Annex 2 PDF

Document may not be
Annex 2 disclosed to any third

party without the prior
approval of the
management.
13.02 Annex 2
Changes included up to:
Annex 2 21/06/2018
Biofouling Management Plan - Rev 3 - Annex 1 / 21/06/2018

2
Biofouling Management Plan - Annex 2a - New 1 / 21/06/2018
Zealand - General Information
Zealand - Craft Risk Management Standard -
Rev May 2014
Zealand - Guidance Document Craft Risk
Management Standard - Rev Apr 2018
Zealand - Craft Risk Management Standard
FAQs - Rev Feb 2018
Zealand - Guidelines for assessing the
biosecurity risk - Rev Mar 2018
Zealand - Guidelines for diving service
providers - Rev Mar 2018
Biofouling Management Plan - Annex 2b - 1 / 21/06/2018
Federal USA - General Information
Biofouling Management Plan - Annex 2c - 1 / 21/06/2018
California - General Information
California - Guidance Letter - Rev
22.Sep.17
California - Annual Vessel Reporting Form -
Rev Aug 2017
Biofouling Management Plan
IMO 9 xxx xxx
Annex 2
Annex 2 / Special National Requirements
a. New Zealand
b. USA - Federal
c. USA – California
Rev. 3 Page 1 of 5 Released by: DPA

IMO 9 xxx xxx
Annex 2
NEW ZEALAND
As from 15.May 2018, all vessels arriving in New Zealand will need to have a clean
hull.
What is a clean hull?

A clean hull has no more than a slime layer coating of marine growth on the hull and
submerged niche areas – for example, sea chests, bow thrusters, seawater systems
and propeller shafts. However, the clean hull threshold (the allowed amount of
biofouling) is based on a vessel’s itinerary and the types of marine species present.
Allowable amounts of biofouling are set out in the “Craft risk management standards
(CRMS)” for bio-fouling on vessels arriving to New Zealand. Descriptions and images
of allowable amounts of biofouling, and biofouling management options are in the
guidance document for the CRMS, see following documents.
How to comply with the new requirements?

You’ll be able to meet the new clean hull requirements by doing one of the following
(and having documentation to prove it):
- Cleaning the vessel’s hull less than 30 days before arrival in New Zealand or
within 24 hours of arrival (you must have proof of a cleaning facility being
booked within 24 hours of arrival)
- Doing continual maintenance (involves ongoing management of biofouling,
including applying an antifouling coating, on the hull and nice areas)
- Applying MPI (Ministry of Primary Industries) approved treatments / approved
biosecurity treatments to the hull (currently, MPI has not approved any
biosecurity treatments, but some treatments will be approved before the new
biofouling rules start in May 2018)

IMO 9 xxx xxx
Annex 2
What to do? / What to provide? / What to arrange?

Keep the already on board existing Biofouling Management Plan and the attached
Biofouling Record Book very well up-to-date and in good order and condition.
Keep the hull and all niche areas free of any kind of marine growths and in case
needed clean and / or maintain the hull as required by the New Zealand Government.
Provide the last hull cleaning certificate and class related survey report ready for
inspection on request of port authorities.
Arrange and / or request hull cleaning and / or hull maintenance in case that you
receive the information that you have to sail to New Zealand via the nautical and / or
technical superintendent soonest.
All items above have to be done before arrival first port in New Zealand as following:
- Northland
- Auckland
- Tauranga
- Waikato (Taharoa)
- Gisborne
- Napier
- New Plymouth
- Wellington
- Picton
- Nelson
- Christchurch (Lyttelton)
- Timaru
- Dunedin (Port Chalmers)
- Invercargill (Bluff and Tiwai Point)

IMO 9 xxx xxx
Annex 2
Before arrival to any other port special requirements have to be observed and
followed.
Company
The company has to inform the relevant charterer about the new regulations once the
company received the information that the vessel has to sail to New Zealand.
The company has to request hull cleaning from the charterer less than 30 days
before arrival first port in New Zealand, on charterer’s time and account.
The company has to request a detailed hull report from the vessel with photos
showing the actual status of the hull and the anti-fouling paint including the status of
biofouling.

IMO 9 xxx xxx
Annex 2
California / USA
New Requirements as from 01.Jan.2018

The following regulations apply to newly constructed vessels delivered into service on
or after January 1, 2018 and to existing vessels after completion of the first regularly
scheduled out-of-water maintenance (drydocking) on or after January 1, 2018.
Vessels are required to:
- Develop and maintain a Biofouling Management Plan. The plan should be
consistent with IMO standards. The plan should contain information on the
vessel’s anti-fouling coatings including dry dock schedule, vessel operating
speeds, intended operations, anti-fouling coating dry thickness, and effective
lifespan
- Develop and maintain a Biofouling Record Book
- Conduct mandatory biofouling management of the vessel’s wetted surfaces
- Conduct mandatory biofouling management for vessels that undergo an
extended residency period (i.e., remain in the same location for 45 or more
days)
Because these regulations apply to newly delivered vessels and existing vessels that
complete a scheduled out of water dry dock. The California State Lands Commission
also allows for a 60 day extension for vessels that arrive in California without a proper
Biofouling Management Plan or Biofouling Record Book.

New Zealand's – New Biofouling Requirements
All vessels arriving in New Zealand must provide evidence of biofouling management
before they arrive as requested by MPI (Ministry for Primary Industries).
Two vessel categories under the CRMS
Vessels are sorted into two different categories based on their intended stay in New
Zealand.
Short-stay vessels – those staying in New Zealand for less than 21 days and only
visiting approved ports of first arrival.
Long-stay vessels – those staying 21 days or longer or visiting areas not approved as
ports of first arrival.
Approved ports of first arrival are from North to South:
- Northland
- Auckland
- Tauranga
- Waikato (Taharoa)
- Gisborne
- Napier
- New Plymouth
- Wellington
- Picton
- Nelson
- Christchurch (Lyttelton)
- Timaru
- Dunedin (Port Chalmers)
- Invercargill (Bluff and Tiwai Point)
Most short-stay vessels are commercial vessels which generally move at medium to
high speed and aren’t like to be stationary for long periods of time, including:
- commercial cargo vessels

- trading ships
- container ships
- bulkers
- cruise vessels
How to comply with new requirements
You'll be able to meet the biofouling requirements by doing one of the following (and
having documentation to prove it):
- Doing continual hull maintenance using best practices (recommended for

short-stay vessels)
- Cleaning the vessel hull less than 30 days before arrival in New Zealand
(recommended for long-stay vessels)
- Booking an appointment for the vessel to be hauled out and cleaned by an
MPI-approved treatment supplier within 24 hours of arrival (recommended for
vessels coming to New Zealand for refit or repair)
If your vessel can't meet the standard using one of the above measures, you may
develop a Craft Risk Management Plan that details alternate but equivalent
measures to manage biofouling.
Providing evidence of compliance
Before you arrive, MPI will ask to see evidence that you've followed one of the above
measures. Evidence must be verifiable and may include:
- Biofouling Management Plan and record book

- dates and reports of dry docking
- current antifouling certificates
- vessel operational history
- evidence of independent inspections and ongoing maintenance (such as
cleaning or treatment) by suitably qualified people
If you plan to submit a dive inspection report as evidence of hull maintenance, check
MPI's guidelines for diving service providers. These outline what should be in a hull
inspection report and allowed biofouling (for short-stay vessels), Annex 2e.
Continual maintenance
Continual maintenance involves ongoing management of biofouling, including:
- developing and maintaining a Biofouling Management Plan specific to the

vessel
- keeping records of biofouling management in a biofouling record book
- coating the hull and niche areas with antifouling paint appropriate to the
operating profile of the vessel
- regularly inspecting and cleaning the hull and niche areas
- having contingency plans in place to minimise fouling if the vessel falls out of
its operational profile
Best practices are outlined in the International Maritime Organization's (IMO)

Guidelines for the control and management of ships' biofouling to minimize the
transfer of invasive aquatic species.
If you are unsure if your vessel has been managed using best practice, MPI has
guidance to help you check your vessel's risk level.
Self-assess your vessel’s risk profile, see Annex 2d.
Cleaning prior to arrival
Cleaning the vessel's entire hull, including all niche areas, fewer than 30 days prior to
arrival in New Zealand is the recommended option for long-stay vessels.
To comply, you must provide evidence that all hull and niche areas have been
cleaned of all fouling in excess of goose barnacles and a slime layer. Acceptable
evidence:
- may include hull cleaning or dry docking reports

- should include photographs or video of all hull and niche areas after cleaning.
Cleaning with an MPI-approved treatment supplier
If you know your vessel is fouled and you want to have it hauled out or re-fitted in
New Zealand, before you arrive you must:
- book an appointment for haul out with an MPI-approved treatment supplier
(the booking time must be within 24 hours of arrival)
- give MPI evidence of your booking with the provider
Craft Risk Management Plans
If your vessel can't meet the CRMS requirements using one of the 3 options, you
may develop a Craft Risk Management Plan that outlines alternate but equivalent
ways of managing biofouling. Craft Risk Management Plans must:
- be approved by MPI
- includes steps to reduce risk to the equivalent level of arriving with a clean hull
Non-compliant vessels
If you are unable to provide verifiable evidence that you've used one of the
compliance options above, MPI may:
- require a hull inspection upon arrival to New Zealand

- restrict entry of your vessel to New Zealand
- restrict your New Zealand itinerary
- to clean your vessel offshore or within 24 hours by an approved provider in
New Zealand.
These measures will be at the expense of the vessel owner or operator.-

Craft Risk Management Standard
Biofouling on Vessels
Arriving to New Zealand
CRMS - BIOFOUL
15 May 2014
A craft risk management standard issued under the Biosecurity Act 1993
Craft Risk Management Standard: Biofouling on Vessels Arriving to New Zealand
. 15 May 2014
TITLE
COMMENCEMENT
This Craft Risk Management Standard comes into force on the 15th of May 2018
ISSUING AUTHORITY
This Craft Risk Management Standard is issued
Dated at Wellington this day of 2014
Peter Thomson
Director, Plants, Food & Environment
Ministry for Primary Industries
(acting under delegated authority of the Director General)
A copy of the instrument of delegation may be inspected at the Director General’s office.
Contact for further information

Ministry for Primary Industries (MPI)
Standards Branch
Plants, Food and Environment Directorate
PO Box 2526,
Wellington 6140
Email: standards@mpi.govt.nz
Ministry for Primary Industries Page 1 of 8

. 15 May 2014
Contents Page
Introduction 3
Part 1: Preliminary Provisions 4

1.1 Application 4
1.2 The outcome this standard is seeking to achieve 4
1.3 Incorporation of material by reference 4
Part 2: Requirements 5
2.1 ‘Clean Hull’ requirement 5
2.2 ‘Clean Hull’ thresholds 5
2.3 Acceptable measures for meeting the standard 6
2.4 Information requirements 7
Appendix 1: Definitions 8

. 15 May 2014
Introduction
This introduction is not part of the Craft Risk Management Standard, but is intended to indicate its general
effect.
Purpose
(1) This Craft Risk Management Standard (CRMS) specifies the requirements for management of
biofouling risk associated with vessels (sea craft) that are entering New Zealand territorial waters.
Background
(2) Vessel biofouling is a major pathway for the introduction of non-indigenous marine organisms into New
Zealand’s territorial waters, some of which may be harmful to New Zealand’s resources, economy,
environment, and/or people’s health and well being. This CRMS manages the risk of introduction into
New Zealand’s territorial waters of harmful organisms associated with arriving vessels.
Who should read this Craft Risk Management Standard?

(3) Operators and persons in charge of either vessels based in New Zealand, voyaging in and out of the
country, or vessels originating from outside and arriving into New Zealand territory as occasional or
regular visitors.
Why is this important?

(4) An operator or the person in charge of a vessel, must take all reasonable steps to comply with this
standard. Any vessel that does not meet the requirements of this standard is likely be directed under
section 32 or 33 of the Biosecurity Act 1993 (the Act) to take action to mitigate the risk and, if mitigation
measures cannot be taken, is likely to be directed to leave New Zealand.
(5) Deliberate non-compliance with the requirements of this standard or negligence leading to non-
compliance will lead to increased intervention regimes (e.g. inspections or audits).
Other information
(6) A four year lead-in period from the date of issue to commencement of enforcement of this standard is
included to allow shipping, and other vessel operators, time to make any adjustments needed to their
hull maintenance regimes. Voluntary compliance is encouraged during the lead-in period.
(7) A guidance document giving information needed for complying with this standard will be available on
the MPI website.
(8) A vessel operator may submit, for MPI approval, a Craft Risk Management Plan under section 24K of
the Act as an alternative to meeting the requirements of the CRMS. Under the Act, such a plan must
contain requirements that are equivalent to but different from those specified in the CRMS.

. 15 May 2014
Part 1: Preliminary Provisions
1.1 Application
(1) This standard applies to the operator or person in charge1 of any vessel that will anchor, berth or be
brought ashore in New Zealand after a voyage originating outside New Zealand’s territorial waters2. It
does not apply where a vessel has not entered the territorial waters of another country ever or since it
was last verified as compliant3.
(2) This standard applies to the risk of the introduction into New Zealand of harmful organisms carried as
biofouling on the submerged or periodically submerged parts of the hull4.
1.2 The outcome this standard is seeking to achieve

(1) The outcome of this standard is to minimise the entry into New Zealand of those harmful organisms
that constitute vessel biofouling5 or are harboured in the biofouling6.
1.3 Incorporation of material by reference

(1) The following documents are incorporated by reference:
i) IMO guidelines, the 2011 Guidelines for the Control and Management of Ships' Biofouling
to Minimize the Transfer of Invasive Aquatic Species (Resolution MEPC.207(62)), adopted
on 15 July 2011, or updates of these guidelines.
ii) Approved Biosecurity Treatments MPI-STD-ABTRT, the current version at time of
reference
(2) Under section 142O(3) of the Biosecurity Act, it is declared that section 142O(1) does not apply. That
is, a notice under section 142O(2) of the Act is not required to be published before material, that
amends or replaces any material incorporated by reference, has legal effect as part of the documents
in (1) above.
1 Any specific component of meeting the Requirements is expected to be carried out by an operator or person in charge of the vessel
– in particular, whoever has this type of activity as part of their normal duties or responsibilities in respect to the vessel
2 See definition in Definitions (Appendix 1)
3 Means verified by an MPI-approved provider following inspection of the hull
4 See definition of ‘hull’ in Definitions (Appendix 1)
5 Such as algae, barnacles, mussels and oysters
6 Such as free living worms, sea-stars, fish or shrimps

. 15 May 2014
Part 2: Requirements
2.1 ‘Clean Hull’ requirement

(1) A vessel must arrive in New Zealand 7 with a ‘clean hull’.
(2) A hull is considered to be a ‘clean hull’ when no biofouling of live organisms is present other than that
within the thresholds below.
2.2 ‘Clean Hull’ thresholds

(1) The following criteria are used in assessing whether a vessel has a ‘clean hull’ according to vessel
category. There are two different vessel categories and applicable biofouling thresholds. These are for
1) long-stay vessels and 2) short-stay vessels and are explained below. The vessel category applies
from time of arriving to New Zealand to time of departing New Zealand territory. The thresholds of
allowable biofouling for each category are given in Tables 1 and 2.
(2) The meaning of 'hull' (including various parts mentioned in Table 1 and 2) is given in Definitions
(Appendix 1).
a) ‘Long-stay vessels’ means those vessels intending to remain in New Zealand for 21 days or
longer, or those vessels intending to visit areas other than those designated under section 37 of
the Biosecurity Act 1993 (the Act) as ‘Places of First Arrival’.
Table 1: Biofouling Threshold for Long-Stay Vessels
Hull part Allowable biofouling

All hull surfaces Slime layer;
Goose barnacles
b) ‘Short-stay vessels’ means those vessels intending to remain in New Zealand for 20 days or
less and to only visit places designated under section 37 of the Act as ‘Places of First Arrival’.
These vessels generally remain under ‘biosecurity surveillance’ while in New Zealand territory
rather than becoming fully cleared of risk goods.
Table 2: Biofouling Threshold for Short-Stay Vessels
Hull part Allowable biofouling

