Ballast Water Management Convention - Status May 2011_tcm4-479867

Ballast Water Management Convention General informa information tion – status May 2011 2011

I – General questions related to the Convention

1. What are the aims of the Ballast Water Management Convention (the Convention)? A: Through the control and management of ship ballast water and sediments, the Convention aims to prevent, minimise and ultimately eliminate risks to the environment, human health, property and resources arising from the transfer of harmful aquatic organisms and pathogens. 2. What types of ships are targeted by the Convention? A: The Convention applies to a vessel of any type whatsoever operating in the aquatic environment and includes submersibles, floating craft, floating platforms, FSUs and FPSOs. 3. Does the Convention require ships to carry a certificate to prove compliance with it? A: The Convention requires ships that fly the flag of a party to the Convention (i.e. an Administration that has ratified the Convention) to have an International Ballast Water Management Certificate. Ships flying the flag of a non-party to the Convention but operating in waters that are under the authority of a party must carry a Certificate of Compliance with the Ballast Water Management Convention. 4. When will my ship be required to have a certificate to prove compliance with the Convention? A: The ship will be required to have a certificate to prove compliance when the Convention enters into force. 5. When will the Convention enter into force? A: The Convention will enter into force 12 months after the date on which not less than 30 states representing not less than 35% of the gross tonnage of the world’s merchant fleet ratify it. 6. How many states have ratified the Convention so far? A: As per August 2010, 26 states representing 25.43% of the gross tonnage of the world merchant fleet have ratified the Convention and thus are parties to the Convention:

1- Albania 2- Antigua & Barbuda 3- Barbados 4- Brazil 5- Canada 6- Cook Islands 7- Croatia 8- Egypt 9- France 10- Kenya 11- Kiribati 12- Liberia 13- Maldives 14- Marshall Islands

15- Mexico 16- Netherlands 17- Nigeria 18- Norway 19- Republic of Korea 20- St Kitts & Nevis 21- Sierra Leone 22- South Africa 23- Spain 24- Sweden 25- Syria 26- Tuvalu 27- Malaysia 28- Islamic Republic of Iran

7. When do you expect the Convention to be ratified by a qualifying number of states with a qualifying percentage of gross tonnage? A: All the signs point to the Convention being ratified by no fewer than 30 states representing not less than 35% of the gross tonnage of the world’s merchant fleet in 2011. 8. What does the Convention actually require a ship to do with its ballast water? A: The Convention defines two standards for discharged ballast water that the ship must meet. Those standards are the ballast water exchange standard (D-1 standard) and ballast water treatment standard (D-2). The D-1 standard will eventually be phased out and replaced by the D-2 standard, depending on the ship’s date of construction and ballast water capacity. capacity. Table 1 summarises the dates when the ships have to comply with D-1 or the D-2 standard. 9. If the conversion my ship is undergoing is defined as a ‘major conversion’ according to the Convention, how will this affect my ship? A: If the ship is undergoing a major conversion after the entry into force of the Convention and when flying the flag of a party to the Convention, then the construction date of the ship will be the commencement date of the conversion. This may imply that the ship must meet the D-2 standard at an earlier stage, depending on the ship’s keel-laying date and ballast water capacity capacity.. 10. What documentation do I have to provide in order for my ship to receive certification of compliance with the Convention? A: The Convention basically requires two documents: 



A Ballast Water Management Plan approved by the Administration. A template for a ballast water management plan can be provided free of charge by DNV. A Ballast Water Record Book, which is not subject to approval.

11. What happens when the Convention is ratified by enough states and is due to enter into force 12 months later? A: All ships that are flying the flag of a party to the Convention, or intending to sail in waters under the jurisdiction of such a party, will have to do the following: 

Submit a Ballast Water Management Plan for approval; and



Supply the ship with a Ballast Water Record Book; and



Have an initial survey of the ship with the subsequent issuance of an International Ballast Water Management Certificate or a Certificate of Compliance with the Ballast Water Management Convention.

12. That will be a lot of ships in a very short period of time? A: Yes. DNV therefore advises Owners to be proactive and provide their ships with ballast water management plans approved for at least the D-1 standard (i.e. ballast water exchange), and to have the initial surveys done and a Statement or Certificate of Compliance issued as soon as possible.

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I – General questions related to the Convention

Ballast Water Capacity

< 1500 m³

1500 – 5000 m³

> 5000 m³

Date of construction of ship

4, 5

Before 2009

2009

• Ballast water exchange or treatment until 20161

• Balla Ballast st water water exchange or treatment until 20113

• Balla Ballast st water water treatment only after 2016 1

• Balla Ballast st water water treatment only from 20113

• Ba B allast water exchange or treatment until 20142




2009 – 2011

2010 or later

2012 or later

• Balla Ballast st water water treatment





• Balla Ballast st water water treatment only after 20161


Table 1 Dates of entry into force of the Ballast Water Management Convention 1 The ship shall conduct Ballast Water Water Management that at least meets the standard described in Regulation D-2 (i.e. treatment) not later than the first intermediate or renewal survey, whichever occurs first, after the anniversary date of delivery of the ship in 2016. 2 The ship shall conduct Ballast Water Water Management that at least meets the standard described in Regulation D-2 (i.e. treatment) not later than the first intermediate or renewal survey, whichever occurs first, after the anniversary date of delivery of the ship in 2014. 3 The ship shall conduct Ballast Water Water Management that at least meets the standard described in Regulation D-2 (i.e. treatment) not later than the second annual survey, but not later than 31 December 2011. 4 Constructed in respect of a ship means a stage of construction where:

13. What will be required of ships that already have a Statement or Certificate of Compliance when the Convention enters into force? A: If the ship is still using the same standard (i.e. the D-1 or D-2 standard), then the changeover will simply involve paper work. A request must be submitted to DNV by the manager of the ship in order to start the changeover process for a ship. 14. Will DNV remind me that my ship must comply with the Convention (either the D-1 or D-2 standard) within a certain date? A: Yes, DNV will issue a Statutory Retroactive Requirement note in the ship’s profile in DNV Exchange reminding the ship’s manager that the ship must comply with the Convention by a given date.

