three times the volume may be accepted, provided the ship can demonstrate at least 95% volume exchange occur.

Must be 200 nm from the nearest land, in water at least 200 m deep

For existing ships , the date of compliance with‘D-2 standard’ will coincide with the next renewal date of a vessel’s International Oil Pollution Certificate.

Any new ships with a keel laying date after 8/9/ 2017 will be required to have a ballast water treatment system installed at delivery.

By 8/9/2017 all vessels to which the convention applies must eventually be equipped with an IMOapproved ballast water treatment technology.

Ballast Water Exchange Standard (Regulation D-1) requiring ships to exchange a minimum of 95% ballast water volume.

Ballast Water Performance Standard (Regulation D-2) which requires that ballast water discharged has the number of viable organisms below specified limits.

All officers and ratings should be trained and familiarized regarding ship’s pumping plan, positions of air and sounding pipes, location of tanks and manholes, compartment and tank suctions, pipe lines as well as remote pump operation and sounding equipment.

By 8/9/2017 ships in international traffic are required to manage their ballast water and sediments to a certain standard, according to a ship-specific ballast water management plan. Ships have to carry: A ballast water management plan - specific to each ship, the ballast water management plan includes a detailed description of the actions to be taken to implement the ballast water management requirements and supplemental ballast water management practices; A ballast water record book - to record when ballast water is taken on board; circulated or treated for ballast water management purposes; and discharged into the sea. It should also record when ballast water is discharged to a reception facility and accidental or other exceptional discharges of ballast water; And an International Ballast Water Management Certificate (ships of 400 GRT and above) – this is issued by or on behalf of the Administration (flag State) and certifies that the ship carries out ballast water management in accordance with the BWM Convention and specifies which standard the ship is complying with, as well as the date of expiry of the Certificate.

Convention’s output and requirements

Ballast water exchange methods

BW treatment technologies / solutions

BALLAST WATER MANAGEMENT PLAN

To simplify the requirement of the control of ballast water problem, a “ballast water management plan� was introduced which was to be used and implemented on board sailing vessels entering international waters.

 International rules and regulations for different port state controls all over the world.  Location of ports providing shore discharge facility of sediments and ballast water.  Duties of the personnel on board for carrying out ballast operation.  Operational procedure along with the method to be used for ballasting.  The locations at different coastal water for ballast exchange should be mentioned in the plan.  Sampling point and treatment method should be given in the ballast water management plan.

Record Keeping All the data of ballasting and De-ballasting operations, ballast water exchange etc. should be recorded with time and position in the ballast water record book .

When sediment is cleaned from ballast tanks or chain lockers, this data should also be logged.

Record of the ballast water •Date of the operation •Ship’s ballast tank used in the operation.

•Temperature of the ballast water.

•Salinity of the ballast water in PPM. •Position of the ship (latitude and longitude).

•Amount of ballast water involved in operation.

•All the records entered must be signed by C/O. •Master is overall in-charge of the operation and he will also acknowledge by signing the BMP log book.

•Date and identification of the tank last cleaned.

Survey, certification and inspection

Ships are required to be surveyed and certified (Article 7 Survey and certification) and may be inspected by port State control officers (Article 9 Inspection of Ships) who can verify that the ship has a valid certificate; inspect the Ballast Water Record Book; and/or sample the ballast water

INVASAVE 300 BALLAST WATER TREATMENT PORT SOLUTIONS BY DAMEN

• For vessels with few ballast water discharges per year and for older vessels, fitting an onboard unit may well be uneconomical. In recognition of this, Damen has developed its unique InvaSave Mobile Ballast Water Discharge technology, enabling in-port ballast water processing and discharge. • As an onshore facility operated by professionals and specialists, it allows for better control of the treatment processes. Operation by experienced operators also ensures more accurate regulation of the desired levels of ballast water treatment.

INVASAVE 300 mobile ballast water discharge technology

InvaSave 300 System benefits More cost efficient for certain trades and ship types No downtime installation and maintenance as with onboard BWT units Increased reliability due to redundancy Enables contingency measures in ports in case onboard BWT units fail Self-sufficient - independent of external power supply and pumping capacity Better compliance monitoring

 Application of treatment technology unrestricted by space, pressure drop and power requirements.  Reliable solution for both ports and operators  Only requires fitting a deck connection at fraction of cost of full BWT retrofit  Suitable for sea, fresh and brackish water  Chemical-free technology  No blocked filters and no back flush in port of ballasting  Gravity ballasting for ballast intake still possible

1) Flushing with small quantity of clean water in an empty tank and de-ballasting it again 2) Manual cleaning by making an entry in to a ballast tank or tanks. The tank entry is an hazardous operation and safety procedures should be followed before entry. Inform port authority and “Enclosed space entry permit� to be made prior entry.

During cleaning and De-slitting operations, the tank sediments should be safely disposed of and should NOT be discharged in estuarine of coastal waters. Safe disposal consists of removal to shore facilities or designated landfill areas or discharge into deep ocean water in accordance with the convention.

© AbdullA WAnis TAbeT 2017