All hull surfaces Slime layer;
Goose barnacles.
Wind and water line Green algae growth of unrestricted cover and no more than 50 mm in
frond, filament or beard length;
Brown and red algal growth of no more than 4 mm in length;
Incidental (maximum of 1%) coverage of one organism type of either
tubeworms, bryozoans or barnacles, occurring as:
 isolated individuals or small clusters; and
 a single species, or what appears to be the same species.
7Arrive in New Zealand, in relation to a vessel, means to anchor, berth , or come ashore in NZ territory after a voyage originating
outside NZ territory

. 15 May 2014
Hull area Algal growth occurring as:

 no more than 4 mm in length; and
 continuous strips and/or patches of no more than 50 mm in width.
Incidental (maximum of 1%) coverage of one organism type of either
 isolated individuals or small clusters that have no algal
overgrowth; and
Niche areas Algal growth occurring as:
 no more than 4 mm in length; and
 continuous strips and/or patches of no more than 50 mm in width.
Scattered (maximum of 5%) coverage of one organism type of either
 widely spaced individuals and/or infrequent, patchy clusters that
have no algal overgrowth; and
 a single species, or what appears to be the same species; and
Incidental (maximum of 1%) coverage of a second organism type of
either tubeworms, bryozoans or barnacles, occurring as:
 isolated individuals or small clusters that have no algal
overgrowth; and
Guidance
Refer to the guidance document for illustrations and photo examples of the biofouling allowances.
2.3 Acceptable measures for meeting the standard

(1) One of the following measures must be applied to meet the ‘Clean Hull’ requirement:
a) Cleaning before visit to New Zealand, (or immediately on arrival in a facility or by a system,
approved8 by MPI). All biofouling must be removed from all parts of the hull and this must be
carried out less than 30 days before arrival to New Zealand or within 24 hours after time of arrival
b) Continual Maintenance using best practice including: application of appropriate antifoul coatings;
operation of marine growth prevention systems on sea-chests; and in-water inspections with
biofouling removal as required. Following the IMO Biofouling Guidelines 9 is recognised as an
example of best practice
c) Application of Approved Treatments10. Treatments are approved and listed under the Approved
Biosecurity Treatments MPI-STD- ABTRT.
Guidance
As an alternative to the Acceptable Measures above, a vessel operator may submit, for MPI approval,
a Craft Risk Management Plan under section 24K of the Act (which includes steps that will be taken to
reduce risk to the equivalent degree as meeting the requirements of this standard)
8 Means approved as a transitional facility under section 39 of the Act

9 The current version, including templates for biofouling management plans and records, can be read on MPI’s website here
http://www.biosecurity.govt.nz/files/biosec/policy-laws/intl/2011-imo-guidelines.pdf.
10 ‘Approved Treatment’ includes any treatment for meeting the outcome of standard that has received MPI approval and is listed on
the MPI website.

. 15 May 2014
Guidance
Refer to the Guidance Document for information on: how to apply for approval of treatments,
requirements for approval of treatments, and list of generally available approved treatments and for
examples of evidence of measures that can be presented on arrival to expedite clearance.
2.4 Information requirements

(1) Prior to arriving in New Zealand all operators of vessels must provide to MPI the following information
(via the Advanced Notice of Arrival and associated documents).
a) Intended length of stay within New Zealand territory and intentions in respect of places to be
visited
b) Whether the vessel has spent any extended periods mainly stationary in a single location
c) If the vessel is coming in to undergo biofouling cleaning on arrival, any formal arrangement for
cleaning or treatment and whether they will be undertaken immediately upon arrival (within 24
hours)
d) What measures have been or will be used to meet the requirements of the standard, or
e) Whether the operator has chosen to operate an MPI approved Craft Risk Management Plan
(CRMP) as an alternative to meeting the requirements of the standard.
(2) The following information (if relevant) must be held on the vessel and provided to MPI in an
appropriate form if requested. (This is in addition to information to be provided prior to arrival).
a) Information on the antifouling regime and any marine growth prevention systems used
b) Whether applying the IMO Biofouling Guidelines, including employing a biofouling management
plan showing the hull maintenance and inspection regime and records of biofouling management
kept, preferably consistent with the template in the IMO guidelines 11
c) If applicable to the vessel, its latest International Anti-fouling System Certificate or International
Anti-fouling System Declaration
d) Date and reporting from the latest hull biofouling inspection (undertaken either on land or in-
water) that was initiated by the vessel operator.
11 The current version, including templates for biofouling management plans and records, can be read on MPI’s website here
http://www.biosecurity.govt.nz/files/biosec/policy-laws/intl/2011-imo-guidelines.pdf.

. 15 May 2014
Appendix 1: Definitions
The following terms and definitions apply to this Standard. Other terms used are as per the Biosecurity Act
1993.
algal growth
Growth of algae that is visible to the naked eye. Algae may be either single celled filamentous forms or multi-
celled macroalgae (seaweed) species and includes coralline algae.
biofouling
The accumulation of aquatic organisms such as micro-organisms, plants and animals on surfaces and
structures immersed in or exposed to the aquatic environment.
goose barnacles
Also called stalked barnacles or gooseneck barnacles, goose barnacles are ubiquitous foulers of tropical,
subtropical and temperate seas, with a wide oceanic distribution that includes attachment to drift wood,
floating plant debris and vessel hulls, as well as turtles and whales.
harmful organisms
Organisms that may cause unwanted harm to natural and physical resources or human health in New
Zealand
hull
The immersed (including occasionally immersed) surfaces of a vessel including the following three parts. The
definition of hull includes pontoons.
 hull area
The immersed surfaces of a vessel excluding niche areas and wind/water line.
 niche areas
Areas on a vessel hull that are more susceptible to biofouling due to different hydrodynamic forces,
susceptibility to coating system wear or damage, or being inadequately, or not, painted, e.g., sea
chests, bow thrusters, propeller shafts, inlet gratings, dry-dock support strips, etc. Includes
appendages.
 wind and water line
The area of the hull that is subject to alternating immersion due to a vessel’s movement or loading
conditions (also known in shipping as the Boot-top).
IMO
International Maritime Organisation
New Zealand’s territorial waters

The territorial sea and the internal waters which together comprise the sea surrounding New Zealand out to
12 nautical miles from an internal baseline as described in the Territorial Sea, Contiguous Zone, and
Exclusive Economic Zone Act 1977.
slime layer
A layer of microscopic organisms, such as bacteria and diatoms, and the slimy substances that they produce.
vessel or sea-craft
Is a subset of ‘craft’ as defined by the Act and means every description of boat or other craft used in water
navigation, whether or not it has any means of propulsion; also includes: a barge, lighter, hovercraft or floating
drilling rig. It does not include aircraft.

Guidance Document
Guidance Document for the

Craft Risk Management
Standard for Biofouling
GD CRMS-BIOFOUL
6 April 2018
A guidance document issued by the Ministry for Primary Industries

Guidance Document: Guidance Document for the Craft Risk Management Standard for Biofouling
6 April 2018
Title
About this document

This guidance document has been issued to accompany the MPI Standard, Craft Risk Management Standard
(CRMS) for Biofouling. It is not a legally binding document and it should be read in conjunction with the CRMS
to ensure that all matters relating to meeting the requirements are fully understood.
Related Requirements
Document history
Version Version Date Section Changed Change(s) Description

1 6 April 2018 N/A New
Contact Details
For all matters relating to the review and amendment of this Guidance Document contact:
Biosecurity and Environment Group

Regulation and Assurance Branch
Ministry for Primary Industries (MPI)
PO Box 2526
Wellington 6140
New Zealand (NZ)
Fax: 64 4 894 0228
Email: standards@mpi.govt.nz
For matters relating to the operation of this guidance document in respect to meeting the requirements of the
standard, including inspections, verification of MPI approved systems, audits, treatments and MPI’s offshore
programme, or other related queries please contact the MPI Border Clearance Services through the office
below:
Border Clearance Services

Operations: Craft Risk Management Standard
vessels@mpi.govt.nz
Fax: +64 4 894 0776
Inspections, Audits and Treatments Contacts:

For all matters relating to inspections, under the standard, please contact your local MPI office or phone 0800
00 83 33.
Minis try for Prim ary Industries Page 1 of 30

6 April 2018
Disclaimer
This guidance does not constitute, and should not be regarded as, legal advice. While every effort has been
made to ensure the information in this guidance is accurate, the Ministry for Primary Industries does not accept
any responsibility or liability whatsoever for any error of fact, omission, interpretation or opinion that may be
present, however it may have occurred.
Copyright
Crown copyright ©. This copyright work is licensed under the Creative Commons Attribution 3.0 New Zealand
licence. In essence, you are free to copy, distribute and adapt the work, as long as you attribute the work to the Ministry for Primary
Industries and abide by the other licence terms. To view a copy of this licence, visit http://creativecommons.org/licenses/by/3.0/nz/.
Please note that no governmental emblem, logo or Coat of Arms may be used in any way which infringes any provision of the Flags,
Emblems, and Names Protection Act 1981 or would infringe such provision if the relevant use occurred within New Zealand.
Attribution to the Ministry for Primary Industries should be in written form and not by reproduction of any such emblem, logo or Coat of
Arms.

6 April 2018
Contents Page
1 Purpose 4
2 Background 4
3 Abbreviations 4
4 Quick guide for vessels arriving at a New Zealand port 5
5 General information 6
5.1 Introduction 6
5.2 Purpose of the biofouling standard 6
5.3 Failure to meet biosecurity requirements or non-compliance 6
5.4 International alignment 6
6 What do you need to know or do before you depart for New Zealand? 7
6.1 General overview 7
6.2 Before you depart 7
6.3 On route to NZT 8
6.4 Acceptable forms of evidence 9
7 What will happen when you get to New Zealand? 9

7.1 What happens on arrival 10
7.2 Hull Inspections and Treatments within NZT 11
7.3 Random compliance inspections and audits 12
7.4 Becoming a long-stay vessel 12
7.5 Craft Risk Management Plans 12
8 Requirement check for vessels arriving into New Zealand 13
8.1 How to comply with the biofouling standard: commercial vessels 13
8.2 How to comply with the biofouling standard: one-off and non-trading vessels 14
Appendix 1 – Continual maintenance using best practice guidance 15

Appendix 2 – Cleaning the hull and niche areas before arrival 21
Appendix 3 – Cleaning the hull and niche areas within 24 hours of arrival 24
Appendix 4 – How to tell if your vessel is high risk, and what to do about it 26
Appendix 5 – Frequently asked questions 27

6 April 2018
1 Purpose
This guidance document provides best practice guidance, information and recommendations to help operators
and persons in charge of vessels to meet the requirements of the Craft Risk Management Standard (CRMS)
for Biofouling on Vessels arriving into NZ (referred to in this document as the “biofouling standard”).
2 Background
This document is guidance information only and is not legally binding. However, it provides effective and
efficient ways to meet the requirements of the biofouling standard.
3 Abbreviations
Acronyms
Act (The Act) Biosecurity Act, 1993

AFC Antifouling Coating
BFMP Biofouling Management Plan
BFRB Biofouling Record Book
CRMP Craft Risk Management Plan
CRMS-Biofouling The Craft Risk Management Standard for Biofouling
CRMS-Vessels The Craft Risk Management Standard for Vessels
IMO International Maritime Organisation
MGPS Marine Growth Prevention System
MPI Ministry for Primary Industries
NZT New Zealand Territory
PoFA Approved Place of First Arrival
TF Transitional Facility
MPI Quarantine Officers are persons approved as inspectors under the Biosecurity Act 1993.

6 April 2018
4 Quick guide for vessels arriving at a New Zealand port

The information below is a quick guide for operators in charge of vessels to enable the arrival of vessels at a
port. It provides an outline on how to meet NZ's biofouling requirements with minimal expense and time.
Further details are found within specific sections of this guidance document.
(1) Before you depart: check that you have identified the section/s of the biofouling standard that relate to
your intended length of stay in NZT.
(2) Identify which measure you will use on your vessel to comply with the biofouling standard (for example,
best practice maintenance of your vessel’s hull, clean before arrival, or MPI-approved treatment). If
you are not directly responsible for the maintenance of the vessel, contact the owner or operator.
(3) Ensure you have verifiable evidence that one of the three measures to meet the biofouling standards
has been done.
(4) If your vessel has been stationary or idle for any extended period of time, check if your vessel needs
any additional cleaning to comply with the biofouling standard. This will significantly reduce arrival
delays and costs.
(5) Talk to MPI before departing for NZT . MPI assistance prior to departure can help minimise delays and
costs on arrival. We can also give advice on how to comply.
(6) Check the MPI website for any other regulations you must comply with. This includes the CRMS for
Vessels (CRMS-Vessels).
(7) Fill out and submit the Advance Notice of Arrival and Master's Declaration forms to MPI at least 48
hours prior to entry into NZT. Submit evidence that you comply with the biofouling standard.
(8) Ensure that the port you wish to arrive at is an approved Place of First Arrival (PoFA) that can receive
your type of vessel and any associated cargo or risk goods on-board that you wish to discharge.
(9) The forms will require you to indicate whether you are staying in NZT for more than 20 days and/ or
wish to visit places that are not approved as a PoFA. MPI needs to be satisfied that your vessel can
meet the “clean-hull” threshold for your length of stay. We will process your vessel on arrival and if the
vessel biofouling is managed in accordance with the requirements, MPI will issue a compliance
certificate so you can continue on your journey in NZT .
(10) Follow any entry or arrival directions given by MPI.
(11) Travel directly to the PoFA that you noted in the Advance Notice of Arrival form, unless otherwise
directed by MPI.
(12) Do not carry out any in-water cleaning of your hull in the NZT, unless authorised by MPI or using an
MPI-approved treatment provider.
Go to MPI's website to check all other standards and legislation you need to comply with before entering
NZT— this will minimise delays.

6 April 2018
5 General information
5.1 Introduction
This guidance document accompanies the MPI CRMS for Biofouling – (the “biofouling standard”) and provides
useful information or links to other requirements that may be relevant for vessels.
Agents, operators, persons in charge of vessels arriving at a port in NZT, and other affected stakeholders (for
example, exporters and importers) can read this document for information about the biofouling standard’s
requirements, options for compliance and MPI’s approach to verifying compliance.
5.2 Purpose of the biofouling standard

The desired outcome of the biofouling standard is that vessels arrive in NZT clean and free of biofouling
organisms. MPI wants to ensure that potential marine pests associated with vessels are managed, removed
or treated to prevent establishment in NZT. Establishment of marine pests could adversely impact our
economy, environment, and health and safety of people and communities.
5.3 Failure to meet biosecurity requirements or non-compliance

The operator or person in charge (“the operator”) is responsible for ensuring that vessels arriving into NZT
meet the requirements of the biofouling standard. If the requirements are not met, biosecurity compliance will
not be given and the vessel will be directed for further action under the Act. Any vessel that can be managed
by approved local treatment providers or haul out facilities may be directed for treatment (clean in -water or
hauled out for cleaning). Any vessel that cannot be treated by approved treatment providers may be directed
out of NZT for treatment before being allowed to come back into NZT. Any biofouling management or costs
due to delays for non-compliant vessels will be at the vessel owner’s or operator’s expense.
5.4 International alignment

The International Maritime Organisation (IMO) of the United Nations has produced Guidelines for biofouling
management for commercial and recreational vessels. MPI considers these Guidelines a good example of
best practice principles for biofouling management and they are referenced throughout this guidance
document.
Other IMO Member States bordering the Pacific Ocean are also moving towards adoption of their own
biofouling regulations. To ensure commercial shipping can comply with all jurisdictions through the same
actions, Member States are aligning with the IMO Guidelines as much as possible.
The California State Lands Commission has recently implemented their vessel biofouling management
regulations. These rules apply to all vessels over 300 tonnes, and have been effective since January 1, 2018.