.1 the kee keell is lai laid; d; or .2 construction identifiable with the specific ship ship begins; or .3 asse assembly mbly of the ship has commenced commenced comprising comprising at least least 50 tonnes or 1 percent of the estimated mass of all structural material, whichever is less; or .4 the ship ship undergoes undergoes a major major conversion conversion.. 5 Major conversion means a conversion of a ship: .1 which changes its ballast ballast water carrying capacity capacity by 15 percent or greater, or .2 which chang changes es the ship type, type, or .3 which which,, in the opinion of the Administrat Administration, ion, is projected projected to prolong its life by ten years or more, or .4 which results in modifications to its ballast water water system other than component replacement-in-kind. Conversion of a ship to meet the provisions of regulation D-1 shall not be deemed to constitute a major conversion for the purpose of this Annex.

We will also issue another Statutory Retroactive Requirement for the date the ship is required to be in compliance with the D-2 standard (i.e. ballast water treatment). 15. Will the International Ballast Water Management Certificate and surveys align with other class and statutory surveys of the ship? A: Not necessarily. The International Association of Class Societies (IACS) has submitted to MEPC.61 a paper aiming to clarify issues like the anniversary date of the ship as defined by the Convention and other issues related to the entry into force of the D-2 standard for ships.

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II – Questions about the standards of the Convention

16. What does a ship need to do in order to meet the D-1 standard? A: There are three approved ballast water exchange methods: me t h od od: a process by which a ballast tank or hold intended for the carriage of ballast water is first emptied for at least 95% of its volume and then refilled with replacement ballast water water..

S e qu qu e nt nt i a l

19. What is the D-2 standard? A: The D-2 standard is a ballast water performance standard and refers to regulation D-2 of the Convention. The D-2 standard requires that ships discharge: 



Fl ow t hr ough met hod hod:: a process by which replacement

ballast water is pumped into a ballast tank or hold allowing water to overflow over flow through openings on open deck. At least three times the tank or hold volume shall be pumped through the tank or hold. Di l u t i o n me t h od od: a process by which replacement ballast

water is filled through the top of the ballast tank or hold with simultaneous discharge from the bottom at the same flow rate and maintaining a constant level in the tank or hold. At least three times the tank or hold volume shall be pumped through the tank or hold. 17. Where do I find more information on the methods described above? A: The IMO has so far published 14 guidelines on the uniform implementation of the Convention. The Guidelines applicable to ballast water exchange are G6: Guidelines for ballast water exchange and G11: Guidelines for ballast water exchange design and construction standards . 18. What type of documentation is needed to prove that my ship meets the D-1 standard? A: You should submit a ballast water management plan (BWM Plan) that complies with the standards defined in Guidelines G4: Guidelines for ballast water management and the development of ballast water management plans.

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

Less than 10 viable organisms per m 3 greater or equal to 50µm in minimum dimension; and Less than 10 viable organisms per ml less than 50µm in minimum dimension and greater than or equal to 10µm in minimum dimension; and Indicator microbes not exceeding the following concentrations: – Toxicogenic Vibrio cholerae (O1 & O139) O139) with less than 1 colony forming unit (cfu) per 100ml or less than 1 cfu per 1 gram (wet weight) zooplankton samples; – Esch Eschericki erickiaa coli less than than 250 cfu per per 100ml; – Intestinal Enterococci Enterococci less than 100 cfu per 100ml.

20. What if I want to exchange ballast water if the treatment system malfunctions? A: In principle, the Convention does not allow for the use of exchange methods when the requirement is to treat the water according to the D-2 standard. Exchange will not be mentioned as a management method in the International Ballast Water Management Certificate (IBWM Certificate). However, a port state controller may see it as positive that a ship has exchanged ballast water according to the D-1 standard instead of just bypassing the treatment system in cases of malfunction. In DNV’s opinion, the Ballast Water Management Plan (BWM Plan) should include only the methods that are acceptable for the IBWM Certificate in order to avoid confusion. DNV nevertheless recommends that the BWM Plan should include an Appendix stating the exchange method procedures so that the ship can follow them in cases where the treatment system has been bypassed. However, this will not be required by DNV.

III – Questions about the BWM Plan

21. Does DNV have a standard template for an acceptable BWM Plan? A: Yes, DNV has developed an easy–to-use template for a BWM Plan that is free of charge. You can download the template from ww www. w. dnv . c om, through your Exchange server or by contacting any of the 190 DNV offices around the world. DNV’s contact numbers are given at the end of this document.

23. Do I need to have a different BWM Plan for the D-1 standard and the D-2 standard? A: No. DNV’s template includes both standards. During the transition period between the date when the Convention enters into force and the date when the ship must meet the D-2 standard, both D-1 and D-2 standards can be used.

22. My ship has a BWM Plan approved to Resolution A.868(20). What do I have to do for my plan to be approved to the G4 Guidelines of the Convention? A: There is no need for re-approval of BWM Plans approved to Resolution A.868(20). DNV is able, upon request, to issue a Statement confirming that the BWM Plan also complies with the G4 Guidelines.

