BIOFOULING MANAGEMENT PLAN

AND

RECORD BOOK

This plan has to be made ship specific. Fill up all empty boxes
and insert / amend details wherever you see it is highlighted.
Delete the highlighted instruction including this after filling in
the details

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TO BE RETAINED ON BOARD FOR THE LIFE OF THE VESSEL

Rev.01: June 2020 Page 2 of 19

CONTENTS:

1. Introduction

2. Definitions

3. Ships Particulars

4. Operating Profile of the Vessel

5. Description of Fouling Control Coating

6. Areas of Vessel Susceptible to Biofouling

7. Biofouling Management Action Plan

8. Operation and Maintenance of Fouling Control Coating

9. Safety Procedures

10. Disposal of Biofouling Waste

11. Biofouling Record Book

12. Crew Training

13. Biofouling Management to Minimize the Transfer of Nonindigenous Species

from Vessels Arriving at California Ports (additional requirements)

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1.0 Introduction

In compliance with IMO resolution MEPC 207 (62), and various local and federal regulations these
guidelines provide useful information and measures to the Master of the vessel to minimize the risks
associated with biofouling, and to minimise the transfer of invasive aquatic species. It provides
operational guidance for the planning and actions required for ship’s biofouling management.

Marine invasive aquatic species are known to be introduced and trans-located in a variety of ways,
including ballast water, biofouling, aquaculture operations and aquarium imports. The impact of the
introduction of the marine invasive species is that it can have adverse impacts on coastal ecosystems,
and has an adverse effect on tourism, fishing, and costal values. Invasive species are very difficult to
eradicate once they have become established.

The biofouling management plan focuses only on the biofouling part of the trans-location and
addresses management measures to reduce the biofouling risks from ships. It is necessary to keep
accurate records and ensure this plan and the record book is properly filled in.

This biofouling management plan provides a description of the biofouling management strategy of the
vessel that is sufficiently detailed to allow the master or ship's officer or crew member serving on the
vessel to understand and follow the biofouling management strategy.

It shall, upon request, be made available to the coastal state authorities and PSC inspectors for
inspection and review.

This plan should be made specific to your vessel and shall include a copy of the vessel’s last two dry
dock report regarding hull cleaning/painting. Also any underwater inspection or in-water cleaning
report since the last dry docking will form part of this document.

To make it specific follow the instructions below:

a. Fill in ships particulars in section 3.

b. Fill in the operating profile in section 4.

c. Fill in the description of the fouling coating in section 5. Fill in known regions where anti fouling
is not applied. Fill in the details of your MGPS and the areas it covers. Fill in the operating
conditions for the antifouling coating to be effective. Any other specifications required for
optimum antifouling paint performance. Give reference to any previous antifouling coating
report and attach same to this document (state date/time of report). And attach a copy of the
last anti fouling certificate.

d. In section 6 fill in the areas susceptible to biofouling and including the niche areas as explained
in the section. Also mark areas where the biofouling can be physically damaged.

e. In section 7 first column remove any item that is not applicable to your vessel. Columns 2 and 3
make it ship specific.

f. In section 8 amend and append procedures.

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2.0 Definitions

AFS Convention means the International Convention on the Control of Harmful Anti-Fouling Systems
on Ships, 2001.

Antifouling System (AFS) Certificate refers to the International Antifouling System Certificate that
vessels greater than 400 gross tonnes and registered to a Flag State that is a Party to the AFS
Convention, 2001 are required to carry. This certificate indicates that the vessel’s antifouling system
complies with the Convention.

Anti-fouling system means the combination of all component coatings, surface treatments (including
primer, sealer, binder, anti-corrosive and anti-fouling coatings) or other surface treatments, used on a
ship to control or prevent attachment of unwanted aquatic organisms.

Biocide refers to a chemical substance that is incorporated into antifouling coatings to prevent the
settlement or survival of aquatic organisms.