6 April 2018
6 What do you need to know or do before you depart for

New Zealand?
6.1 General overview

The biofouling standard requires the operator of any vessel that arrives at a port in NZT to take all reasonable
and practicable steps to make sure the vessel has a “clean hull.”
To achieve the clean hull requirement all vessels and marine-going craft must be treated, cleaned, or have a
record of ongoing biofouling maintenance, prior to arrival. MPI prefers this type of offshore risk management
for all craft as it reduces the amount of biosecurity risk that NZ is exposed to. Even when no specific offshore
cleaning or treatment activities are carried out, all vessels must be compliant with the CRMS and arrive in to
NZT free of biofouling. To comply with the requirements, operators must carry evidence that hull maintenance
has been done, such as antifouling system details, diver reports and photos from inspections and cleaning, or
evidence of a full hull clean (among others).
For areas not easily seen or accessible during inspections, such as internal areas of sea chests and pipework,
keep records of the steps taken to manage biofouling. Management may include operation of marine growth
prevention systems (MGPSs), chemical dosing, and inspection of strainers. Where a complete inspection of
all submerged areas of the vessel is difficult, the vessel may need to be dry docked or managed using an
MPI-approved treatment to help ensure the requirements are met. Vessels coming to work permanently within
NZT should consider carrying out specific cleaning and/or treatment activities in dry dock before departing.
If requirements are not met and risk management is required, MPI will determine if a suitable treatment can be
carried out within NZT, or if other actions are necessary. There are limited options for dry docking and
cleaning for commercial vessels within NZT so if the vessel does not comply with the biofouling standard on
arrival, it may be directed to leave NZT and required to be cleaned elsewhere.
Note: The majority of biofouling on vessels is usually found in the niche areas. While the flat surfaces of the
vessel might seem clean, the niche areas are protected from water movement, meaning biofouling
accumulates easily in these areas. T o avoid on-arrival delays, operators should carry documentation and
records showing that the vessel is regularly inspected and clean these areas that require it, especially niche
areas.
6.2 Before you depart

MPI requires the operator of any vessel arriving in NZT to send pre-arrival information to MPI at least 48 hours
prior to entry, including submitting information on what has been done to manage biofouling prior to arrival.
MPI has provided three management options for operators to use in order to achieve compliance, enabling
operators to tailor a solution that suits their vessel type, provided that the approach achieves a “clean hull”.
The management options are:

a) Cleaning the hull within 30 days prior to arriving in NZT and providing MPI with documentation
of that clean; or
b) Conducting continual hull maintenance using best practice principles, such as IMO biofouling
guidelines, and providing MPI with documentation of that management; or
c) Conducting hull treatment using an MPI-approved provider within 24 hours of arriving into
NZT and providing MPI with documentation of the scheduled treatment.

6 April 2018
Guidance
Cleaning systems are those that physically remove biofouling from the hull and niche areas. Cleaning
systems may be mechanical (for example, brush based, cutting head, and water jet-based systems, diver
operated carts, remotely operated vehicles) or manual (for example, by powered and non-powered hand-
held tools).
Treatment systems are those that use a form of surface treatment such as heat, ultrasonic or chemical, or
shrouding by encapsulation or enclosure to kill or render biofouling non-viable (incapable of reproduction).
All treatment and cleaning systems used within NZT on international vessels must be approved by MPI
prior to use, whether or not they are used on non-compliant vessels or on vessels complying within 24
hours of arrival.
All treatment and cleaning systems used offshore to either continually maintain the hull, or at the port of
departure, must achieve equivalent to a “clean hull” and be documented in an acceptable and verifiable
format (see section 6.4).
Operators may also submit a Craft Risk Management Plan (CRMP) for approval outlining steps to be taken to
reduce risk to the equivalent level as the biofouling standard. Guidance and the steps required to submit a
CRMP can be found here.
MPI has provided three management options to meet the biofouling standard, so operators can tailor an
approach that suits their class of vessel best. However, the operational profile and practicalities of some of the
management options means that some vessel classes will only suit one of these options. If the vessel plans to
visit NZT, or NZT is in the vessel’s regular schedule then operators need to make sure they know how to
comply with the biofouling standard. The tables in Section 8 help determine which management option should
be used to comply with the biofouling standard. Please contact MPI for any questions at
standards@mpi.govt.nz. If the vessel has been stationary or idle for any extended periods of time, operators
should also check if the vessel requires any additional cleaning to comply with the biofouling standard.
Ensuring compliance with the standard before the vessel departs for NZT will help avoid significant on-arrival
costs and delays.
6.3 On route to NZT

Before entering NZT, the operator must submit the following forms:
 Advanced Notice of Arrival.
 Biofouling and Ballast Water Declaration.
 Master’s Declaration.
 Verifiable evidence that one of the three management options to meet the biofouling standard have
been done (see Section 6.4).
These forms must be provided to MPI at least 48 hours prior to entry into NZT. They include questions about:
 Details about the vessel’s antifouling coating (AFC), such as date of last renewal, certificate of
treatment and service life.
 Intended length of stay within NZT and the places the vessel intends to visit.
 Whether a Biofouling Management Plan (BFMP) and Biofouling Record Book (BFRB) (or any other
forms of records) are kept.
 Whether the vessel has spent extensive time idle or extended periods mainly stationary in a single
location.

6 April 2018
This information is used by MPI to carry out a biofouling risk assessment, in which vessels are assigned a
rating of low, medium or high. This rating determines the level of verification that MPI Quarantine Officers will
carry out. Verification upon arrival may be required to ensure the vessel meets the “clean hull” thresholds.
 Low Risk Vessels are those that have low biofouling risk factors, or have provided valid evidence of a
“clean-hull.”
 Medium Risk Vessels are those that may have some factors which contribute to a high risk of
biofouling, or have not provided full and adequate evidence of a “clean hull” (although the vessel may
have these on board).
 High Risk Vessels are those vessels with high biofouling risk factors, such as if the vessel has been
stationary for extended periods of time, it is due for a dry dock, its antifouling system has reached the
end of its service life, or there is no evidence that best practice maintenance has been carried out.
Other vessels that may be classed as high risk are those that do not carry valid evidence of a “clean
hull” and have high risk factors, or have been noted to be non-compliant (fouled) on previous visits into
NZT .
Generally, 48 hours is not enough time to manage biofouling if the vessel is assessed as high risk and
nothing has been carried out to manage its hull before arrival. Before the vessel departs for NZT , check that
you know which measure you should use to comply with the biofouling standard, and that the right evidence
is available to provide to MPI prior to, or on arrival. See Appendix 4 to determine if the vessel is high risk,
and what can be done about it.
6.4 Acceptable forms of evidence

Record keeping is the key step in showing MPI that the vessel is not high risk. MPI will be using records and
evidence of best practice principles, cleaning, or treatment to verify if a vessel complies with the biofouling
standard. Before departure or when a vessel is on route to NZT, the agent or operator will be required to
submit these records to show that one of the three management options outlined in the biofouling standard
has been done prior to arrival. Depending on the risk profile of the vessel, this may be verified by MPI prior to,
or on arrival. Acceptable forms of evidence include, but are not limited to:
 Antifouling certificates, including information on AFC application date, type of antifouling applied and if
it is applied to niche areas.
 Reports from a recent hull and niche area inspection, with photos and/or video footage.
 Reports from the most recent cleaning of the hull and niche areas, with photos and/or video footage.
– See guidance on what MPI expects in a hull inspection report
 Records of contingency planning if a vessel falls out of its operational profile.

 BFMP and BFRB.
– Biofouling management plan template

– See guidance on what to put in your vessel’s Biofouling Management Plan
For more detail on acceptable forms of evidence, see “Record Keeping” in Appendix 1.
7 What will happen when you get to New Zealand?

Operators of vessels will interact with MPI when:
 Providing MPI with pre-arrival information and receiving MPI directions prior to, or shortly after entering
NZT;

6 April 2018
 Being met by MPI Officers at the PoFA or location of first arrival for vessels working off-shore; or in
some cases,
 Being met by MPI Officers off-shore for inspection or treatment in addition to being met at a PoFA.
7.1 What happens on arrival

Upon arrival at the PoFA, MPI will have assessed the risk profile of the vessel and have communicated to the
operator of the vessel, or their agent, what level of verification will be conducted. Verification ranges from
confirming information requirements (for example, antifouling certificate, biofouling management plan) to a
physical inspection of the vessel’s hull.
7.1.1 Where can I arrive?
Approved PoFAs – Seaports (ports)
The Act requires all craft (in this case, vessels) to arrive in NZ at one of the ports approved to receive vessels
from other countries and risk goods (PoFA). This is so MPI can effectively minimise the introduction of harmful
organisms into NZT . These ports have processes in place that can manage the presence of harmful
organisms. A list of these approved ports can be found on MPI’s website.
Please note that not all PoFAs can receive all types of vessels or risk goods, for example, grain, vehicles, etc.
Please refer to MPI's website to ensure that the intended PoFA can receive your type of vessel and risk
goods.
Non- approved seaports
If the intended location of arrival is not listed as a PoFA, prior approval from MPI's Director-General and other
government agencies is required. Application for such an approval is to be lodged with MPI at least 10
working days before intended arrival. It is an offence to arrive at a location or port that isn't an approved PoFA
without prior approval, except in extraordinary circumstances, such as an emergency.
In cases of emergency, or if it is not safe to arrive at a port that is a PoFA, the operator is required to notify
MPI as soon as possible. Once MPI have been notified, the operator will receive direction from MPI and
arrangements will be made for MPI to visit the vessel. Directions may come via a third party such as the
operator of a port or another NZ government agency. For approval to arrive at a non-approved port, contact
standards@mpi.govt.nz
7.1.2 What will MPI do to verify the accuracy of the information provided to MPI?
Upon arrival, all information provided to MPI will be verified. The risk profile of the vessel, and the quality of
the documentation carried on board will determine what further actions are required, if any. Verification will
take place through conversations with the operator of the vessel and by conducting verification inspections.
This can include checking that the information provided in the Advance Notice of Arrival, and the Master's
Declaration is correct, inspecting records of biofouling management, asking to inspect sea strainers and
MGPSs, and studying the vessel's voyage history.
7.1.3 What if your vessel is found to be non-compliant?
If a vessel is suspected to exceed the fouling thresholds upon receipt of initial documentation, MPI will first
request further information on the vessel’s activities and other evidence of biofouling management.
Operators that cannot prove the vessel is compliant with the biofouling standard via documentation may be
subject to an MPI-directed dive inspection (for more details on dive inspections please refer to section 7.2.1).
MPI will communicate with the agent and vessel Master if a dive inspection is required.

6 April 2018
If there is biofouling on hull that is in breach of the thresholds, the vessel will be considered non-compliant and
will be directed to either manage the biofouling risk or to leave NZT .
Currently, approved options for managing or treating biofouling on vessels within NZT are limited to hauling
out or dry docking for vessels less than 120 meters at an MPI-approved Transitional Facility (TF). There are
currently no haul outs, dry docks or other treatment options for vessels larger than 120 meters.
Any biofouling management or costs due to delays for non-compliant vessels will be at the vessel owner’s
expense.
Note: Under the Act, biofouling is considered a risk good and therefore must managed by a TF until
biosecurity clearance is authorised by MPI. Non-compliant vessels will be directed to a TF for treatment that
is approved for that class of vessel. Currently no TFs exist for vessels over 120 metres in length.
The Standard for Transitional Facilities for General Uncleared Risk Goods (TFGEN) and the associated
TFGEN guidance document (https://www.mpi.govt.nz/importing/border-clearance/transitional-and-
containment-facilities/) contain the requirements and guidance for how biosecurity contamination and
regulated pests are managed at TFs within NZT .
7.2 Hull Inspections and Treatments within NZT

7.2.1 MPI-approved providers of biofouling surveys
MPI-directed dive inspections or underwater hull surveys are required to be done by an MPI-approved hull
surveyor or company. The intent of these surveys is not to estimate that abundance of individual species on
the vessel, but to provide a quantitative estimate of the extent of vessel biofouling and to enable MPI to
compare it to the “clean hull” definitions within the biofouling standard.
MPI retains the decision making authority on a vessel’s compliance with the biofouling standard.
7.2.2 Using MPI-approved treatments to meet the clean hull requirements
One of the options to meet the biofouling standard is to treat the biofouling using an MPI-approved treatment
within 24 hours of arrival in NZT. Within NZT , the supplier of a treatment must be approved by MPI, if they
intend to treat international vessels.
For treatments applied outside of NZT , MPI will recognise suppliers that have been approved by another
governing body such as another government department.
The lack of available facilities and treatment options in NZT emphasises the importance of operators being
proactive and keeping the risks out of NZT , with the best option being to clean before the vessel departs for
NZT.
Available treatments:
While MPI has approved treatments that can be used to meet the requirements of the biofouling standard,
there are currently no approved suppliers of these treatments in NZT . These include relevant processes to
manage biofouling on the external surfaces of the hull (encapsulation and in-water cleaning), as specified in
the MPI Technical Standard - MPI-Approved Biosecurity Treatments. Currently, the only approved biofouling
treatment available in NZT is cleaning at a dry dock or haul out, which are only available for vessels less than
120m.

6 April 2018
If a treatment is carried out to address the biosecurity risk and this results in vessel damage, MPI will not be
held liable. While MPI may direct treatment or decontamination activities, the arrangement is between the
treatment or decontamination provider and the operator. MPI aims to ensure that only suitably qualified
treatment suppliers are approved in NZT . MPI reserves the right to direct decontamination, treatment on
arrival or for a vessel to leave NZT immediately if biosecurity requirements are not met.
7.3 Random compliance inspections and audits

Any arriving vessel may be subject to random compliance inspections to verify compliance with the
requirements of the biofouling standard. This is in addition to risk-based verification inspections. It is likely that
random compliance inspections will generally be more intensive than risk-based verification. Where a vessel
has been selected for a compliance inspection, MPI will liaise with the agent, operator or person in charge of
the vessel to ensure that any delays are minimised.
7.4 Becoming a long-stay vessel

Where an operator or person in charge of vessel wishes to extend the vessel's stay past 20 days or visit
places that are not PoFAs, they must contact MPI as soon as possible and make arrangements to meet the
requirements of long-stay vessels. The biofouling thresholds for long-stay vessels, or vessels that wish to visit
places not approved as PoFAs are stricter. A vessel which changes its itinerary and falls into the long-stay
category must meet these stricter requirements.
7.5 Craft Risk Management Plans

In certain circumstances, an operator may not be able to meet the requirements of the biofouling standard
and/or the CRMS-Vessels by following the management options described in these standards. In these cases
the operator can develop a Craft Risk Management Plan (CRMP) to meet biofouling and biosecurity
requirements.
These CRMPs must meet the desired effect or outcome of MPI’s vessel requirements (including the clean hull
thresholds and risk good removal) but may use a different method to do so. The CRMP must specifically detail
the ways the risks identified by the two CRMSs will be managed.
The operator or person in charge can submit a CRMP for a vessel or fleet of vessels to MPI for consideration.
MPI expects that cruise vessels, project vessels and some fishing vessels would be the main types of vessels
which would require a CRMP. This is because of the unique operating profile that some of these vessels may
have.
Please see the Guidance Document for Craft Risk Management Plans for guidance and information on how to
apply.