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IV – Questions about certification of vessels and national requirements

24. Can I obtain a certificate for my ship before the Convention enters into force? A: No. However, DNV can issue a Certificate of Compliance or Statement of Compliance with the Convention depending on whether or not the Administration whose flag the ship is flying has authorised DNV to act on its behalf in relation to the Convention. 25. Which Administrations have authorised DNV to issue Certificates of Compliance on their behalf? A: As per May 2011, the following Administrations have authorised DNV to issue a Certificate of Compliance with the Convention on their behalf:

1- Bahamas 2- Bahrain 3- Brazil 4- British Virgin Islands

5- Cook Islands 6- Faroe Islands 7- Gibraltar 8- Isle of Man 9- Jordan 10- Kazakhstan 11- Libyan Arab Republic 12- Lithuania 13- Luxembourg 14- Malaysia 15- Marshall Islands 16- Norway 17- Oman 18- Qatar 19- Serbia 20- St. Vincent and the Grenadines 21- United Kingdom

State

Ports

Ships

Exchange

Argentina Australia Brazil ROPM RO PME E ar area ea (B (Bah ahra rain in,, Ir Iran an,, Ir Iraq aq,, Ku Kuwa wait it,, Om Oman an,, Saudi Arabia, Qatar & United Arab Emirates) Canada Ch i l e Egypt Georgia Israel Lithuania

A ll A ll A ll Alll in ROP Al ROPME ME se sea a ar area ea

All All All3 Alll sh Al ship ipss en ente teri ring ng ROPME sea area All All All All All All

Yes Yes 2 Yess2 Ye Yes5

All

Yes21

Malaysia

A ll A ll Alexandria A ll A ll Klaipeda & Butinge Oil Terminal A ll

Yes2 Yes2 Yes Yes Yes 7 Yes8

New Zealand

A ll

All

Yes 2

Norway

A ll

All

Yes2

Panama Peru Russia Turkey Ukraine United States of America

Panama Canal11 A ll Novorossiysk A ll A ll A ll

All All All All All All 17

Yes12 Yes14 Yes Yes 15 Yess Ye

United Kingdom (Orkney Islands)

All ports in the Scapa Flow

All20

Table 2 National requirements for ballast water management

1 2

3 4 5

6

Type appr approve oved d treatm treatment ent syst system em in accordance with IMO guidelines Ballas Bal lastt water water excha exchange nge is is requir required ed to be performed in accordance with Regulation B-4 of the Convention, meeting the standard of Regulation D-1 of the Convention Exempt Exe mption ionss are are given given to Offsh Offshore ore Supply Vessels Approv App roved ed by the the Adm Admini inistr strati ation on Ballas Bal lastt Water Water Excha Exchange nge is is requir required ed to be performed in accordance with Regulation B-4 of the Convention; no standards are mentioned

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Trea reatme tment nt may may be accep accepted ted.. Owners Owners are advised to consult with the port authorities first 7 All ship shipss enter entering ing the the coast coast of of Israe Israell have to exchange the ballast water beyond any continental shelf or fresh water current effect 8 All shi ships ps comi coming ng to to the the Balti Balticc Sea Sea have to exchange ballast in the North Sea 9 Shi Ships ps are are requ require ired d to clea clean n the the balballast water either onboard or onshore 10 A ballast ballast declaration declaration must must be submitsubmitted before entering the port

11 No ballast ballast water water can be discharged discharged in the Panama Canal 12 All ballast ballast water water must be exchanged exchanged at least 12nm from the Peruvian coast. The requirement also applies to ballast water taken up in a Peruvian port. 13 In addition addition to the Ballas Ballastt Water Water Management Plan, a Ballast Water Notification must be submitted to the Maritime Authority 14 All ballast ballast must must be exchanged exchanged in the the Black Sea before arriving to Novorossiysk

IV – Questions about certification of vessels and national requirements

26. What if my ship is flying the flag of an Administration that has not authorised DNV to issue a Certificate of Compliance on its behalf? A: DNV can issue a Statement of Compliance instead. 27. Do any states require ships calling into their ports or ships flying their flags to meet one or both of the D-1 or D-2 standards? A: Many states have started requiring the ballast water of ships calling into their ports or sailing in waters under their jurisdiction to meet the D-1 or D-2 standard. Table 2 summarises the national requirements for ballast water management. DNV is not aware of any state yet requiring ships flying its flag to meet the D-1 and/or the D-2 standard.

28. What kind of certification/approval is required in order to use a treatment system? A: Regulation D-3 of the Convention requires ballast water management systems to be type approved by the Administration according to the G8 Guidelines: Guidelines for approval of ballast water management systems . Systems that use active substances must, prior to receiving type approval from the Administration, have Basic and Final Approval for the active substances in compliance with the G9 Guidelines: Procedure for approval of ballast water management systems that make use of active substances. Basic and Final Approval are granted by the MEPC based on recommendations by GESAMP-BWWG.

Treatment

Ballast Wa Water Management Plan

Ballast Water Record Book

Entry into force

Additional information

Yes1

Yes Recommended Yes4

Yes

1998 2001 2006 2009-11-01

See www.prefecturanaval.gov.ar See http://www.daff.gov.au/aqis See www.dpc.mar.mil.br For more information, re refer to document MEPC.59/INF.3. See http://www.tc.gc.ca/marinesafety/oep/

Yes

Yes

Yes Yes

2000 1995

Yes6 Advised

Advised

Yes21

Yes21

Yes21

2011-09-27

Yes

10

No

Yes

1998

Yes1

Yes4

Yes

2010-07-01

Yes13

Yes

9

1999 2006

Yes

18

Yes16 Yes19

15 All ships ships arriving arriving to a port port in Ukraine Ukraine must have exchanged the ballast water in the Black Sea 16 Ships must must apply for discharg discharging ing ballast water in the ports 17 All ships ships entering entering US EEZ (Exclus (Exclusive ive Economic Zone) except passenger ships equipped with ballast water treatment systems and crude oil tankers engaged in US coastwise trade

2004

See HELCOM (Helsinki Commission) recommendations See notice Nr.MSN 28/2011 See http://www.biosecurity.govt.nz/enter/ ships/ballast See http://www.regjeringen.no/en/dep/ md.html?id=668 See www.pancanal.com See www.dicapi.mil.pe See www.nmtp.info/en See www.kmu.gov.ua See http://www.uscg.mil/hq/cg5/cg522/ cg5224/bwm.asp http://www.orkneyharbours.com

18 Approved Approved ballast ballast water water treatment treatment methods. Contact the US Coast Guard to find out if the installed treatment system is approved or not 19 Balla Ballast st reports reports are require required d to be submitted to the US authorities 20 See www.orkneyharbours.com for more details on ship types and requirements for exchange and delivery to reception facilities

21 Through Through notice notice MSN 28/2011 28/2011,, Malaysia announces the entry into force of the full requirements of the BWM Convention for all ships with Malaysia flag and ships operating in Malaysia water as of 2011-09-27.

