Is anyone having deja vu? It’s okay to be dubious, thinking it is the last time you have to undergo a major regulation. It’s a fair question to ask, though. Today, everyone is managing regulations instead of managing their ships. In fact, we usually get fed up with these new regulations each year, but the truth is we have to comply with them. And the only solution is to understand the regulation inside out. Ballast water management is the regulation which I would like to discuss here; Let’s begin;
Ballast water management System!
Ballast water management system in Dubai helps the process of restricting the spread of harmful organisms from ballast water before it is discharged into the ocean. BWMS uses filtration technology to reduce the number of organisms present in the water. They also help maintain the stability of the ship. Canada and Australia raised the issue of invasive species bought to their waters through the discharge of ballast water by the vessels.
Application of ballast water management convention
The first question is to which all kinds of ships do this convention apply? A ship which carries ballast and one which ratifies the convection falls into the convention rules and allegations. There are few logical exemptions such as a ship that carries permanent ballast in sealed tanks on ships, that are not subject to discharge. These ships do not apply to the convention.
Ballast water standards
It is all about the environmental hazards that are likely to arise from ballast water discharge. So it is obvious that the ballast water management convention would require us to treat the ballast water in ways that it becomes less harmful or not harmful at all. The ballast water management (BWM) convention provides two ways of doing that.
Ballast water exchange standard (regulation D1)
Mid-sea ballast water management replacement is the first standard to consider. When replacing the ballast water in the deep sea, BWM convention regulation D1 requires that at least 95% of the ballast water needs to be exchanged. But still, there are two ways to do this. The first method of doing this is to Refill tanks after the discharge of 95% of the ballast water from the tank. This is called the “Sequential method or simply Pump-in, pump-out method)”. It is important to deballast as much as possible from the tank. However, 5% is just allowed for the un-pumpable ballast. The second method is to keep on ballasting the ballast tank and keep on overflowing the ballast water from the ballast tank through an air pipe or other openings of the ballast tank. For the flow-through method, BWM convention regulation D1 requires pumping in 3 times the ballast tank capacity to achieve 95% of the volumetric exchange.
Ballast water performance standard (Regulation D2)
The first ballast water standard is temporary and ultimately all ships need to arrive at the ballast water performance standard (regulation D-2). The second ballast water standard is more scientific in nature. It aims to control the number of actual species (in simpler words micro-organisms) that can be discharged. The system pre-fixed the ballast overboard and it treats the ballast water to the required standards before it goes overboard.
Criteria for ballast water exchange (Regulation B-4)
To achieve the ballast water standard as per regulation D-1, the vessel needs to exchange the ballast in the mid-sea. BWM convention regulation B-4 provides the criteria for the deep sea where the ballast exchange needs to be carried. And as per regulation B-4, the ballast water exchange needs to be carried at 200 Nautical miles from the nearest land at a minimum water depth of 200 meters. Where above is not possible, then as far as practicable from the nearest land but not less than 50 NM from the nearest land and in a minimum water depth of 200 meters. Also, Regulation B-4.3 clarifies that a ship need not deviate from the intended route to comply with this regulation. Here arises the million-dollar question on everyone’s mind; Well, the best way is to communicate with the agent inorder to know the local requirements of the port authority.
Which of the Regulations applies to your ship, D-1or D-2?
It is mandatory for vessels to follow regulation D-1 (Ballast exchange) or to rely upon regulation D-2 (Ballast water treatment system) BWM convention regulation B-3 provides this information. The original regulation B-3 was amended by the MEPC circular to amend the compliance dates. The amended schedule for compliance with the D-2 regulations is listed below; The reference date of the ballast water convention ratification date (08 Sept 2017) is taken into consideration. But we can simplify it a bit. Existing ships (built before 08 Sept 2017) must meet D-2 standards at the first IOPP renewal survey after 08 Sept 2019. All vessels must comply with D-2 standards before 08 Sept 2024.
Ballast water management plan
It is basically a ship specific plan which has all the details related to compliance with BWM convection. For example, it lists if regulation D-1 is applicable to the vessel or regulation D-2. In the case of regulation D-1, the approved process of achieving 95% of the volumetric exchange of ballast will be provided in the BWM plan. In short, it is a safety consideration for ballast water exchange. If regulation D-2 is applicable then the BWM plan would contain the information about the Ballast water treatment system.
Ballast water record book
Yes, another record book. BWM convention regulation B-2 requires the ships to have onboard a “Ballast water record book”. You have to record each activity related to ballast water.
International Ballast water management certificate
This certificate is only issued after the successful completion of the inertial survey of that ship. Initially, a check on the vessel's Ballast Water Management plan is done to verify whether it complies with the convection. Also, check whether both the equipment and procedures comply with the convection.
The certificate has a validity of 5 years subject to the annual surveys.
Compliance with BWM convention It is not necessary to know the full convention. So here, I summaries what is required from seafarers to comply with the BWM Convention. Also, this helps you during port inspections as well. First, we need to have an onboard valid International water management and an approved ballast water management plan. Second, knowing which regulation standards suit your vessel. (D-1 or D-2 standards) The vessel needs to record all activities related to the ballast water in the “Ballast water record book”. And finally, the ship’s crew need to be aware of and trained about their responsibilities as per the ballast water management convention. Your compliance with ballast operations can be attained through proper training and keeping the training record for future uses. Once these points are taken care of, the vessel can be expected to comply with the ballast water management convention.
Conclusion
We like it or not but there is one more regulation that we have to comply with. Now, the focus is on verifying compliance with ballast water management convection. And the time has come up to know the in and out about the convection and how the compliance can be ensured by us. Once we know that, demonstrating compliance with the BWM convention would not be difficult. For more info on the ballast water management systems in UAE, Contact us
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