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8 Requirement check for vessels arriving into New Zealand

Quick reference tables for the various types of vessels that arrive into NZT are provided in Sections 8.1 and
8.2. T hese tables can be used to help determine which management option should be applied to a vessel in
order to comply with the biofouling standard. In some cases multiple options can be applied. If there are any
doubts about what needs to be done to ensure the vessel meets the requirements, please contact MPI prior to
departure.
If none of the three management options have been applied to the vessel to manage biofouling, the submitted
documentation isn’t sufficient, or the vessel doesn’t meet the clean hull requirements, then the vessel may be
directed to be treated or cleaned by an approved provider, or directed to leave NZT. Any associated costs or
delays will be at the owner’s expense.
8.1 How to comply with the biofouling standard: commercial vessels
Short stay vessels Long stay vessels
Is your vessel a Is your vessel a commercial Is your vessel a NZ-based domestic vessel that
commercial vessel on a vessel on a regular schedule occasionally or regularly leaves the NZT?
regular schedule and only but also visiting places in
visiting approved ports? NZT that are not approved
ports?
Examples include bulk Examples include cruise Examples include NZ-based ferries, fishing vessels,
carriers, container vessels, vessels NZ Defence, NZ research vessels
general cargo vessels,
livestock carriers, oil and
gas tankers and roll-on-
roll-off.
 Continual maintenance
 Continual maintenance using best practice, and
using best practice
 MPI-approved Craft Risk Management Plan
See Appendix 1 See Appendix 1 and MPI Guidance on Craft Risk Management Plans

6 April 2018
8.2 How to comply with the biofouling standard: one-off and non-
trading vessels
Long stay vessels
Is your vessel coming to Is your vessel coming Is your vessel coming Are you bringing your
work on a research project for a long period of time to work on a long-term vessel into NZT for refit,
or survey? to travel around the project or be based in repair or application of
country? NZT permanently? new antifouling coating
(AFC)?
Examples include cable Examples include Examples include Examples include

ships, heavy lift vessels superyachts, tall ships aquaculture vessels, overseas fishing
and research vessels. and yachts. barges, cable ships and vessels, superyachts,
dredges, fishing etc.
vessels, and heavy lift
vessels.
 Clean within 24
Clean before arrival hours of arrival at an
MPI-approved TF
See Appendix 2 See Appendix 3

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Appendix 1 – Continual maintenance using best practice

guidance
This section provides guidance on how to manage biofouling on the vessel’s hull, niche areas, and any other
submerged surfaces using best practice principles. Using best practice principles can help minimise
unnecessary costs and losses associated with non-compliance with NZ’s biofouling standard. By following
good hull management practices, you will be better placed to comply with biofouling requirements within NZT ,
and internationally.
The guidance provided here is a brief overview of what best practice using continual maintenance consists of.
For more, please see the MPI Technical Guidance on biofouling management for vessels arriving into New
Zealand.
 Preventative management of the vessel’s hull is more cost-effective than reactively trying to solve a
problem once it has occurred. The best way to start is to understand what risks are associated with your
vessel and its operating profile, and to undertake good maintenance practices to manage and minimise
them, where practical.
What is continual maintenance using best practice?

Continual maintenance involves ongoing management of biofouling, including:
 Applying AFCs to the hull and niche areas of the vessel. It is important to choose an AFC that
matches the operational profile of the vessel.
 Monitoring the performance of the vessel and performing in-water inspections and cleaning when
performance begins to decline.
 Operating within the specifications of the AFC.
 Proactive grooming of the slime layer- cleaning the slime layer often will prevent larger organisms
from settling and will allow the AFC to be more effective.
 Having contingency plans such as in-water inspections and in-water cleaning for when the vessel
falls out of its operational profile or the paint is damaged. Repair should be applied if the AFC is
damaged even if it is minor.
 Renewing AFCs within the specified service life.
 Treating pipework and sea chests or using MGPSs to minimise biofouling growth.
It is very important to carry records of how the vessel has been maintained by developing a Biofouling
Management Plan (BFMP) and Biofouling Record Book (BFRB). A good BFMP details the procedures for
managing biofouling for that vessel and includes a detailed BFRB, which logs all biofouling maintenance
activities undertaken by the vessel. See “Record Keeping” to find out what records should be carried.
Antifouling system coatings and renewing antifouling

systems
The management of vessel biofouling on hulls, niche areas and other immersed surfaces is mainly achieved
by applying or installing an appropriate AFC, in addition to having contingency plans in place, and proactively
cleaning away the slime layer. Choosing an AFC that matches the operational profile of the vessel is therefore
crucial to best practice maintenance.

6 April 2018
While AFCs are developed to prevent or minimise the settlement and attachment of sedentary organisms,
they are also made to meet different cost and performance requirements. Therefore, not all AFCs are suitable
for every vessel type. If the vessel has an uncertain operational profile, a more conservative approach to
system design should be taken, otherwise, there will be an increased likelihood of system failure and the
accumulation of biofouling organisms.
Renewing your antifouling coating systems

If a vessel arrives and does not have a current AFC, or doesn’t carry any information about its AFC, then it is
likely to have additional requirements imposed by MPI upon arrival in NZT . Damaged or depleted AFCs rapidly
accumulate biofouling, and pose a large risk to NZ’s marine environment. It is not considered best practice to
operate the vessel with an expired AFC.
 If the vessel is near the end of its antifouling system service life: MPI recommends that the vessel
undergoes an in-water inspection and obtains a report with photos. If required, MPI recommends the vessel is
cleaned before departure for NZT.
 If the vessel has an expired AFC: This is not considered best practice. MPI recommends the owner or
operator considers dry docking the vessel and applying new antifouling systems to the vessel.
When re-applying the AFC, make sure to choose a paint that matches the operational profile of the vessel,
and ensure that it is applied in the right temperature and weather conditions, and at the proper thickness. This
is crucial for successfully managing biofouling growth, as AFC systems are developed to meet different cost
and performance requirements. Operators need to make themselves aware of the following information about
the vessel’s AFC, and carry evidence of this on board the vessel: application method, number of coats, dry
film thickness, application temperature, drying/curing times, over-coating time, and appropriate surface
preparation if the vessel is being re-coated.
Some more notes about AFCs:
 A vessel that has an AFC on the hull and all relevant submerged areas is assigned a lower risk
status by MPI compared to a vessel that only has AFC on the flat surfaces, an expired AFC, or no
AFC at all.
 A vessel that has an AFC that is within the recommended service life is assigned a lower risk status
compared to a vessel without or with an outdated AFC. The level of risk increases with the age of the
AFC.
 Vessels that have documentation to demonstrate they have a current AFC are allocated a lower risk
status compared to vessels that do not have documentation.
 Damaged AFCs will not prevent biofouling accumulation. Always repair a damaged AFC as soon as
possible.
Monitoring vessel performance and underwater inspections

Operators can monitor the vessel’s performance to see if it is fouled. However, it’s important to remember that
biofouling in the niche areas don’t affect speed as much as when it occurs on the flat surfaces, so it’s
important to regularly inspect these areas to check they haven’t accumulated biofouling.
Vessel performance changes that may indicate the presence of fouling include:
 Reduced speed (for example, 1 knot) with shaft revolutions per minute (r/min) set for standard
speed.
 Increased fuel consumption (> 5 %) to maintain a specified shaft r/min (such as for standard speed),
with propulsion and auxiliary machinery at optimum efficiency.
 A > 5 % increase in shaft r/min to maintain a given speed.

6 April 2018
 An increase in pressure required for the main turbine first stage shell to maintain a given shaft r/min
(for steam-propelled vessels, assuming a constant main condenser vacuum and main steam supply
pressure and temperature).
 An increase in torque at a given shaft r/min for vessels equipped with main shaft torsion-meters.
Underwater surveys
The IMO guidelines promote the use of frequent vessel inspections to assess the condition of the vessel’s
hull. It is considered best practice for operators to carry out scheduled underwater biofouling surveys and
maintenance events like propeller polishing. Maintenance events can be used as an opportunity to assess
biofouling development, and make decisions as to whether in-water cleaning is required. It is not advisable to
just use speed and consumption as an indicator, because this does not adequately account for any fouling in
the niche areas (eighty percent of biofouling on a vessel can be found in the niche areas). When the vessel is
entering the second half of its AFC service life, these inspections become even more important.
Areas that MPI suggests should be specifically inspected by divers include, but are not limited to:
 Areas of AFC damage or grounding.
 Bilge keels, cooling scoops and propulsion scoops.
 Cathodic protection anodes.
 Chine, and bulbous head.
 Echo sounders and velocity probes.
 Rope guards, propeller and propeller shafts.
 Rudder stock and hinge.
 Sea chests.
 Sea chest and bow/stern thruster tunnel grates and props.
 Sea inlet pipes and overboard discharge outlets.
 Stabiliser fin apertures.
As a general rule, commercial vessels with a 5 year dry docking cycle that have not operated outside their
profile should get an annual inspection for the first two years, and then 6 monthly after that. If they fall outside
of their operational profile, then more frequent inspections should be done.
Viewing the vessel at anchorage either by launch, remotely operated vehicle or pole-camera can also provide
data on the hull condition. The vessel’s in-water cleaning records can provide an indication of the performance
of the AFC(s) applied during the last dry dock.
On-board sea water systems that operate while the vessel is in port are particularly vulnerable to fouling and
require frequent monitoring.
All biofouling surveys should be documented. See MPI’s guidance on what to include in a biofouling report.
Operating within your vessel’s operational profile

AFCs generally only work if a vessel operates within the specifications they are designed for. If a vessel falls
out of its operational profile, such as during bunkering, waiting for work or cargo, during an engineering
malfunction, or if the AFC is damaged, then operators should have contingency plans in place to help mitigate
the risk of any biofouling build-up. Such contingencies may include more frequent biofouling surveys, system
repair, proactive in-water cleaning or application of reactive treatment to sea chests and internal pipework.
In-water repair should be applied where antifouling system damage has occurred, even if the area of damage
is relatively minor.

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Cleaning your vessel

In-water cleaning and treatments are important tools for reducing the biosecurity risks during the in-service
period of vessels. In-water cleaning or treatments can be applied proactively (this is preferred) or reactively.
What is proactive in-water cleaning or treatment?
 Proactive in-water cleaning or treatment is used to reduce the accumulation of microfouling (slime) on the
vessel as part of biofouling management programme. Proactive in-water cleaning or treatment, also known as
hull grooming, is considered best practice for ongoing hull maintenance.
Proactive in-water cleaning and treatment can manage biofouling at the slime layer stage to optimise vessel
operational efficiency, and to prevent the accumulation of any further biofouling.
 Reactive in-water cleaning or treatment is used to remove or treat biofouling (macrofouling) from
unmanaged or poorly maintained vessels, or in areas where AFCs have failed or become damaged.
Macrofouling is more difficult to remove and may contain a diverse range of organisms that are reproductively
mature.
Where operationally and economically practical, vessels should be dry docked in preference to undergoing
reactive in-water cleaning or treatment. Damaged or depleted AFCs on hulls will rapidly re-foul, subsequently
increasing biosecurity risk and reducing vessel efficiency.
Example of microfouling (slime layer)
Example of macrofouling (for example, algae, barnacles, bivalves, tubeworms).

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What is reactive in-water cleaning or treatment?

Reactive in-water cleaning or treatment should not be considered as a replacement for vessel dry docking, but
can be used where dry docking is not available. Reactive in-water cleaning can:
 Damage AFCs,
 Reduce coating system service life,
 Release biocides or other contaminants into the environment, and
 Release non-indigenous marine species freely into the marine environment, helping them establish.
Depleted AFCs on hulls will also rapidly re-foul, increasing biosecurity risks and reducing vessel efficiency.
In-water cleaning or treatment methods are acceptable only if the contaminant discharges from the activity
comply with the standards or requirements set by the relevant authority. Relevant authorities in NZ include
MPI, EPA, Marina Operators, Regional Councils and Port Authorities.
For biosecurity purposes, if cleaning is done in NZT, the in-water cleaning or treatment provider must be MPI-
approved. It is likely that the provider would have the appropriate discharge consents to be able to operate in
their home marina or port.
Contingency plans
Operators should have contingency plans in place for instances when a vessel operates outside its usual
profile, or is subject to failures or damage to AFC. Contingency plans may include more frequent biofouling
surveys, repairing damaged AFC, proactive in-water cleaning or application of reactive treatment to sea
chests and internal pipework. In-water repair should be applied where AFC damage has occurred, even if the
area of damage is relatively minor. Contingency planning should be incorporated into a vessel’s BFMP.
Managing sea chests and pipework

Sea chests, seawater intakes, and their gratings are favourable settlement sites for filter-feeding organisms
because of the flow of water past the feeding animals, and the physical protection from hydrodynamic shear
when a vessel is underway. Additionally, grates often have square bars, making paint application difficult, and
therefore means it is subject to cracking along edges. Biofouling organisms are then able to settle in paint
cracks, and in documented examples vessels’ sea chest grates were observed to be fouled with dense
masses of biofouling, at times up to 90% coverage.
As such, sea chests and gratings should be proactively managed to prevent biofouling accumulation, even if
the rest of the vessel’s hull appears clean. To manage biofouling in these areas, consider the following:
 Applying suitable AFCs to the internal surfaces of sea chests.

 Using rounded bars on sea chest gratings. This will reduce paint breakdown and prevent biofouling
attachment and growth.
 Install hinged grates to allow divers to access sea chests for in-water biofouling surveys and
maintenance.
 Use steam blow-out pipes in sea chests to prevent and minimise fouling growth.
 Ensure that any MGPS fitted are effective in preventing biofouling settlement and growth.
Record keeping
T he operator, agent or master of the vessel is required to provide MPI with evidence of the management
practices undertaken to manage biofouling before the vessel arrives in NZT . With commercial vessels, MPI is
looking for documentation and evidence that continual maintenance using best practice has been carried out.

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The kind of documentation that indicates a vessel has been using best practices includes:
 Antifouling certificates, including information on AFC application date, type of AFC applied
and if it is applied to niche areas: Application or installation of antifouling systems is the main way
to manage biofouling accumulation on a vessel. Documentation about a vessel’s antifouling system
should include:
o The type of AFC(s) applied.

o Service life of chosen AFC(s).
o How the AFC(s) were applied (for example, dry film thickness).
o Where the AFC(s) are applied or installed (for example, niche areas).
o AFC maintenance plan (for example, slime layer grooming, damage repairs, etc.).
o Reports from a recent hull and niche area inspection, with photos: In-water inspections should
be conducted whenever the vessel falls out of its usual operational profile. Make sure to monitor the
performance of the vessel and perform in-water inspections and cleaning when performance begins
to decline.
o Reports from the most recent cleaning of the hull and niche areas, with photos: In-water
cleaning and treatment are important tools for reducing the biosecurity risks during the in-service
period of vessels. Proactive in-water cleaning or treatment of the slime layer is considered best
practice for ongoing hull maintenance.
o Records of contingency planning: Having contingency plans such as in-water inspections and in-
water cleaning for when a vessel falls out of its usual operational profile or the paint is damaged.
Repair should be applied if the AFC is damaged, even if it is minor.
o Biofouling Management Plan (BFMP) and Biofouling Record Book (BFRB): Record keeping is
extremely important to be able to show MPI that the vessel is not high risk. MPI will be using records
and evidence of best practice to verify if a vessel complies with the biofouling standard. The most
important part of a BFMP is a Biofouling Record Book that details all cleaning, inspections,
treatments, dry dockings, antifouling, etc.
All documentation carried on board a vessel may be subject to MPI verification at any time.
If these forms of documentation are carried on-board each vessel, then it is less likely MPI will need
to carry out physical verification of a vessel’s hull, such as costly dive inspections, or further
verification with the agent or master of the vessel, which may cause delays and incur additional costs.
What makes a good BFMP?

 A good BFMP is specific to each vessel, and details specific management activities for all hull and
niche areas present on the vessel, including the frequency of management activities. It should also
include contingencies for if/when the vessel falls out of its operational profile, such as when it doesn’t
follow its normal schedule/operating speed/route.
 The most important part of a BFMP is a BFRB that details all of the biofouling management actions
undertaken by the vessel. This includes any cleaning, inspection, treatment, dry docking, antifouling,
etc. These types of records are the most useful for proving compliance to MPI.
 A BFMP template can be found here.
 Guidance on what to put in your BMFP can be found here.

6 April 2018
Appendix 2 – Cleaning the hull and niche areas before arrival

This section is aimed at owners or operators of vessels that are
travelling to NZT and are staying for longer than 20 days or visiting
non-PoFAs (long-stay vessels). Long-stay vessels are subject to more
stringent thresholds than short-stay vessels because the longer a  Documentation of cleaning
vessel remains in NZT, the greater the likelihood that any species should be received by the Ministry
present will spawn or escape from the biofouling and become for Primary Industries (MPI) for
established. approval prior to departure or at
least 10 days prior to arrival. If we
While MPI encourages all operators to use continual maintenance receive your documentation well in
using best practice to manage biofouling, additional measures, such advance, then we can advise you if
as cleaning less than 30 days prior to arrival, may be required for any further actions need to be
long-stay vessels to comply with the CRMS for Biofouling. carried out before you leave.
Operators of vessels arriving into NZT who wish to use this option You can send this to
must meet the following requirements: vessels@mpi.govt.nz
 Cleaning must be carried out less than 30 days before arrival
to NZT , and,
 All biofouling must be removed from all parts of the hull and
niche areas, and,
 Evidence this has been done should be carried on the vessel.
Note: While cleaning can easily be undertaken in accessible areas such as the external hull, inaccessible
areas such as sea chests and internal pipework may require a treatment, or further evidence they are clean.
Vessels should not be idle or stationary for periods of 10 days or more following cleaning or
biofouling surveys. The more your vessel remains stationary, the more likely it is to re-accumulate
biofouling.
Why should I clean my vessel?