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V – Questions related to ballast water treatment systems

29. What are active substances? A: An active substance is a substance or organism, including a virus or a fungus, that has a general or specific action on or against harmful aquatic organisms and pathogens. 30. Is it safer or better to use a system that does not use active substances? A: It is not necessarily better or safer to use systems that do not use active substances. As long as the system has been given Basic and Final Approval and the Administration has assessed and requested mitigating measures for hazards, any system with type approval should be safe to use. 31. What type of treatment system does not use active substances? A: So far, the only systems that have received type approval without undergoing the G9 procedure are systems employing UV and filtration. 32. Will DNV accept a type approval certificate issued by another class society (IACS member or not) or an Administration? A: It is not within DNV’s scope to accept a type approval certificate issued by an Administration or by a class society on behalf of an Administration. This question must be clarified with the flag administration of the ship b efore the treatment system is installed on board. DNV Class may only provide advice and recommendations/evaluations concerning different treatment systems to Administrations when requested to do so by Administrations. 33. What do you mean by the performance of a treatment system? A: DNV will mainly make sure that the following are met in relation to the initial approval and survey of the installation of a treatment system: 



The capacity of at least one ballast pump does not exceed the maximum capacity of the treatment system (i.e. Treatment Rated Capacity, TRC). Bypasses, alarms and other operational criteria for the performance of the system in accordance with the granted type approval are met.

34. What do you mean by safe installation? A: Systems that are using or generating chemicals or gases which are toxic, explosive or flammable will be required by DNV to be installed in a manner which meets a minimum safety level. Such systems may be required to be installed in a separate compartment with strict requirements regarding sensors, alarms, ventilation, gas suits and masks and fire extinguishing arrangements. DNV Rules Pt.6 Ch.18 Sec.4 includes detailed requirements related to safety. Those requirements are identified by being in bold italic . 35. Aren’t the safety issues addressed during type approval? A: Probably yes, but this issue is dealt with by both the GESAMP-BWWG and the type-approving Administration. In order not to take any risks, DNV will require a minimum safety standard for all treatment systems.

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36. Which Administrations have authorized DNV to issue Type Approval Certificates for ballast water treatment systems and which will accept Type Approval Certificates issued by DNV? The following Administrations have authorized DNV to issue Typee Approval Certificates on their behalf: Typ

1- Bahamas 2- Norway 3- United Kingdom (G8 only) 4- Isle of Man 5- Bahrain 6- St. Vincent and the Grenadines 7-Denmark The following Administrations will accept Type Type Approval Certificates issued by DNV: 1- Australia 2- Germany 3- Hong Kong 4- Singapore 37. What is holding time? A: Most treatment systems using active substances will contain Total Residual Oxidants (TRO) that are added during the intake. The TRO work on the unwanted organisms to eliminate them. TRO are toxic and unwanted in sea water when above certain concentrations. This is why ballast water passing through a system using active substances cannot be discharged immediately immediately.. The GESAMP-BWWG has decided that the level of TRO at discharge must be below 0.2 mg/L (or ppm). TRO degrade over time at a rate that depends on the salinity of water, the amount of organisms in the water and the temperature of the water water.. The rate of degradation of the TRO is measured during land-based and shipboard tests for the type approval of a ballast water treatment system. Those measurements will indicate how long the TRO need to reach a level of below 0.2 mg/L naturally. Let us call the time it takes TRO to degrade from the dosing level (at ballast water intake) to the level of below 0.2 mg/L (t 1). (t 1) can be shortened by using neutralizers before the discharge. Neutralizers will more or less instantly decrease the level of TRO to below the 0.2 mg/L threshold. How this happens is that the TRO are measured in the ballast water to be discharged and, depending on the concentration, a neutralizer is introduced to decrease that concentration. Some types of neutralizers are not good for the environment above a certain concentration; the amount of neutralizers and the way to introduce them into the discharged ballast water are decided by the GESAMP-BWWG. DNV recommends a neutralization step from systems that have a holding time for TRO degradation (t 1) of longer than 12 hours. Let us call the other factor determining the holding time (t 2). (t 2) is directly related to the biological efficiency of the system. Systems using active substances will have the TRO working on eliminating the unwanted organisms while in the ballast tank. (t 2) is the minimum time needed for TRO to work on the unwanted organisms so that they reach a level which is lower than the D-2 standard. For a given treatment system, the holding time is the larger of (t 1) and (t 2).


38. Why is the holding time important when choosing a treatment system for my ship? A: A ship with a treatment system that has a long holding time will not be allowed to de-ballast until that time has elapsed; ships that are on short voyages or have to adjust their trim, etc, due to fuel consumption may have a problem with that. A holding time which is governed b y the TRO degradation can easily be overcome by proper neutralization. A holding time due to biological efficiency cannot be shortened. 39. What factors other than the holding time are important for the proper operation of a type-approved treatment system? A: This question should be addressed to the manufacturer of the treatment system. The temperature of the water will in most cases play an important role in the degradation of TRO. For treatment systems using UV UV,, the UV transmission (UVT) of the water, measured as a percentage, will play an essential role in the effectiveness of the system. During land-based and shipboard tests, most systems will have a certain UV-T at which they were tested. As long as the water the ship is sailing in has a UV-T which is greater than or equal to that test UV-T, the system should work normally. When the UV-T of the ballast water drops be low what is tested during the type approval, it is uncertain whether the system is treating the water to the D-2 standard or not. Such systems should then give a warning to the operator that the system is not treating the water according to the type approval. Another factor which is important for the efficiency of a treatment system is the salinity of the water water.. Systems using electrolysis to generate active substances need a certain con-

centration of salinity in the water in order to achieve the desired effect on the organisms. When the salinity of the water is very low, the system may not be treating the water to a satisfactory level. A salinity meter with alarms to alert the operator when the salinity drops below the required level should therefore be included in the treatment system. 40. Will DNV recommend a treatment system for my ship? A: DNV will not recommend a specific manufacturer. manufacturer. We will only require safety installations of the treatment system based on the type of technology used and on our Rules Pt.6 Ch.18. 41. Is a treatment system that is type approved by DNV also evaluated in relation to the safety requirements in Pt.6 Ch.18? A: Yes, treatment systems that are type approved by DNV will already be evaluated in relation to the safety requirements of Pt.6 Ch.18 and other DNV Rules for ships as applicable. 42. Will DNV take on consultancy work and recommend a suitable treatment system for my ship? A: Yes, DNV is able to perform a feasibility study on BWM treatment systems for specific ship designs. The treatment systems are evaluated based on objective criteria and each criteria is given a weight in a workshop with the ship owners.