It is important to clean the vessel before departure for NZT as this reduces the abundance and density of
biofouling organisms on a vessel’s hull. If it is done within the 30 day timeframe (this includes travelling time),
it can help reduce the risk of marine pests reproducing and establishing in our waters. Although the best
approach would be to clean immediately before departure for NZT, this may not always be possible. The 30
day window provides flexibility for operators and helps minimise the number of non-native species brought
into NZT.
Why should I clean my vessel’s niche areas?

Niche areas are those areas that are more likely to accumulate biofouling. This is either because of decreased
water movement, higher susceptibility to coating system wear or damage, or because they are not painted.
Despite accounting for a relatively small proportion of a vessel’s hull, niche areas are more likely to be fouled
and pose a biosecurity risk to NZ’s marine resources.
What kind of evidence does MPI want to see?

MPI needs to see the condition of the cleaned hull to determine if it complies with the biofouling standard;
therefore evidence should be taken from all the flat surfaces and niche areas of the vessel, irrespective of
whether biofouling is present or not. Suitable evidence that a vessel has been cleaned includes:

6 April 2018
 A verifiable biofouling report with time and date stamped photos.

or
 Photos and video sent through directly to MPI.
If the vessel has many internal niche areas such as pipework openings and sea chests, MPI will also require
evidence these have been cleaned or treated prior to arrival.
Vessel surveys need to be done within 30 days of arrival, including travelling time, and to be sufficient to show
the vessel meets the clean hull requirements of the CRMS.
All forms of evidence for this measure must show that the date of cleaning did not exceed 30 days before
arrival into NZT.
Where should I clean?

The entire hull and all niche areas need to be
cleaned of all fouling. This includes the niche
areas of the vessel, and any internal systems
such as sea chests and pipework.
Clean the entire hull and niche areas to ensure

that invisible microscopic stages of biofouling
species are also removed.
Niche areas to pay particular attention to include:
 Azimuth thrusters.
 Bow thrusters.
 Block marks and draft marks.
 Hull.
 Keel, bilge keel and skegs.
 Overboard outlets.
 Rudder, rudder stock, post.
 Propellers and propeller shaft.
 Sacrificial anodes, sounders, speed logs.
 Sea chests.
Sea chests (internal spaces and gratings) are particularly vulnerable to biofouling build up as the water flow
in these areas is much lower than other areas of the vessel. This means that the antifouling paint may not be
properly activated as the water flow may be too low to release the biocide. When preparing to come into NZT ,
particular care should be taken to clean or treat sea chests by removing the outer grating and water-blasting
the inside.
Pipework and seawater systems are prone to build-up of biofouling for the same reasons as sea chests,
such as low water flow, and protection from hydrodynamic forces. Pipework and seawater systems should be
treated using methods such as flushing with detergents or chemicals like de-scalers.
Topside equipment: The following topside equipment should be removed from lockers or wells, and any
biofouling such as entangled seaweed, barnacles, etc. removed and mud, and sediment washed off.
 Anchors, chains and lockers.

 Fenders.
 Moonpool.

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 Pilot ladders.
 Remote.
 Ropes, berthing lines, booms, etc.
 Sea strainers and bilge spaces.
 Vessel pipework outlets and inlets.
For all parts of the vessel, document all cleaning activities undertaken. Photograph all cleaned
equipment. Include a time and date stamp in all photos. Video or digital still photographs should be included
for all areas surveyed regardless of the presence of biofouling, including internal and external niche areas.
For areas requiring treatments, document and keep records of all treatment operations, i ncluding:
 Concentration of product used.

 Name of products used (for example, de-scalers).
 Product rates and times applied.
To be completely sure that your vessel will comply with this measure, it is best to dry dock or slip the vessel,
waterblast all surfaces and apply a new antifouling system coating.

6 April 2018
Appendix 3 – Cleaning the hull and niche areas within 24

hours of arrival
The intent of the biofouling standard is to manage the risk of biofouling by requiring operators to carry out
preventative measures before they arrive into NZT . This means MPI wants operators to manage biofouling
offshore as much as possible by cleaning before departure for NZ.
While this is possible in most situations, MPI accepts that in some cases vessels may come into NZT for refit,
repair, or to have a new AFC applied. If you are bringing your vessel into NZT for one of these reasons, and
the vessel is likely to be fouled, it is very important that you book your appointment at an MPI-approved facility
for within 24 hours of your arrival in NZT. Documentation to confirm these bookings is required as part the
pre-arrival information set out in the biofouling standard. This timeframe is set to minimise the chance of any
biofouling on the hull from reproducing or being dislodged while you wait to enter the TF.
If the vessel needs maintenance, and the vessel is to travel to places that are not PoFAs or stay longer than
20 days, DO NOT book the out-of-water maintenance for the end of the trip. It is highly likely MPI will issue a
direction to manage biofouling on the vessel as soon as it enters NZT, causing significant costs and delays.
If you intend to meet the biofouling standard using this option, make sure you have done the
following:
 Booked your vessel in to be cleaned, refitted and repaired, etc. at an MPI-approved haul-out
or dry dock (Transitional Facility; TF). Find MPI-approved NZ treatment suppliers.
 Planned your itinerary to arrive at the PoFA where the facility you have booked is located.
Traveling around the country with biofouling on your vessel will not manage the risk and
MPI may advise you to take a more direct route to the PoFA and facility.
 Provided evidence to prove to MPI you have a booking within 24 hours of arrival.

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Why does my vessel need to be cleaned within 24 hours?
Marine organisms are easily stressed by changes in their environmental conditions such as temperature,
salinity and turbidity. Therefore, the longer a vessel remains in a new environment, the greater the chance for
successful establishment of non-indigenous marine species. This is because, with the passing of time, there
are increasing numbers of opportunities for biofouling organisms to release propagules (larvae and eggs or
fragments of marine organisms) through spawning, physical dislodgement or active dispersal. The photos
below are examples of the type of fouling that may be found on vessels that are booking in for repair within
NZT. All the marine organisms
in these photos have the
potential to be significant
biosecurity risks in NZ,
threatening NZ’s wild stocks of
fish and shellfish, and
aquaculture industries.
Why do I need to get my

vessel cleaned at an
approved transitional facility
(TF)?
Whether importing goods or

bringing a vessel into NZT for
treatment, they need to first go
through a containment facility or
TF and may need to be
quarantined.
TFs are approved by MPI to
receive craft, containers and
goods that may pose a biosecurity risk. Places that have been approved by MPI to clean or treat vessels are
those that can show they can manage the biosecurity risks associated with biofouling waste and run-off, etc.
Every TF has to have a facility operator and if receiving containers, an accredited person available (who may
also be the TF operator) who has been approved by MPI.
TFs can hold, inspect, treat, identify, or destroy and dispose of un-cleared risk goods.
Can I meet the standard by getting my vessel cleaned or treated in-water?
While MPI does have some approved treatments (found in MPI-Approved Biosecurity Treatments) that can be
used to meet the requirements of the biofouling standard, there are currently no suppliers of these treatments
within NZT .
Currently, the only approved method for treatment within NZT is to go to an approved TF (haul out or dry
dock). NZ’s largest dry dock can only take vessels up to approximately 120 metres in length, so large
commercial operators must be proactive and manage their biofouling continually.

6 April 2018
Appendix 4 – How to tell if your vessel is high risk, and what

to do about it
The likelihood a vessel is carrying high risk biofouling is not dependent on one single factor. There are several
indicators that MPI uses to assess if a vessel is high risk. If a vessel does happen to fall into the high risk
category, there are a number of options that the operator or master can carry out to reduce its profile before it
arrives, or on its next voyage.
The main factors contributing to biofouling risk

The following factors are all considered when assessing the risk of a vessel arriving into NZT.
 Presence or absence of effective AFCs: Any surface that is not protected by an AFC will accumulate
more biofouling than a surface that is protected by an AFC.
 Status of AFC: Its age, type, suitability to vessel, surface type, and if it has been operating within the
parameters it is designed.
 Stationary periods or low speed: The longer a vessel, or any wetted surface, remains stationary or
moves at low speeds in coastal environments or ports, the more likely it is to accumulate biofouling.
This is more likely if the AFC is not designed for low-speed and/or low activity operations, as most
coatings rely on minimum vessel speeds to activate the biocide.
 Proactive biofouling management: Evidence that operators monitor their vessel’s performance, do
regular in-water inspections and groom the slime layer on the hull and niche areas will increase the
likelihood that the vessel will be assigned a lower risk rating on arrival.
 Vessel type: Some vessel types have more niche areas than others. Niche areas are protected from
strong water flow, therefore they normally have greater amounts of biofouling as the plants and
animals avoid dislodgement.
 Operating speed: Biofouling organisms are more capable of surviving slow voyages because they are
not subjected to strong water flows compared to faster speeds.
This flow chart gives a generic overview of the risk profiling process for vessels arriving at a port in NZT .
Following the chart is guidance on what to do if the vessel is likely to be assessed as medium or high risk of
carrying biofouling. The chart can be used for any vessel type, although in this instance it is primarily aimed at
short-stay vessels. This information is guidance information only and does not constitute, and should not be
regarded as legal advice.
Note: This information can also be used by exporters and importers to see if the vessel they are hiring for
their cargo is likely to be delayed. Use this information to help develop the questions to ask of vessel owners,
operators and masters before chartering the vessel to come into NZT.

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Appendix 5 – Frequently asked questions

What is the Craft Risk Management Standard (CRMS) for vessel biofouling?
A requirement for all vessels arriving into NZT that manages the biosecurity risks associated with vessel
biofouling. The standard aims to reduce vessel biofouling by requiring vessels to take out preventative
measures and maintain a clean hull before they arrive into NZT.
Why is biofouling “bad”?
Biofouling carries marine species that are extremely tough and resilient from their natural environments to
new environments. By using AFCs, only hardy species are able to successfully foul vessels, which means that
biofouling organisms are likely to be very invasive species that can survive in a variety of habitats.
Approximately 87% of non-indigenous marine species found in NZ have been directly associated with
biofouling on international vessels. These introductions threaten NZ’s marine environments and NZ’s cultural,
economic, environmental and social values.
What is a clean hull, and why is it different for some vessels?
The definition of “clean hull” depends on the vessel’s itinerary, which sorts vessels into two categories: short-
stay vessels and long-stay vessels. The longer a vessel stays in NZT and the more places it is scheduled to
visit increases the chances of invasive species being spread throughout NZT ; as such long-stay vessels have
stricter requirements.
 Short-stay vessels are those staying within NZT for 20 days or less, only visiting ports that are PoFAs
and are mostly commercial trading vessels. MPI encourages short-stay vessels to meet the
thresholds by doing continual maintenance using best practice.
Short-stay vessels are allowed a slime layer and gooseneck barnacles, plus small amounts of other
fouling organisms on hull (<1% coverage) and niche areas (<5% coverage).
 Long-stay vessels are those staying within NZT for 21 days or more, and/or that are visiting ports not
designated as PoFAs. MPI encourages long-stay vessels to meet the thresholds by cleaning/treating
the vessel’s hull prior to arrival.
Long-stay vessels are only allowed a slime layer and gooseneck barnacles; no other fouling is allowed on
hull or niche areas.
How do I meet the CRMS for vessel biofouling?
Compliance with the CRMS can be achieved in several ways, including:
(1) Cleaning the hull within 30 days prior to arriving in NZT and providing MPI with documentation of that
clean; or
(2) Conducting continual hull maintenance using best practice principles, such as IMO biofouling
guidelines, and providing MPI with documentation of that management; or
(3) Conducting hull treatment using an MPI-approved provider within 24 hours of arriving into NZT and
providing MPI with documentation of the scheduled treatment.
Vessels that cannot meet the requirements using the methods outlined above may develop a CRMP to be
approved by MPI.
What do I need to do to show compliance?
MPI wants the risk of biofouling to be managed before the vessel arrives in NZT. This means MPI will assess
compliance based on documentation and records that show that one of the three management options to
meet the biofouling standard have been undertaken. The type of documentation MPI expects to see will
depend on the measure used to meet the standard (for example, best practice principles or cleaning before
arrival).

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How will MPI assess whether a vessel meets the thresholds of the CRMS? Will MPI dive on every
vessel?
MPI will assess compliance based on documentation submitted to MPI prior to a vessel’s arrival. MPI, and
other organisations have commissioned extensive research on risk indicators for biofouling. MPI uses this
information to develop methods to assess the biosecurity risk of a vessel based on the vessel’s records of
biofouling maintenance, operating profile, and records of AFC application. Only those vessels that cannot
provide the required evidence of compliance and those selected for audit purposes may be subject to a dive
inspection.
What happens if my vessel is found non-compliant with the CRMS?
If vessels are suspected to exceed the fouling thresholds upon receipt of initial documentation, MPI will initially
request further evidence of biofouling management. Vessels that cannot prove they are compliant with the
biofouling standard may be subject to a dive inspection on arrival in NZT. If vessels are found non-compliant
they will be directed to either manage the biosecurity risk or to leave NZT.
Currently haul out/dry docking is the only approved treatment within NZT and is only available for smaller
vessels (120m or less). Any biofouling management or costs due to delays for non-compliant vessels will be
at the operator’s expense.
What if I am unsure if my vessel will be compliant or need biofouling advice?

Contact MPI at standards@mpi.govt.nz with any biofouling questions. The earlier you contact us the better, as
there are more options for managing biofouling before the vessel departs for NZT. Once a vessel is on route
into NZT the options available become limited.
What are Places of First Arrival (PoFAs)?
A PoFA is a port approved under the Biosecurity Act to receive international vessels. A list of all ports
currently approved as PoFAs in NZT for seacraft (vessels) can be found on the MPI website.
What types of vessels might need a Craft Risk Management Plan (CRMP)?
MPI expects that cruise vessels, project vessels and some fishing vessels would be the main types of vessels
which would require a CRMP. The unique operating profile some of these vessels may have, or because they
may be domestic vessels means that they will routinely arrive in NZT but may not be able to comply with the
requirements as they are set out in the CRMS for Biofouling.
My vessel is a commercial vessel (container, bulker, tanker, etc.). What measure should I use to meet
the requirements of the biofouling standard?
Doing continual biofouling maintenance according to best practice, as outlined in the IMO guidelines is
recommended for short-stay vessels. See Appendix 1 for more information regarding what constitutes best
practice maintenance.
My vessel is a passenger vessel. What measure should I use to meet the requirements of the
biofouling standard?
Many cruise vessels visit places in NZT that are not PoFAs, so they are designated as long-stay vessels. Due
to the schedules of many cruise vessels, cleaning before arrival may not be an option prior to every entry into
NZT. In order for cruise vessels to meet the long-stay threshold of the CRMS for Biofouling, MPI suggests
cruise vessels comply by creating a CRMP, in addition to managing the hull using best practice principles.
My vessel is a fishing vessel. What measure should I use to meet the requirements of the biofouling
standard?
Continual maintenance using best practice should underpin every vessel’s maintenance plan. However fishing
vessels brought from overseas to work or be permanently based in NZT will likely need to be hauled out,
cleaned and/or re-antifouled before arrival. Carry evidence this has been done.
Domestic fishing vessel operators might want to submit a CRMP to MPI for approval.