Please contact your customer service manager who can assist you with ordering a feasibility study. 43. How many systems are Type Approved and which use active substances and which do not? A: Table 3, a and b summarises the type approval status of the different manufacturers.

TYPE APPROVAL WITH DNV

Manufacturer

BWT system

Technologies

Active substances

Stage of approval by DNV

Other approval

Alfa Laval

PureBallast 2.0/2.0 Ex

Advanced Oxidization + filtration

Yes

Type Approved

No

OceanSaver

OceanSaver

Cavitation + electrolysis + saturation + filtration

Yes

Type Approved

No

Optimarin

Optimarin Ballast System (OBS)

UV + filtration

No

Type Approved

No

Headway Marine Technology

OceanGuard BWMS

Electrocatalysis + filtration + ultrasound

Yes

Final Approval

CCS (China)

Wilhelmsen Marine Unitor BWMS Equipment

Cavitation + electrolysis + filtration + ozonation

Yes

Final Approval

South Africa

Auramarine

Crystal Ballast BWMS

UV + filtration

No

Ongoing

No

Knutsen OAS

KBAL

Pressure drop + UV

No

Ongoing

No

Trojan UV

Wartsila BWT

UV + filtration

No

Ongoing

No

MM C

MMC BWMS

UV + filtration

No

Ongoing

No

Sunrui Company

Balclor BWMS

Electrolysis + filtration

Yes

Ongoing

CCS (China)

Table 3 a: Overview of ballast water treatment systems (Updated 2011-05) (continued on page 10)

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TYPE APPROVAL WITH OTHER ADMINISTRA ADMINISTRATIONS TIONS

Manufacturer

BWT system

Technologies

Active substances

Stage of approval by DNV

Other approval

Techcross

Electro-Cleen

Electrolysis

Yes

Type Approved

South Korea

Hyde Marine

Hyde Guardian BWMS

UV + filtration

No

Type Approved

LR (UK)

NEI

Ventury Oxygen Stripping

Deoxygenation

No

Type Approved

Marshall Islands

NK Co., Ltd

NK-O3 Blue Ballast

Ozonation

Yes

Type Approved

South Korea

Panasia

Glo-En Patrol

UV + filtration

No

Type Approved

South Korea

JFE

JFE BWMS

Chemical injection + filtration

Yes

Type Approved

Japan

Hitachi

Hitachi BWMS

Filtration + coagulation + magnetic separation

Yes

Type Approved

Japan

RWO

CleanBallast

Filtration + electrolysis + electrochlorination

Yes

Final Approval

Germany

HHI

EcoBallast

UV + filtration

Yes

Final Approval

South Korea

Japanese Association of Marine Safety

SP Hybrid

Cavitation + ozonation

Yes

Final Approval

Japan

Ecochlor

Ecochlor BWMS

Chemcial injection (ClO2)

Yes

Final Approval

Germany

21st Century Shipbuilding

ARA BWMS

Filtration + high energy plasma + UV

Yes

Final Approval

South Korea

Severn Trent De Nora

BalPure

Filtration + electrolysis

Yes

Final Approval

Germany

Table 3 b: Overview of ballast water treatment systems (Updated 2011-05) 1 The list above includes only systems that are type approved, have received final approval from MEPC, are in the process of being approved by DNV or expressed their intent to do type approval with DNV.

44. What will DNV require from my type-approved treatment system? A: When the system is installed on a DNV-classed vessel, DNV will evaluate the installation from a safety point of view based on the Rules Pt.6 Ch.18. When requested to issue a Certificate or Statement of Compliance or an International Ballast Water Management Certificate on behalf of a flag administration, DNV will also require the installation work to be done in accordance with the Convention and its Guidelines, and the operational requirements and assumptions for the type approval to be met by the actual installation. Furthermore, DNV will undertake a commissioning survey as stipulated in Paragraph 8 of the G8 Guidelines. 45. Will the systems be typically installed in engine rooms? A: For most ship types, yes; for oil and chemical tankers the system must be installed in the hazardous area zone since ballast water is adjacent to cargo tanks. DNV will require that some systems, depending on the type and amount of chemicals or gases they use, are installed in separate compartments in the engine room or cargo pump room. This is to ensure the safe operation of the treatment systems.

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2 Systems using active substances must receive approval from IMO’s GESAMP-BWWG. The approval is given in two stages, the first stage is basic approval and the last stage is Final Approval. Before receiving Type Approval Certificate, Final Approval from MEPC must be given.

46. The treatment system I intend to buy requires inerting of the ballast tank – does DNV have special requirements regarding that? A: Yes. Some ballast water treatment systems combine their technology with inerting of the ballast tanks. Inerting of ballast tanks as part of normal operations represents an increased risk to personnel in connection with tank entry. The governing rule with respect to the ballast tanks’ piping system is that it must be possible to over-pump the ballast tanks within the structure’s pressure limits. Pressure drop calculations must be submitted for approval. The following alternatives are acceptable to DNV as a means to maintain the Inert Gas pressure in the ballast tank: 

Pressure relief loop with discharge directly overboard; or



Pressure-Vacuum Pressure-Vac uum valves with a means to release water water..

The discharge of ballast normally ensures that there are adequate oxygen levels in the ballast tanks, although there are frequent struggles to achieve adequate levels in the double bottom area (portable fans with plastic hoses leading to the double bottoms are normally required to be arranged prior to tank entry). The following must be considered when inerting ballast tanks:

VI – Questions related to the installation of ballast water treatment systems







Assessment of the capacity of the P/V-valve during discharging (vacuum) and ballasting (pressure relief with water). Arrangements for ventilating the double bottom part of ballast tanks must be provided. Inerted ballast tanks to have direct access to the open deck.



Air and Sounding pipes to be led to the open deck.



Warning signs to be posted at the ballast tank manholes.





Safety procedures for entry to the ballast tanks are to be included in the ship’s safety manual. The risk of leakage from an inerted tank to a non-inerted tank must be considered and identified with relevant procedures in the ship’s safety manuals.

47. What capacity will DNV require of a treatment system compared to the ballast pump capacity? A: The ballast pump capacity (1 pump) of a ship cannot exceed the capacity (T (Treatment reatment Rated Capacity, TRC) of the treatment system, as given in the Type Approval Certificate for the treatment system. If two pumps (when the capacity of both pumps exceeds the TRC of the installed treatment system) are connected to the treatment system, instructions must be included in the Ballast Water Management Plan stating that only one pump can be run at a time. A possible solution when the ballast pump capacity exceeds the TRC of the treatment system is to install an orifice in the inlet pipe of the treatment system to limit the flow. 48. The manufacturer of the treatment system I intend to buy needs to install a new booster pump to increase the system’s pressure – what do I need to take into consideration when installing such a pump? A: Some ballast water treatment systems will need new or additional ballast pumps. Ballast pumps with increased head may cause some challenges to be considered: 



The suitability of existing flanges to tackle the higher pressure in the system; and New pressure drop calculations for the air pipes of the ballast tanks in case the flow rate increases.

49. Is it allowed to bypass the treatment system in cases of emergency or of internal transfer of the ballast water? A: The guidelines for type approval of ballast water treatment systems require, in the event of an emergency, suitable bypasses or overrides of the treatment system to be arranged to protect the safety of the ship and personnel. Such bypasses should activate an alarm, and the bypass event should be recorded by the treatment system’s Control Equipment. The alarms are audible and visual signals in all stations from which ballast water operations are controlled. Any additional possibility to bypass the treatment unit in a ballast system must in general be avoided or logged automatically in the treatment system’s control unit. This is in general applicable in cases of heeling operations or other internal movement of ballast water in the ship. These operations must be identified by the treatment system’s control unit to avoid triggering the bypass alarm.

Accidental filling and discharging of the ballast water by gravity must be avoided by installing non-return valves on the ballast piping between the overboard discharge outlet and the ballast tanks. For systems that only treat the ballast water during intake, there are no restrictions on the discharge of water by gravity. 50. What documentation is required to be submitted when a treatment system is intended to be retro-fitted onboard a ship: Piping system 1 – P&ID of the ballast system including any connections to it from other systems (bilge, fire etc.) if pumps to those systems can be used for ballast. 2 – Arrangement Arrangement of all units and auxiliary auxiliary systems systems with hazardous potentials or with critical importance for the functioning of the treatment system. Electrical system 3 – Drawings Drawings of the MSB MSB modificatio modification n 4 – Updated Updated electric electric load load balance balance 5 – Updated electrica electricall power single line diagram diagram 6 – Selectivity evaluation of the largest new breakers introintroduced into the main switchboard vs. the generator breakers. 7 – It should should be evaluated evaluated whether whether new short short circuit circuit calcula calcula-tions are found necessary; if this is found relevant these should be evaluated by the designers and a conclusion with regard to: breakers currently installed installed in the switchboard switchboard and new breakers introduced (making/breaking capacities). The necessity of this document depends on the current installation, the difference between the short circuit level and the breakers making/breaking capacities on existing installation and the newly introduced equipment (loads supplied supplied via variable frequency drives will for instance not affect the short circuit currents – hence it will not give an increase which in turns will not r equire a new calculation to be performed, on the other hand directly supplied motors will effect, whether or not the contribution is relevant may be considered based on the existing installation and how it is dimensioned.) This evaluation should be received and taken into consideration together with the other relevant electrical documentation. Control system 8 – System System block diagr diagram am 9 – Power Power supply supply arrange arrangement ment 10 – List of controlled and monitored points 11 – Description of interface towards the ship’s existing systems Structure and Stability 12 – Depending on the ratio of the added weight to the ship’s light weight, new stability calculations may b e required. Please inform of the total weight added. 13 – Any reinforcements needed due to the added elements may be required to be approved. Please inform whether new strengthening structure is added or not.

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VII – Questions related to the installation onboard tankers

51. What about the aft peak tank on a tanker, should a separate treatment system be installed for it? A: In DNV’s opinion, a connection between the aft peak tank and the ballast system in the cargo area is possible. Connections between the aft peak tank ballast piping and the ballast system in the cargo area, pump-room or cargo pump-room are acceptable provided the following are observed: 



Water from compartments adjacent to cargo tanks for liquids with a flash point not exceeding 60°C is not allowed to be pumped to the engine room, aft peak tank or other gas safe area unless as accepted specifically by other regulations. Arrangements for pumping water from the aft peak tank to the cargo area, pump-room or cargo pump-room are acceptable provided the following are met: – Two non-return valves valves mounted in series or an equivalent arrangement are installed; and – All connections between the aft peak tank and the cargo area, pump-room or cargo pump-room must be led above deck with penetrations to the pump-room and aft peak tank from the main deck level. Penetrations of the engine room/pump-room bulkhead are not acceptable.