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Fishing vessels coming for refit, repair, or biofouling removal need to provide evidence of a booking within 24
hours of arrival. Biofouling removal must be done at an MPI-approved TF. See below for information about
TFs.
My vessel is a work boat (for example, barge/dredge/resource vessel or tug). What measure should I
use to meet the requirements of the biofouling standard?
Continual maintenance using best practice principles should underpin every vessel’s maintenance plan.
However tugs, barges and resource support vessels brought from overseas to work or be permanently based
in NZT , or vessels that have spent periods idle, will likely need to be hauled out, cleaned and/or re-antifouled
30 days before arrival. Carry evidence this has been done.
My vessel is a yacht. What measure should I use to meet the requirements of the biofouling standard?
However yachts arriving from overseas will likely need to be hauled out, cleaned and/or re-antifouled 30 days
before arrival in NZT . Carry evidence this has been done.
My vessel is a research vessel, cable ship or “one-off” vessel. What measure should I use to meet the
requirements of the biofouling standard?
However, research vessels often sit for long periods of time before going to work on a project. In some cases
they may need to be cleaned and inspected before arrival into NZT. This is particularly important for research
vessels as they often visit high value ecological areas, such as offshore islands within NZT , or for long periods
of time. Carry evidence this has been done.
My vessel is a navy vessel. What measure should I use to meet the requirements of the biofouling
standard?
Continual maintenance using best practice should underpin every vessel’s maintenance plan. However navy
vessels often sit for long periods of time before going to work on a project. In some cases they may need to
be cleaned and/or inspected before arrival into NZT. This is particularly important for navy vessels as they are
often coming to high value areas, such as our offshore islands, or for long periods of time. Carry evidence this
has been done.
My vessel is an oil & gas resource vessel. What measure should I use to meet the requirements of the
biofouling standard?
Oil rigs, and their support vessels usually operate within NZT for long periods of time. They will likely need to
be dry docked, completely cleaned and/or re-antifouled 30 days before arrival in NZT . It helps to engage with
MPI before you depart to check that everything has been done to comply (and to avoid unnecessary costs).
Contact MPI at standards@govt.nz.
What is a TF?
If you are importing goods, or bringing a craft to into NZT for treatment, they need to first go through a
containment facility or TF and may need to be quarantined.
TFs are approved by MPI to receive craft, containers and goods that may pose a biosecurity risk. Goods,
containers or craft may need to be inspected or treated at the facility before they can be granted biosecurity
clearance for entry into NZ.
Every TF is required to have an MPI-approved TF operator and if receiving containers, an accredited person
available (who may also be the TF operator) who has been approved by MPI.
TFs may be approved to hold, inspect, treat, identify, or destroy and dispose of un-cleared risk goods.
What is the difference between a Biofouling Management Plan and a Craft Risk Management Plan?
Biofouling Management Plan (BFMP): A BFMP outlines the specific actions a vessel will undertake to
manage biofouling. If you intend to meet the requirements through continual maintenance,* developing and
maintaining a BFMP and BFRB is a good way to demonstrate compliance, and that the vessel’s hull has been

6 April 2018
maintained best practice management. The BFMP should be specific to the vessel, include a diagram of the
vessel and niche areas, and should include a corresponding BFRB detailing biofouling management activities
undertaken, including:
 Contingency plans for when the vessel operates outside of its operating profile (for example, when the
vessel has been stationary for an extended period of time).
 Details and certificates for AFCs.
 Evidence of the installation and use of appropriate MGPS in niche areas.
 The results (such as a diver’s report or photos) of a recent in-water inspection.
* MPI primarily recommends this as an appropriate option for short-stay vessels. Long-stay vessels must meet
stricter biofouling requirements and will need to have their hull and niche areas cleaned before arrival into
NZT in order to meet the biofouling threshold.
Craft Risk Management Plans (CMRP): In certain circumstances, an operator may not be able to meet the
biofouling requirements by following best practice and/or developing a BFMP, cleaning prior to arrival, or
using an approved treatment. In these cases, the operator can develop a CRMP. This plan must meet the
desired effect of our biofouling requirements but may use a different method to do so. The plan must outline
the ways the risk will be managed. The operator or person in charge can submit a CRMP to MPI for approval.
What must a vessel have on board (Biofouling Management Plan, Craft Risk Management Plan, or
both)?
Neither a BFMP nor a CRMP are required for compliance with the CRMS; however, carrying one may
facilitate compliance for a vessel. Having a BFMP and BFRB are recommended if you wish to meet the
requirements of the CRMS by following and demonstrating best practice principles. These are useful to have
in order to show how the vessel’s hull is maintained when you arrive. Creating a BFMP for the vessel is also
recommended in the IMO guidelines for biofouling.
A CRMP is only recommended for vessels that cannot meet the CRMS through one of the recommended
management options. Note that a CRMP may include a BFMP and BFRB if this suits the vessel, in addition to
outlining any other management activities required to meet the CRMS. In this case, the vessel must carry the
CRMP, which will inherently include a BFMP.
Do Biofouling Management Plans and Craft Risk Management Plan have to be approved?
A CRMP must be approved by MPI before you depart for NZT. BFMPs do not need to be approved by MPI.
However, you should have the appropriate evidence that continual maintenance using best practice principles
has been carried out, such as antifouling certificates and the results from any in-water cleaning from a
reputable third-party. Having the appropriate documentation will limit any delays upon entry into NZT.
Can a Biofouling Management Plan and Craft Risk Management Plan be merged into one plan?
If an operator chooses to meet the CRMS for Biofouling by following best practice and the vessel has a
BFMP, it is not required to have a CRMP to meet the requirements of the CRMS for Biofouling.
The documents should not be merged into one plan. However, while they are two separate documents, a
BFMP may fall into a CRMP. For example, cruise vessels must meet the long-stay requirements to visit
pristine areas that are not ports. However, it is not feasible for a cruise vessel to clean 30 days prior to arrival
every time it arrives into NZT. In lieu of meeting the CRMS for Biofouling this way, they may choose to
develop a CRMP that outlines alternative ways they will manage their fouling. Their plan may say they will
clean every season before they depart, and keep a detailed BFMP and BFRB. In this example, a CRMP may
require similar documentation, or evidence, as a BFMP. Talk to MPI before developing a CRMP and see if this
is the most suitable option for the vessel or fleet.

THE CRAFT RISK MANAGEMENT STANDARD FOR
BIOFOULING: FREQUENTLY ASKED QUESTIONS
What is the Craft Risk Management Standard Short-stay vessels are those staying in New Zealand for 20 days or
(CRMS) for vessel biofouling? less, and only visiting ports that are Places of First Arrival. Most
short stay vessels are commercial trading vessels. MPI encourages
The CRMS is a requirement for all vessels arriving into New Zealand. short-stay vessels to meet biofouling thresholds by doing continual
It was introduced to manage the biosecurity risks associated with maintenance using best practice.
vessel biofouling. The standard aims to reduce vessel biofouling by
requiring vessels to take preventative measures and maintain a clean Short-stay vessels are allowed a slime layer and gooseneck barnacles,
hull before they arrive into New Zealand. plus small amounts of other fouling organisms on their hull
(<1% coverage) and niche areas (<5% coverage).
Why is biofouling “bad”? Long-stay vessels are those staying in New Zealand for 21 days or
more, and/or that are visiting ports not designated as Places of First
Biofouling carries marine species that are extremely tough and Arrival. MPI encourages long-stay vessels to meet the thresholds by
resilient. Around 87 percent of non-indigenous marine species in cleaning/treating the vessel’s hull prior to arrival.
New Zealand are associated with biofouling on international vessels.
These introductions threaten the marine environment and its Long-stay vessels are only allowed a slime layer and gooseneck
economic, environmental, social and cultural values. barnacles; no other fouling will be allowed on hull or niche areas.
What is a clean hull, and why is it different for How do I meet the CRMS for vessel biofouling?
some vessels? Compliance with the upcoming CRMS can be achieved in several
The definition of “clean hull” depends on the vessel’s itinerary. ways, including:
It sorts vessels into two categories – short stay vessels and long stay • Cleaning the vessel hull less than 30 days before arrival in
vessels. New Zealand or within 24 hours of arrival using an MPI-approved
provider (you must have proof of a cleaning
facility being booked within 24 hours of arrival) –
Recommended for long-stay vessels.
• Doing continual maintenance using best practice
– Recommended for short-stay vessels.
• Applying MPI-approved treatments to the hull.
Vessels that cannot meet the requirements using
the methods outlined above may develop a Craft
Risk Management Plan to be approved by MPI.
What do I need to do to show

compliance?
MPI wants the risk of biofouling to be managed
offshore. This means we will be assessing
compliance based on documentation and records
that show you have done one of the three measures
to meet the biofouling standard. The type of
documentation we expect to see will depend on
the measure used to meet the standard (i.e. best
practice or cleaning before arrival).
February 2018
Currently, approved options for managing
biofouling in New Zealand are limited, as haul
out/dry docking is the only approved treatment
at the moment. This is only available for smaller
vessels, as large dry docks do not exist in
New Zealand.
Any biofouling management or costs due to delays
for non-compliant vessels will be at the vessel’s
expense.
What if I am unsure if my vessel

will be compliant or need
biofouling advice?
Contact MPI’s biofouling advisers at standards@
mpi.govt.nz with any questions. The earlier you
contact us the better, as there are more options
for managing biofouling before the vessel departs
for New Zealand. Once it is en-route, the options
become limited.
To find out what records you should carry, depending on your vessel What are Places of First Arrival?
type, visit the following pages:
A port approved under the Biosecurity Act to receive craft from
• Commercial vessels
outside New Zealand. A list of all ports currently approved as places
• Commercial fishing vessels
of first arrival in New Zealand for seacraft can be found on the MPI
• Yachts and recreational vessels
website.
• Work and project vessels
How will MPI assess whether a vessel meets

the thresholds of the CRMS? Will MPI
dive on every vessel?
MPI will assess compliance based on documentation
sent to MPI prior to a vessel’s arrival. MPI, and
other organisations, have commissioned extensive
research on risk indicators for biofouling, and have
used this information to develop methods to assess
the biosecurity risk of a vessel based on the vessel’s
records of biofouling maintenance, operating profile
(i.e. whether it moves around often or sits in place for
extended periods of time), and records of antifouling
paint application, among others. Only vessels that
cannot provide evidence they meet the standard may
be subject to a dive inspection.
What happens if my vessel is found

non-compliant with the CRMS?
If vessels are suspected to exceed the fouling
thresholds upon receipt of initial documentation,
MPI will first request further proof of biofouling
management.
Vessels that cannot prove they are compliant with
the standard may be subject to a dive inspection in
New Zealand.
If vessels are found non-compliant they will be
directed to either manage the biosecurity risk or to
leave New Zealand.
February 2018
What is a Craft Risk Management Plan My vessel is a work boat (i.e. tug/dredge/barge/
(CRMP)? resource vessel), what measures should I use to
When a vessel operator cannot meet the CRMS Biofouling
meet the CRMS?
requirements by one of the three required measures, they can Continual maintenance using best practice should underpin every
develop a Craft Risk Management Plan (CRMP). These plans must vessel’s maintenance plan. However, tugs, barges and resource
achieve the desired effect of MPI’s biofouling requirements support vessels brought from overseas to work or be permanently
(clean hull thresholds) but may use a different method to do so. based here, or vessels that have spent periods idle, will likely need
The plan must outline the ways the risk will be managed. to be hauled out, cleaned and/or re-antifouled 30 days before arrival.
The operator or person in charge of the vessel or fleet can submit a Carry evidence this has been done.
CRMP to MPI for consideration of approval.
What is a Transitional Facility?
What types of vessels might need a CRMP?
If you are importing goods, or bringing a craft to New Zealand for
MPI expects that cruise vessels, project vessels and some fishing treatment, they need to go first through a transitional or containment
vessels would be the main types of vessels that would require a facility and may need to be quarantined.
CRMP. This is because of the unique operating profile some of
Transitional facilities are approved by MPI to receive craft, containers
these vessels may have, or because they may be domestic vessels.
and goods that may pose a biosecurity risk. Goods or containers may
Guidance, and how to apply for a CRMP, can be found here.
need to be inspected or treated at the facility before they can be
“cleared” for entry into New Zealand.
My vessel is a commercial vessel
Every transitional facility has to have an MPI-approved transitional
(container, bulker, tanker, etc), what measure
facility operator and, if receiving containers, an accredited person
should I use to meet the CRMS?
available (who may also be the operator) who has been approved by
Doing continual biofouling maintenance according to best practice, MPI.
as outlined in the IMO guidelines (recommended for short-stay
Transitional facilities can hold, inspect, treat, identify, or destroy and
vessels). See below for more information regarding what is best
dispose of uncleared risk goods.
practice maintenance.
My vessel is a yacht, what measures should I

My vessel is a passenger vessel, what measure
use to meet the CRMS?
should I use to meet the CRMS?
Continual maintenance using best practice should underpin every
Most cruise vessels visit places that are not ports, so they are
vessel’s maintenance plan. However, yachts arriving from overseas
“long-stay vessels.” Due to the schedules of many cruise vessels,
will likely need to be hauled out, cleaned and/or re-antifouled
cleaning before arrival may not be an option prior to every entry
30 days before arrival. Carry evidence this has been done.
into New Zealand. In order for cruise vessels to meet the long-stay
threshold of the CRMS, MPI suggests cruise vessels comply by
creating a Craft Risk Management Plan. My vessel is a research vessel, cable ship or
“one-off” vessel, what measures should I use to
meet the CRMS?
My vessel is a fishing vessel, what measure
should I use to meet the CRMS? Continual maintenance using best practice should underpin every
vessel’s maintenance plan. However, research vessels often sit for
long periods of time before working on a project. In some cases
vessel’s maintenance plan. However, fishing vessels brought from
they may need to be cleaned and inspected before arrival into
overseas to work or be permanently based here will likely need to
New Zealand. This is particularly important for research vessels
be hauled out, cleaned and/or re-antifouled before arrival. Carry
as they are often coming to high value areas, such as our offshore
evidence this has been done.
islands, or for long periods of time. Carry evidence this has been
Domestic fishing vessels might want to submit a Craft Risk done.
Management Plan to MPI for approval.
Fishing vessels being brought from overseas to work or be based in My vessel is a navy vessel, what measures
New Zealand are recommended to meet the standard by cleaning the should I use to meet the CRMS?
entire vessel within 30 days before arrival. Carry evidence this has
been done.
vessel’s maintenance plan. However, navy vessels often sit for long
Fishing vessels coming for refit, repair, or biofouling removal need to periods of time before going to work on a project. In some cases
provide evidence of a booking within 24 hours of arrival. Biofouling they may need to be cleaned and/or inspected before arrival into
removal must be done at an MPI-approved Transitional Facility. See New Zealand. This is particularly important for navy vessels as they
below for information about Transitional Facilities. are often coming to high value areas, such as our offshore islands, or
for long periods of time. Carry evidence this has been done.
February 2018
My vessel is an oil & gas resource vessel, what What are “contingency plans”?
measures should I use to meet the CRMS? Operators should have contingency plans in place for instances
Oil rigs, and their support vessels are normally coming to when a vessel operates outside its usual profile, or is subject to
New Zealand for long periods of time. They will likely need to be failures or damage to antifouling systems. Contingency plans may
dry docked, completely cleaned and/or re-antifouled 30 days before include more frequent biofouling surveys, system repair, proactive
arrival. It helps to engage with MPI before you depart to check that in-water cleaning or application of reactive treatment to sea chests
everything has been done to comply (and to avoid unnecessary and internal pipework. In-water repair should be applied where
costs). Contact MPI at standards@govt.nz antifouling system damage has occurred, even if the area of damage
is relatively minor.
What is continual maintenance using best
practice? What are vessel niche areas?
Continual maintenance involves ongoing management of biofouling, Niche areas are the parts of a vessel that are more likely to
including: accumulate biofouling. They include, but are not limited to the
• Applying antifouling coatings to the hull and niche areas of following:
your vessel. It is important to choose a paint that matches the • keel, bilge keels, skegs;
operational profile of your vessel. • seawater inlets, sea chests, seawater outlets;
• Monitoring the performance of your vessel and performing in-water • sacrificial anodes/impressed current blocks and earthing plates;
inspections and cleaning when performance begins to decline. • echo sounder transducers, speed log fairings;
• Operating within the specifications of the antifouling system • propulsion units: propellers, propeller shaft/azimuth centre,
coating. propeller blades, propeller boss, bow/stern thrusters;
• Proactive grooming of the slime layer. Cleaning the slime layer • rudder, rudder stock, rudder post;
often will prevent larger organisms from settling and will allow the • anchors, chains, and lockers;
antifouling paint to be more effective. • internal sea water systems and bilge spaces: strainers and
• Having contingency plans (such as in-water inspections and pipework for engines, generators, fire main, deck services.
in-water cleaning) for when your vessel falls out of its operational
profile or the paint is damaged (repairs should be done if the What makes a good Biofouling Management
antifouling system is damaged, even if it is minor). Plan (BFMP)?
• Renewing antifouling coatings within the specified service life. A good BFMP is specific to your vessel, and details specific
• Treating pipework and sea chests or using Marine Growth management activities for all hull and niche areas present on the
Prevention Systems to minimise biofouling growth. vessel (including frequency of management activities). It should
Carry records of how your vessel has been maintained by developing also include contingencies for if/when the vessel falls out of its
a Biofouling Management Plan (BFMP) that details the procedures operational profile (i.e. if it doesn’t follow its normal schedule/
for managing biofouling for that vessel. It is also important to operating speed/route).
maintaining a Biofouling Record Book (BFRB), that logs all The most important part of a BFMP is a Biofouling Record Book
biofouling maintenance activities undertaken by the vessel. (BFRB) that details all of the biofouling management actions
undertaken by the vessel. This includes any
cleaning, inspection, treatment, dry docking,
antifouling, etc. These types of records are the
most useful for proving compliance to MPI.
A BFMP template can be found here
February 2018
How can I tell if my vessel is fouled?
You can monitor your vessel’s performance to see if it is fouled. It’s
important to remember that niche areas don’t affect speed as much
as the flat surfaces, so you should regularly inspect these to check
they haven’t became fouled.
Vessel performance changes that may indicate the presence of
fouling include:
• reduced speed (e.g., 1 knot) with shaft revolutions per minute (r/ Example of microfouling (slime layer)
min) set for standard speed;
• increased fuel consumption (> 5 %) to maintain a specified shaft
r/min (such as for standard speed), with propulsion and auxiliary
machinery at optimum efficiency;
• >5 % increase in shaft r/min to maintain a given speed;
• an increase in pressure required for the main turbine first stage
shell to maintain a given shaft r/min (for steam-propelled vessels,
assuming a constant main condenser vacuum and main steam
supply pressure and temperature);
• an increase in torque at a given shaft r/min (for vessels equipped
with main shaft torsion-meters). Example of macrofouling (e.g. barnacles, bivalves, algae, tubeworms).
What is in-water cleaning or treatment?