Figure 1 is an illustration of the above understanding. 52. Will any treatment system be adequate for installation on board a tanker if the requirements in question 51 are to be met? A: Ballast water to the aft peak tank must be pumped from a non-hazardous zone (usually the engine room); discharge from the aft peak tank can be led to the cargo area (for example pump room) where it must be treated before being discharged overboard. This means in practice that the treatment system must be able to treat the water to the D-2 standard during one run only, and the water must have a low enough TRO level (i.e. less than 0.2 mg/L) before being discharged overboard. 53. What are the alternatives to the solution proposed in question 51? There are three alternatives: 



12

Install a separate treatment system in the engine room dedicated to the aft peak tank. The water from the aft peak tank can be pumped through the treatment system in the cargo area, following the principles laid out in question 26 above, to an empty tank in

the cargo area; this water can then be pumped overboard like any other ballast water. 

Use fresh water or potable water for the aft peak tank and obtain equivalent compliance with the Convention according to Regulation A-5 following the G3 Guidelines: Guidelines for ballast water management equivalent compliance.

54. What are hazardous areas on tankers and how do they affect the installation of ballast water treatment systems? A: Due to the fact that they carry liquids with a flash point below 60°C, tankers have areas that are defined as hazardous areas. In those areas, electrical equipment or mechanical equipment with moving parts that can cause static electricity are not allowed to be installed. The definition of hazardous areas varies depending on the ship’s date of construction. The hazardous area on tankers that are constructed prior to 1 January 2007 are defined as either gas dangerous or gas safe areas. For those ships, only intrinsically safe electrical equipment is allowed in the gas dangerous areas, apart from exceptions for luminaries etc, in the pump room. Tankers that are constructed after 1 January 2007 comply with a newer standard (IEC 60092-502) and their areas are defined as zone 0, zone 1, zone 2 or a safe area. For those ships, electrical equipment can be installed in areas for which it is certified safe. 55. OK, so I am buying a system that is certified for zone 1. Can I just install it on my tanker in a hazardous area? A: Not completely. Depending on the liquid cargo your ship is certified to carry, certain standards must be met before the electrical equipment can be installed. Ships are measured against two standards: for the apparatus group and the temperature. The apparatus group standard is given as IIA, IIB or IIC. The temperature group standard is given as T1, T2… T6. However, T3 is the minimum standard required for oil tankers. For an easy explanation of what these standards refer to, consult the IBC Code Item 21.4.9. The minimum SOLAS requirements for oil tankers are IIA, T3. For chemical tankers, those standards may be as high as IIC and T6. IIC is typical for stainless steel chemical tankers intended for the carriage of acids (refer to IBC Code Item 11.5).

Figure 1 Acceptable connection between the Aft Peak Tank and the cargo area on oil and chemical tankers

VII – Questions related to the installation onboard tankers

56. So, we have the standards and the zones, is that enough to make a decision on whether or not a system can be installed on board a tanker? A: No. Last but not least, depending on the location of the electrical equipment, the equipment should be certified as being explosion-proof in accordance with the EXia, Ex… standard as required for the different hazardous zones. For an easy explanation of those standards, refer to DNV Rules Pt.4 Ch.8.

3 – A single line diagram showing intrinsically safe circuits and data to verify the compatibility between the barrier and the field component (applies to new equipment only).

57. The explosion-proof standards are applicable when the treatment system is installed in the cargo area. What if I just install it in the engine room? A: The engine room is a gas safe area. The transfer of ballast water from ballast tanks adjacent to cargo tanks carrying liq uid chemicals or oils with a flash point not exceeding 60°C is not allowed due to the dangers of gas transfer.

61. Do you foresee any issues due to the change in the hazardous area regime from pre-2007 to post-2007? The only ships that may encounter a problem are oil and chemical tankers with transverse deck girders above deck, where openings to the accommodation in the aft of the ship and equipment for and openings to gas safe spaces at the fore of the ship will fall under zone 2 (the extra 1.5m required in addition to the 3m of zone 1). Most oil tankers have the transverse deck girders below deck and do not have this problem. Most chemical tankers with transverse deck girders below deck have a raised forecastle and openings to accommodation far from the cargo area; they do not have a problem. Ships for which the change-over procedure will be problematic will be handled on a case-by-case basis by DNV.

58. So the only way for my ship to have a treatment system is to have it installed in the cargo pump room or a similar space? A: No. Usually, tankers have their ballast pump rooms within the cargo area. Another way of avoiding EX-proof equipment for tankers is to use treatment systems that only need to treat the intake and not the discharge. In that way, a system installed in the engine room would be able to pump ballast water from a sea chest in the engine room through the treatment system, up to the open deck and down to the ballast tanks. Since the water is then clean, it could easily be discharged through the cargo pump room using the normal ballast system. The IBC Code Item 3.5.1 already allows for such arrangements.

4 – A list of explosion-protected equipment with reference to drawings. See also Pt.4 Ch.8 Sec.11, Table Table B1 (applies to new equipment only). 5 – A maintenance manual as specified in Sec.8 E101 for electrical installations in hazardous areas must be submitted for approval (applies to old and new equipment).

62. What are the zone classifications of cargo pump rooms, ballast pump rooms, ballast tanks, cargo tanks and closed hazardous spaces on deck? A: The hazardous classification on board tankers carr ying liquid products with a flash point not exceeding 60°C is as follows:

1 – Cargo pump room: Zone 1.

59. So if I have a ship constructed prior to 1 January 2007, I can only install the system in the engine room as described above? A: No. The other possibility is to change the hazardous area classification regime from pre-2007 to post-2007.

2 – Ballast pump room: Zone 2 when not adjacent to a cargo tank.

60. What are the requirements for changing the hazardous area regime from pre-2007 to post-2007? A: The following must be submitted for approval:

5 – Closed hazardous space on deck: Zone 1 if openings or doors into zone 1. Zone 2 if built in a safe zone with ballast water flowing through it.

1 – Area classification drawings for the complete ship. 2 – Drawings showing the location of all the electrical equipment in hazardous areas (applies to old and new equipment).

3 – Spaces above, below or adjacent to a cargo tank without cofferdam separation: Zone 1. 4 – Cargo tank: Zone 0.