In-water cleaning and treatment are important tools for reducing Who do I need permission from to clean or treat
the biosecurity risks during the in-service period of vessels. In-water a vessel in-water?
cleaning or treatments can be applied proactively (preferred) or
In-water cleaning or treatment methods are acceptable only if the
reactively.
contaminant discharges from the activity comply with the standards
or requirements set by the relevant authority. Relevant authorities
What is proactive in-water cleaning or in New Zealand include MPI, Environmental Protection Authority,
treatment? regional councils, port authorities and marina operators.
Proactive in-water cleaning or treatment is used to reduce the For biosecurity purposes, the in-water cleaning or treatment provider
accumulation of microfouling (i.e. slime) on the vessel as part of a must be MPI-approved. It is likely that the provider would have the
biofouling management programme. It is known as hull grooming and appropriate discharge consents to be able to operate in their home
is considered best practice for ongoing hull maintenance. port or marina. Contact standards@mpi.govt.nz to find out how to
Proactive in-water cleaning and treatment can manage biofouling at become approved.
the slime layer stage to optimise vessel operational efficiency.
What is reactive in-water cleaning or treatment?

Reactive in-water cleaning or treatment is used to remove or treat
biofouling (i.e. macrofouling) from unmanaged or poorly maintained
vessels, or areas where antifouling coatings have failed or become
damaged. Macrofouling is more difficult to remove and may contain a
diverse range of organisms that are reproductively mature.
Where operationally and economically practical, vessels should be
dry-docked in preference to undergoing reactive in-water cleaning or
treatment.
Reactive in-water cleaning or treatment should not be considered a
replacement for vessel dry-docking. Reactive in-water cleaning can:
• release non-indigenous marine species freely into the marine
environment, helping them etablish;
• damage antifouling coating systems;
• shorten coating system service life;
• release biocides or other contaminants into the environment.
Depleted antifouling coating systems on hulls will also rapidly re-
foul, increasing biosecurity risks and reducing vessel efficiency.
February 2018
GUIDELINES FOR ASSESSING THE BIOSECURITY RISK
of vessels arriving to New Zealand
Is your commercial vessel high risk and
what can you do about it? Is the vessels’ antifouling no A vessel with an expired antifouling
To manage the biosecurity risks system in service? will never be assessed as low risk
associated with biofouling, the
Ministry for Primary Industries
have introduced the Craft Risk
yes
Management Standard (CRMS):
Biofouling on Vessels arriving no Is the antifouling system in yes
to New Zealand. the first half of its service life?
The risk of a vessel being

fouled is not dependent on one
single factor. There are several Has the vessel been laid Has the vessel been laid
indicators that MPI uses to yes up for one or more periods no yes up for one or more periods no
assess if a vessel is high risk. over 30 days since last over 30 days since last
If a vessel does happen to fall antifouling application? antifouling application?
into the high risk category, there
are a number of options that the
operator/master can carry out Has there been an in-water inspection Has there been an in-water inspection Has there been an in-water inspection
to reduce its risk profile on its
or clean in the last year, and has the or clean in the last year, and has the or clean in the last year, and has the
next voyage.
vessel met the threshold? vessel met the threshold? vessel met the threshold?
This flow chart gives a generic
overview of the risk profiling
process for vessels arriving yes no yes no yes no
at a New Zealand port. This
information is guidance only and
does not constitute, and should
not be regarded as, legal advice. Do you
Do you Do you
have have have
evidence? evidence? evidence?
yes no yes no yes no
Your vessel will likely be assessed as medium or high risk.

Consider reducing your risk by carrying out • reports and photos from a recent hull If you answered all the questions and received a green tick,
an in-water inspection or hull cleaning. Carry clean.
then it is likely your vessel will be low risk. This means it will
verifiable documentation to show MPI when • antifouling certificates. receive less intervention and verification at the border.
you arrive, such as: • records of contingency planning.
• reports and photos from a recent hull • biofouling management plan and record
inspection. book.
March 2018
What to do if your commercial vessel is assessed
as medium or high risk
If you answered all the questions above and ended up at • Reports from the most recent cleaning of the hull
a , then it is likely that your vessel will be assessed and niche areas, with photos: In-water cleaning
as medium or high risk of carrying biofouling. This does and treatment are important tools for reducing the
not mean that the vessel will be denied entry or face biosecurity risks during the in-service period of
compliance action, it means that your vessel has high vessels. Proactive in-water cleaning or treatment
risk “indicators.” (cleaning of the slime layer) is considered best practice
for ongoing hull maintenance.
High risk indicators can include:
• an ageing antifouling system; • Records of contingency planning: having contingency
plans (such as in-water inspections and in-water
• a number of periods stationary at one or more places
cleaning) for when a vessel falls out of its usual
(i.e. the vessel might have been idle while bunkering,
operational profile or the paint is damaged (repair
or waiting for work);
should be applied if the antifouling system is damaged,
• a high number of port calls. even if it is minor).
If a vessel is assessed as medium or high risk of carrying • Biofouling management plan (BFMP) and record
biofouling, MPI will contact the agent or master to book: record keeping is extremely important to be
find out what management practices have been done able to show MPI that your vessel is not high risk. We
to manage biofouling, before the vessel arrives. With will be using records and evidence of best practice
commercial vessels, MPI is looking to see documentation to verify if a vessel complies with the standard. A
and evidence that continual maintenance using best good BFMP is specific to your vessel, and details
practice has been carried out. specific management activities for all hull and niche
The kind of documentation that indicates a vessel has areas present on the vessel (including frequency of
been using best practices, includes: management activities). The most important part of a
• Antifouling certificates, including information on BFMP is a Biofouling Record Book (BFRB) that details
antifouling system coating (AFC) application date, any cleaning, inspection, treatment, dry docking,
type of AFC applied and if it is applied to niche areas: antifouling, etc. A BFMP template can be found here.
application or installation of antifouling systems is
the main way to manage biofouling accumulation on All documentation carried on board a vessel may be
a vessel. Documentation about a vessel’s antifouling subject to MPI verification at any time.
system should include:
* The type of antifouling system(s) applied;
If you carry these forms of documentation, then it is
* Service life of chosen antifouling system(s);
less likely MPI will need to carry out physical verification
* How the antifouling system(s) were applied (i.e. dry
of a vessel’s hull (such as costly dive inspections or
film thickness);
further verification with the agent or Master, which may
* Where the antifouling system(s) are applied or cause delays).
installed (i.e. niche areas);
* Antifouling maintenance plan (i.e. slime layer
grooming, damage repairs, etc.). What is a good in-water
• Reports from a recent hull and niche area inspection, inspection report?
with photos: In-water inspections should be conducted Thorough, clear reports that include photos or video of
whenever the vessel falls out of its usual operational all hull and niche areas are the best way for vessels to
profile. Make sure you monitor the performance of prove compliance. Vessels intending to visit New Zealand
your vessel and perform in-water inspections and may require more thorough reports than vessels visiting
cleaning when performance begins to decline. countries without similar biofouling rules.
Ministry for Primary Industries Guidelines for assessing biosecurity risk of March 2018 2
vessels arriving to New Zealand
Reporting guidelines
The below table outlines guidelines regarding the type of information that MPI prefers be included in hull inspection
reports. Vessels with detailed reports following the guidelines in the “Preferred” column will have an easier time proving
compliance with the CRMS (provided the vessel is clean to the appropriate threshold). All documentation should be
verifiable and in English.
Preferred  Not preferred 

Quantitative assessments of biofouling cover (i.e. Qualitative descriptions of biofouling cover (i.e.
estimates of percent cover). “typical”, “moderate”, “light”, etc).
Photos or video evidence of biofouling cover. Written description of biofouling cover.

All hull and niche areas specified and documented in Only flat hull surfaces or a subset of niche areas
report. specified and documented in report.
Percent coverage of biofouling organisms preset No indication of percent coverage of biofouling
reported. organisms.
All organism types included as biofouling cover
Only hard fouling organisms included as biofouling
(including soft bodied organisms such as sea squirts,
cover.
bryozoans, hydroids, etc).
Photos captioned and time/date-stamped to show No indication whether fouling levels detailed in report
whether fouling levels in report refer to levels before refer to levels before or after cleaning has taken
or after cleaning has taken place. place.
A vessel with an expired antifouling coating will never be assessed as low risk!
Prevention of biofouling settlement and accumulation on If your vessel has an expired AFC: this is not considered
vessel hulls and niche areas is mainly achieved by the best practice. MPI recommends the owner or operator
use of AFCs. Therefore, when MPI risk profiles vessels, considers dry-docking the vessel and applying new
considerable weighting is given to the age of the AFC, antifouling systems to the vessel.
and whether the niche areas of the vessel also have an
When re-applying the AFC, make sure to choose a
AFC applied.
paint that matches the operational profile of the vessel,
It is not possible to achieve a low risk status without an and ensure that it is applied properly (i.e. in the right
AFC, or with a coating that is expired, unless the vessel temperature, weather conditions, and at the proper
has been dry-docked, cleaned and transported via dry thickness). This is crucial to successfully managing
haulage. biofouling growth, as AFC systems are developed to
meet different cost and performance requirements
If a vessel arrives and does not have a current AFC,
(see example below). Make sure you are aware of the
or doesn’t carry any information about its AFC, then it
following information about your AFC, and carry this
is unlikely to have a smooth entry into New Zealand.
on board the vessel: application method, number of
Damaged or depleted antifouling coatings rapidly
coats, film thickness, application temperature, drying/
accumulate biofouling, and pose a large risk to our
curing times, over-coating time, and appropriate surface
marine environment.
preparation (if the vessel is being re-coated).
If your vessel is near the end of its antifouling system
service life: MPI recommends you carry out an in-water
inspection and obtain a report, with photos. If required,
we recommend the vessel is cleaned before departure
for New Zealand.
Example Operational Antifouling Types of
profile system coating vessels
Vessel 1 Low to medium (slow- This vessel will require For example, navy vessels and
steaming) speed. application of faster- workboats.
polishing, higher thickness
Low-activity.
antifouling coating
Uncertain operational profile system(s). These coating
and a high likelihood of long systems generally have
lay-up periods. a greater cost than the
slower-polishing systems.
Vessel 2 Has a medium to high speed. A suitable choice for For example, commercial vessels
this vessel will likely be (cargo vessels, cruise vessels, etc).
High-activity.
a slower-polishing and
Has a predictable lower thickness antifouling
operational profile. coating system(s). While
this type of system has a
lower cost, it cannot be
applied to vessel 1 as its
low speed and activity
will not enable the “self-
cleaning” process.
Fouling release coating systems readily foul on stationary or low-activity vessels, and while ongoing proactive in-water
cleaning can maintain a clean surface, care must be taken to ensure cleaning methods do not cause surface damage
or result in depletion of key coating system components.
Some more notes about AFCs

• A vessel that has an AFC on the hull and all relevant It’s important to know though, that this assessment
submerged areas is assigned a lower risk compared can change at any point. If your vessel is assessed as
to a vessel that has only partial AFC, either on its hull low risk the first time it arrives, it may not necessarily
only, hull and some niche areas only, niches only, an be low risk the next time it arrives. For example, if
expired AFC, or no AFC at all. something happens and the vessel is laid up, or the
• A vessel that has an AFC that is within the vessel’s antifouling system coating begins to age, then
recommended service life is assigned a lower risk the chance of becoming medium or high risk will go
compared to a vessel without or with an outdated AFC. up. This doesn’t mean you have to worry about being
The level of risk increases with the antifouling age. denied entry! Just make sure the owner, or operator
has continually maintained the hull, and followed all the
• Vessels that have correct documentation to
steps on page 1, and the vessel will be more likely to
demonstrate they have an AFC are allocated a
comply with the biofouling standard.
lower risk compared to vessels that do not have
documentation.
 Your vessel is likely to be assessed as

low risk!
If you answered all the questions and received a
, then it is likely your vessel will be low risk. This
means it will receive less intervention and verification
at the border. Vessels that are assessed as low risk
probably have a new, or recently applied antifouling
system coating, have not been stationary for extended
periods of time, and/or they carry evidence of continual
maintenance using best practice.
GUIDELINES FOR DIVING SERVICE PROVIDERS
inspecting vessels arriving to New Zealand
Overview The New Rules – The Craft Risk Management

As a provider of diving Standard (CRMS) for Biofouling on Vessels arriving to
services, you may be New Zealand
contracted to inspect, clean, The Craft Risk Management Standard for Biofouling on Vessels Arriving to New Zealand
or maintain the hulls of (CRMS) goes into force in May 2018, and requires all vessels arriving to New Zealand to
vessels intending to visit do so with a “clean hull”.
New Zealand. Beginning in The definition of “clean hull” depends on the vessel’s itinerary, which sorts vessels into
May 2018, the Ministry for two categories:
Primary Industries (MPI) will • Short-stay vessels are those vessels intending to stay in New Zealand for 20 days or
require all vessels arriving less, and to only visit ports designated as Places of First Arrival. These vessels are
allowed a slime layer and gooseneck barnacles, plus small amounts of other fouling
in New Zealand to arrive
organisms on hull (<1% coverage) and niche areas (<5% coverage).
with a “clean hull”. Vessel
• Long-stay vessels are those vessels intending to stay in New Zealand for 21 days or
masters and owners often more, and/or to visit ports not designated as Places of First Arrival. These vessels are
defer to divers’ assessments only allowed a slime layer and gooseneck barnacles; no other fouling will be allowed on
of the level of fouling found hull or niche areas.
on their hull, and the reports
compiled by dive companies
will often be used as proof
of compliance with the new
biofouling standard. As such,
MPI feels it is important
to notify dive providers of
the thresholds it will use
to assess the cleanliness
of a vessel once the new
standard is enforced, so
that they may give accurate
advice to vessels planning to
visit New Zealand.
Ministry for Primary Industries GUIDELINES FOR DIVING SERVICE PROVIDERS March 2018 1
Vessels must comply with the standard by showing The role of dive providers – An
evidence of one of the following:
important resource for advice to
• Maintain a clean hull through best practice
maintenance – Recommended for short stay vessel owners and operators
vessels. Divers provide valuable advice. In the four years
leading up to the implementation of the CRMS,
• Clean/treat the hull less than 30 days prior to
MPI has noted that vessel masters value divers’
arrival to New Zealand Territory – Recommended
assessments of biofouling, and often defer to divers’
for long stay vessels.
assessments. However, the thresholds for what
• Clean/treat the hull within 24 hours of arrival to constitutes a “clean hull” for vessels arriving in New
New Zealand Territory. Zealand after May 2018 are likely more strict than
• Through the development of a MPI-approved Craft some vessel masters and dive providers are used to.
Risk Management Plan. Photographs from inspection reports submitted to
MPI indicate that sometimes a diver’s assessment
Part of “best practice maintenance” includes of “typical” or “light” fouling would not meet the
regular hull inspection, proactive cleaning (i.e. thresholds of the CRMS.
slime layer grooming), and reactive cleaning (i.e.
macrofouling), if needed. Therefore, vessels will Once the CRMS goes live in May 2018, vessels will
rely on the expertise of dive providers to ensure need to provide proof that they are adequately
they meet the thresholds of the standard and have managing biofouling. Hull inspection or cleaning
sufficient evidence to prove compliance upon arrival reports, photos, and video provided by dive providers
to New Zealand. Vessels that cannot provide evidence are an important piece of evidence that vessels can
of a clean hull upon arrival will be subjected to provide to MPI to prove compliance. Thorough, clear
compliance actions upon arrival, such as a dive reports that include photos and/or video of all hull
inspection, or a direction to leave New Zealand and niche areas are the best way for vessels to prove
Territory until the biofouling has been managed. compliance. Vessels intending to visit New Zealand
may require more thorough reports than vessels
visiting countries without similar biofouling rules.
Reporting guidelines
The below table outlines guidelines regarding the type of information that MPI prefers be included in hull
inspection reports. Vessels with detailed reports following the guidelines in the “Preferred” column will have an
easier time proving compliance with the CRMS (provided the vessel is clean to the appropriate threshold).
Preferred  Not preferred 

Quantitative assessments of biofouling cover (i.e. estimates of Qualitative descriptions of biofouling cover (i.e. “typical”,
percent cover). “moderate”, “light”, etc.).
Photos or video evidence of biofouling cover. Written description of biofouling cover.
Only flat hull surfaces or a subset of niche areas specified and
All hull and niche areas specified and documented in report.
documented in report.
Percent coverage of biofouling organisms present reported. No indication of percent coverage of biofouling organisms.
All organism types included as biofouling cover (including soft-
Only hard fouling organisms included as biofouling cover.
bodied organisms such as sea squirts, bryozoans, hydroids, etc.).
Photos captioned and time/date-stamped to show whether
No indication whether fouling levels detailed in report refer to
fouling levels in report refer to levels before or after cleaning
levels before or after cleaning has taken place.
has taken place.
Photo and video guidelines

Photos and videos submitted as evidence of hull • Clearly labelled in the report with the hull location
fouling should be: from which the photo was taken. (For video,
• Clear and in focus. diver should indicate location on hull in audio
• High quality (not pixelated). communications).
• Date and time stamped. (Note that newer GoPro • Video should be as stable/smooth as possible (i.e.
camera models do not have a date stamp feature). not jerky or moving too quickly to identify fouling).
Niche areas
As most dive providers are likely aware, biofouling tends to accumulate in niche areas, rather than
on flat hull surfaces. Vessels arriving to New Zealand will need to provide evidence that they are
adequately managing biofouling in niche areas. Therefore, vessels planning to visit New Zealand
may require that more attention be paid to cleaning and documenting niche areas when conducting
dive inspections and hull cleaning.
Niche areas where biofouling can accumulate, and which are important to document include, but
are not limited to:
• Sea chests • Discharge pipes
• Bilge keels • Bulbous bow
• Bow/Stern thrusters • Rope guards
• Rudders • Sounders/instruments
• Propellers • Sacrificial anodes, etc.
Representative examples
The following photos are representative of the level of fouling that would be acceptable or
unacceptable under the thresholds of the CRMS. Any fouling greater than that shown as
“unacceptable” in the following photos should be considered to exceed the thresholds of the
CRMS. Fouling that exceeds the thresholds should be cleaned prior to the vessel departing for
New Zealand.
Slime layer
The slime layer should be flush with the hull and should not be filamentous or “roped”. Macroalgae
such as shown in the bottom, right hand photo does not count as “slime” and coverage greater than
1% on the hull or 5% in niche areas should be cleaned.
Acceptable  Unacceptable 
Gooseneck barnacles
Gooseneck barnacles are always allowed

under the CRMS, in any amount, in any
location.
Waterline and flat hull surfaces
The waterline and flat surfaces of the hull should have no more than a slime layer and incidental
(1% cover) of macrofouling. Filamentous slime is unacceptable, as are encrusting organisms
such as bryozoans. Damage to the antifouling coating should be repaired, as a vessel with
a damaged antifouling system is not following best practices for biofouling management.
Scattered fouling presents a lower biosecurity risk than clumped fouling. Therefore, clumped
biofouling and/or fouling of >1 organism type or species exceeds the thresholds and should be
cleaned prior to the vessel’s departure for New Zealand.
Sea chests
Sea chests should be unobstructed, with only scattered (<5% cover) macrofouling. Clumped
macrofouling presents a higher biosecurity risk than scattered fouling (because the organisms
are close enough to reproduce), so dense clumps or cover >5% should be cleaned. Mussels,
such as those indicated in the circled portion of the bottom, right photo, are high risk organisms
and indicate advanced fouling, and should always be cleaned when present. If possible, the
insides of sea chests should also be inspected, documented, and cleaned if necessary.
Niche areas
Niche areas should have a total biofouling cover of <5%, plus a slime layer and gooseneck barnacles.
All fouling organisms, including encrusting and soft-bodied organisms, should be included as part
of the total estimate of cover. All niche areas should be thoroughly inspected and photographed, with
attention to recesses and other irregularities which may shelter biofouling organisms. All niche areas
present on the vessel should be inspected and documented during the hull inspection, if possible
(note, the below section is not a comprehensive list of niche areas to be surveyed).
Any biofouling above the 5% cover threshold should be cleaned, with special attention to organisms
growing in clumps, or to organisms such as mussels, which indicate advanced levels of hull fouling
and present a higher biosecurity risk.
Propeller
Rudder
Bow thrusters
Bilge keel
Discharge pipes
Stabiliser
Bulbous bow
Draft marks
High Risk Organisms
Although the CRMS thresholds are based on total percent cover, rather than on the
species present, some biofouling organisms are indicative of advanced hull fouling, and
should always be removed when present. The presence of these organisms not only
increases the biosecurity risk associated with the vessel, but also indicates that the
vessel has likely not been managing biofouling using best practices. If these organisms
are present on the vessel, there is a high possibility that the vessel will be found non-
compliant with the CRMS.
Mussels
Oysters
Sea Anemones
(and other soft-
bodied organisms,
i.e. sea squirts)
Slime, algae, or
barnacles growing
on top of other
fouling organisms
(indicates
advanced fouling
assemblage)
Online Resources
More information regarding the CRMS and compliance requirements for
vessels visiting New Zealand can be found at the MPI website: http://www.mpi.
govt.nz/importing/border-clearance/vessels/arrival-process-steps/biofouling/
biofouling-management/
This page contains specific advice for different vessel types, as well as links to the
standard and guidance documentation, such as:
• Craft Risk Management Standard for Biofouling (CRMS): http://www.mpi.govt.
nz/dmsdocument/11668-biofouling-on-vessels-arriving-to-new-zealand-craft-risk-
management-standard
• Frequently asked questions: http://www.mpi.govt.nz/

dmsdocument/27444-craft-risk-management-standard-faqs
• Draft Guidance for CRMS: http://www.mpi.govt.nz/dmsdocument/11671-

biofouling-on-vessels-arriving-to-new-zealand-draft-guidance-document-for-the-
craft-risk-management-standard
For more information on best practices for biofouling management, please see the
IMO Biofouling Guidelines:
http://www.imo.org/en/OurWork/Environment/Biofouling/Documents/RESOLUTION%20
MEPC.207%5b62%5d.pdf
Any enquiries regarding the New Zealand’s biofouling requirements should be
submitted to standards@mpi.govt.nz
USA - Federal
New Biofouling Requirements
Reference is made to USCG Regulation 33 CFR Part 151.
USCG requires as of 19 June 2018 the following:
33 CFR §151.2050 (e)
Rinse anchors and anchor chains when the anchor is retrieved to remove organisms
and sediments at their places of origin.
33 CFR §151.2050 (f)
Remove fouling organisms from the vessel’s hull, piping, and tanks on a regular basis
and dispose of any removed substances in accordance with local, State and Federal
regulations.
33 CFR §151.2050 (g)
Maintain a ballast water management (BWM) plan that has been developed
specifically for the vessel and that will allow those responsible for the plan’s
implementation to understand and follow the vessel’s BWM strategy and comply with
the requirements of this subpart. The plan must include:
(1) Detailed safety procedures;
(2) Actions for implementing the mandatory BWM requirements and practices;
(3) Detailed fouling maintenance and sediment removal procedures;
(4) Procedures for coordinating the shipboard BWM strategy with Coast Guard
authorities;
(5) Identification of the designated officer(s) in charge of ensuring that the plan is
properly implemented;
(6) Detailed reporting requirements and procedures for ports and places in the United
States where the vessel may visit; and
(7) A translation of the plan into English, French, or Spanish if the vessel's working
language is another language.
USA - California
New Biofouling Requirements
California State Lands Commission (SLC) has issued the attached Marine Invasive
Species Program Annual Vessel Reporting Form. This form will also be available in BF.
Effective October 1, 2017, all vessels that arrive at California ports must submit the form
once annually, at least 24 hours in advance of the first arrival of each calendar year.
Vessels will no longer need to submit the Hull Husbandry Reporting Form, the Ballast
Water Treatment Supplemental Reporting Form or the Ballast Water Treatment Annual
Reporting Form.
SLC also issued the following guidance letter regarding the updated reporting
requirements for vessels arriving at California ports.
STATE OF CALIFORNIA EDMUND G. BROWN JR., Governor
CALIFORNIA STATE LANDS COMMISSION JENNIFER LUCCHESI, Executive Officer

100 Howe Avenue, Suite 100-South (916) 574-1800 Fax (916) 574-1810
California Relay Service TDD Phone 1-800-735-2929
Sacramento, CA 95825-8202 from Voice Phone 1-800-735-2922
Contact Phone: (916) 574-0742

Contact Fax: (916) 574-1950
September 22, 2017

File Ref: W9777.234
Dear Shipping Agents and Interested Parties:
Please provide notice and information about the following items to vessels arriving at California
ports. This letter addresses:
1) New information
• Marine Invasive Species Program Annual Vessel Reporting Form
• Repeal of the Ballast Water Treatment Technology Annual Reporting Form,
Ballast Water Treatment Supplemental Reporting Form, and the Hull Husbandry
Reporting Form
2) Reminder about existing requirements
• Ballast Water Management Report
NEW INFORMATION
Marine Invasive Species Program Annual Vessel Reporting Form (Attachment A)

Effective October 1, 2017, all vessels that arrive at California ports must submit the Marine
Invasive Species Program Annual Vessel Reporting Form (hereafter Annual Vessel Reporting
Form) once annually at least 24 hours in advance of the first arrival of each calendar year.
• Note: In 2017, if a vessel arrived at a California port for the first time prior to October 1,
2017, then the vessel must submit the Hull Husbandry Reporting Form and the Ballast
Water Treatment Technology Annual Reporting Form (if applicable). If a vessel arrives at
a California port for the first time between October 1, 2017, and December 31, 2017,
then the vessel must submit the Annual Vessel Reporting Form.
Repeal of the Ballast Water Treatment Technology Annual Vessel Reporting Form,
Ballast Water Treatment Supplemental Reporting Form, and the Hull Husbandry
Reporting Form
Vessels are no longer required to submit the following forms for arrivals at California ports on or
after October 1, 2017:
• Ballast Water Treatment Technology Annual Vessel Reporting Form
• Ballast Water Treatment Supplemental Reporting Form
• Hull Husbandry Reporting Form
September 22, 2017
Page 2 of 2
REMINDER ABOUT EXISTING REPORTING REQUIREMENTS
Ballast Water Management Report (Attachment B)

All vessels that arrive at California ports must submit the Ballast Water Management Report 24
hours prior to arrival at each port call in California. If a vessel’s voyage is less than 24 hours,
then the report shall be submitted upon departure from the last port of call prior to arrival.
To ensure compliance with reporting requirements under the Marine Invasive Species Act
(Public Resources Code section 71200 et seq.), please:
• Supply vessel masters, owners, operators, or persons in charge with required reporting
forms
• Inform vessel masters, owners, operators, or persons in charge of the submission
requirements
• Encourage timely submission of all required forms
• Remind clients that failure to comply with form submission requirements may result in an
administrative civil penalty applicable to the master, owner, operator, agent, or person in
charge of a vessel
Please send all completed reports to:

Email: bwform@slc.ca.gov
FAX: 562-499-6444
Online: https://misp.io
For more information about the California State Lands Commission’s regulations or for copies of
required reporting forms, please visit the Marine Invasive Species Program website:
http://www.slc.ca.gov/Programs/MISP.html.
Thank you for your attention to this matter. Please contact me with any questions at
nicole.dobroski@slc.ca.gov or (916) 574-0742.
Sincerely,
Nicole Dobroski
Assistant Chief
Marine Environmental Protection Division

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Biofouling Management Plan - Rev 3 - Annex 1 / 21/06/2018

Annex 2 / Special National Requirements

Rev. 3 Page 1 of 5 Released by: DPA

What is a clean hull?

How to comply with the new requirements?

Rev. 3 Page 2 of 5 Released by: DPA

What to do? / What to provide? / What to arrange?

Rev. 3 Page 3 of 5 Released by: DPA

Rev. 3 Page 4 of 5 Released by: DPA

New Requirements as from 01.Jan.2018

Rev. 3 Page 5 of 5 Released by: DPA

Two vessel categories under the CRMS

Approved ports of first arrival are from North to South:

- commercial cargo vessels

How to comply with new requirements

- Doing continual hull maintenance using best practices (recommended for

Providing evidence of compliance

- Biofouling Management Plan and record book

Continual maintenance involves ongoing management of biofouling, including:

- developing and maintaining a Biofouling Management Plan specific to the

Best practices are outlined in the International Maritime Organization's (IMO)

Self-assess your vessel’s risk profile, see Annex 2d.

Cleaning prior to arrival

- may include hull cleaning or dry docking reports

Cleaning with an MPI-approved treatment supplier

Craft Risk Management Plans

- require a hull inspection upon arrival to New Zealand

These measures will be at the expense of the vessel owner or operator.-

Dated at Wellington this day of 2014

Contact for further information

Ministry for Primary Industries Page 1 of 8

Part 1: Preliminary Provisions 4

Ministry for Primary Industries Page 2 of 8

Who should read this Craft Risk Management Standard?

Why is this important?

Ministry for Primary Industries Page 3 of 8

Part 1: Preliminary Provisions

1.2 The outcome this standard is seeking to achieve

1.3 Incorporation of material by reference

Ministry for Primary Industries Page 4 of 8

2.1 ‘Clean Hull’ requirement

2.2 ‘Clean Hull’ thresholds

Table 1: Biofouling Threshold for Long-Stay Vessels

Hull part Allowable biofouling

Table 2: Biofouling Threshold for Short-Stay Vessels

Hull part Allowable biofouling

Ministry for Primary Industries Page 5 of 8

Hull area Algal growth occurring as:

2.3 Acceptable measures for meeting the standard

8 Means approved as a transitional facility under section 39 of the Act

the MPI website.

Ministry for Primary Industries Page 6 of 8

2.4 Information requirements

Ministry for Primary Industries Page 7 of 8

New Zealand’s territorial waters

Ministry for Primary Industries Page 8 of 8

Guidance Document for the

A guidance document issued by the Ministry for Primary Industries

About this document

Version Version Date Section Changed Change(s) Description

Biosecurity and Environment Group