Figure 2 illustrates the classification of hazardous areas on an oil or chemical tanker. tanker.

Zone 0 Zone 1 Zone 2

Figure 2 Hazardous area classification on an oil or chemical tanker

1. Zone 1 on an open deck is only applicable when the girders are on open deck. When the girders are inside the cargo tank, then the open deck is zone 2 and the 1.5m zone around zone 1 in the drawing is no longer applicable. 2. The BWM room is zone 2 if the ventilation and openings are in the safe area; otherwise, it will have the same zone classification as the area it has an opening to. 3. A BWM room without a cofferdam cofferdam separating it from the deck of the cargo tanks is classified as being in zone 1.

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VIII – Questions related to the US standards

63. Does DNV certify treatment systems that comply with the different requirements of US states and/or the US Coast Guard? A: No. DNV only undertakes the type approval of treatment systems according to the IMO regulations. DNV will only undertake type approval of treatment systems according to the US Coast Guard standards once those standards are published. In principle, DNV will not engage in the certification of treatment systems or ship’s ballast water management systems for compliance with individual US states’ requirements.

65. What are the proposed US Coast Guard standards and how do they compare to those of the IMO? A: Table 4 summarises the proposed US Coast Guard requirements compared to those of the IMO:

64. Will a system type approved for the IMO standard be accepted in US waters? A: The US Coast Guard has not yet finished preparing its treatment system certification requirements or the procedures for the acceptance of type approval certificates issued by other Administrations. Until it is clear what the US Coast Guard will require of ships calling into US waters, DNV recommends that all ships planning to sail into US waters have a ballast water management plan compatible with the D-1 standard and undergo ballast water exchange as required by the D-1 standard and US Regulations.

67. Will a system type approved by an Administration or DNV be acceptable for use in US waters? No, systems type approved to the IMO D-2 standard (following the G8 Guidelines) are not acceptable as replacements for the US Coast Guard exchange requirements until the proposed US Coast Guard requirements are finally approved. Treatment systems that are type approved by DNV are not evaluated against the proposed US Coast Guard standards or any other US state’s standards.

Standard

Phase 1 /USCG) / IMO

Phase 1 /USCG) / IMO

Standard

Phase 1 (USCG) / IMO

Phase 2 (USCG)

Organisms >50 microns

<10 organisms per m

<1 organism per 100 m 3

Organisms >10 microns <=50 microns

<10 organisms per mL

<1 organism per 100 mL

Vibrio cholerae

<1 cfu per 100 mL

<1 cfu per 100 mL

Escherichia coli

<250 cfu per 100 mL

<126 cfu per 100 mL

Intestinal enterococci

<100 cfu per 100 mL

<33 cfu per 100 mL

Organisms <10 microns

Table 4 US Coast Guard proposed requirements vs. IMO D-2 Standard

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66. What are the proposed US deadlines for the installation of treatment systems and how do they compare to those of the IMO? A: Table 5 summarises the proposed US Coast Guard dates for the installation of treatment systems compared to those of the IMO:

3

<103 living bacterial cells per 100 mL; and <104 viruses per 100 mL

IX – Questions related to specific ship types

68. I have a pleasure craft used solely for recreation or competition or a craft used primarily for search and rescue, less than 50m in length overall and with maximum ballast water capacity of 8m3. Will my ship be required to comply with the Convention? A: Yes, Regulation A-5 of the Convention allows equivalent compliance with the requirements of the Convention, but no exceptions. Equivalent compliance must be determined by the Administration taking into account the G3 Guidelines: Guidelines for ballast water management equivalent compliance. 69. I have a ship with a potable/fresh water generator and I would like to use this water as ballast on my ship, will my ship then be in compliance with the Convention? A: Strictly speaking, no. Regulation D-3 of the Convention requires ballast water management systems to be type ap proved according to the G8 or G9 Guidelines, as applicable. So the potable/fresh water system or any other system treating water must undergo the type approval process.

Ballast Water Capacity

< 1500 m³

1500 – 5000 m³

> 5000 m³

Date of construction of ship

However, Regulation B-3 Item 7 states that other methods However, of ballast water management may also be accepted as alternatives provided such methods ensure at least the same level of protection to the environment, human health, property or resources and are approved in principle by the Committee. So in order to use the potable/fresh water system as an alternative to a standard treatment system, compliance with the requirements of Regulation B-3 Item 7 is needed. DNV is able to work with manufacturers of such systems to establish compliance with Regulation B-3 Item 7 for such systems. 70. I have a fishing vessel with a Refrigerated Sea Water (RSW) tank. Is the water in the RSW tank subject to treatment? A: In DNV’s opinion, ballast water as defined in the Con ven ven-tion Article A-1.2 does not include RSW and as such the Convention is not applicable to RSW.

4, 5

Before 2009

2009





• Phase 1 at first first dry docking after January 1st 2016

• Phase 1 at at first first dry docking after January 1st 2016

• Ba B allast water exchange or treatment until 20142





• Phase 1 at at first first dry docking after January 1st 2014

2009 – 2011

2010 or later

2012 or later

• Balla Ballast st water water treatment only

• Phase 1 at delivery

• Phase 1 at at first dry docking after January 1st 2016

• Balla Ballast st water water treatment only

• Phase 1 at delivery





• Balla Ballast st water water treatment only after 20161



Table 5 US Coast Guard proposed installation deadlines vs. IMO deadlines

• Balla Ballast st water water treatment only • Phase 1 at delivery

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DNV (Det Norske Veritas) NO-1322 Høvik, Norway Tel: +47 67 57 99 00 Fax: +47 67 57 99 11 www.dnv.com

9 6 0 5 0 1 1 s e c i v r e S c i h p a r G / s a t n e m e g a n a M e c i v r e S r o o C

Contacts in DNV Section for Cargo Handling and Piping Systems, NACNO385 [email protected]

1 1 0 2 5 0 / 0 0 3 S A s a t i r e V e k s r o N t e D ©

Ballast Water Management Convention - Status May 2011_tcm4-479867

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