Biofouling also referred to as hull fouling or marine growth means the accumulation of aquatic
organisms such as micro-organisms, plants, and animals on surfaces and structures immersed in or
exposed to the aquatic environment including, but not limited to, sea chests, propellers, anchors and
associated chains, and other niche areas. Biofouling can include microfouling and macrofouling.

Biocidal anti-fouling coating means an anti-fouling containing one or more chemical substances that
are toxic or act as a deterrent to the settlement of living organisms.

Effective coating lifespan means the expected age of an anti-fouling coating, as determined by the
manufacturer and based on the vessel-specific application scheme (e.g. coating thickness) at the time
of application, at which the coating is no longer expected to satisfactorily prevent or deter biofouling.

Extended residency period means remaining in one port consecutively for forty-five days or longer.

In-water inspection means underwater survey or inspection by divers. Inspections for purposes
other than surveying biofouling may be considered opportunities for evaluating biofouling extent.

In-water cleaning means the physical removal of biofouling from the wetted portions of a vessel
while the vessel remains in the water.

Invasive aquatic species means a species which may pose threats to human, animal and plant life,
economic and cultural activities and the aquatic environment.

Marine Growth Prevention System (MGPS) means an anti-fouling system used for the prevention
of biofouling accumulation in internal seawater cooling systems and sea chests and can include the use
of anodes, injection systems and electrolysis.

Macrofouling means large, distinct multicellular organisms visible to the human eye such as
barnacles, tubeworms, or fronds of algae.

Microfouling means microscopic organisms including bacteria and diatoms and the slimy substances
that they produce. Biofouling comprised of only microfouling is commonly referred to as a slime layer.

Niche areas mean areas on a ship that may be more susceptible to biofouling due to different
hydrodynamic forces, susceptibility to coating system wear or damage, or being inadequately, or not,
painted. They include, but are not limited to, waterline, sea chests, bow thrusters, and thruster tunnel
grates, rope guard, stern tube, propeller shafts, inlet gratings, bollards, dry-dock support strips,
cathodic protection anodes, anchor chains and lockers, echo sounders and velocity/pitot tubes,
overboard discharge , areas prone to hull contact/damage etc.

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Non-biocidal anti-fouling coating means an anti-fouling coating that does not rely on one or more
chemical substances intended to be toxic or act as a deterrent to organism settlement in order to
achieve its anti-fouling properties. Non-biocidal anti-fouling coatings may include foul-release coatings.

Out-of-water maintenance means removal of the vessel from the water and placement into a dry
dock or slipway for inspection or maintenance. Out-of-water maintenance is commonly referred to as
dry docking.

Out-of-water or Dock support blocks means support blocks placed underneath the vessel while the
vessel is undergoing out-of-water maintenance in a dry dock or slipway.

Out-of-water or Dock support strips means sections of a vessel’s hull that rest on out-of-water
support blocks while the vessel is undergoing out-of-water maintenance in a dry dock or slipway.
These areas are typically not cleaned or treated with fresh anti-fouling systems, resulting in reduced
anti-fouling protection.

Treatment means a process which may use a mechanical, physical, chemical or biological method to
remove or render sterile, invasive or potentially invasive aquatic species fouling a ship.

Waterline means the area along the external hull of a vessel where the surface of the water interfaces
with the air. The waterline is not a fixed location; its placement is dependent on loading and ballasting
operations.

Wetted portion of a vessel means all parts of a vessel's hull and structures that are either
submerged in water when the vessel is loaded to the deepest permissible legal draft or associated with
internal piping structures in contact with water taken onboard.

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3.0 Ships Particulars

VESSEL NAME:

FLAG:

PORT OF REGISTRY:

GROSS TONNAGE:

IMO NUMBER:

REGISTERED LENGTH:

BEAM: (This should be taken from the Registry or class certificate)

TYPE OF VESSEL:

CALL SIGN & MMSI NUMBER:

4.0 Operating profile of the vessel

TYPICAL OPERATING SPEED:

(Current)

PERIOD UNDERWAY:

PERIOD STATIC:
(INCLUDE BERTHED/ANCHORED/MOORED)

TYPICAL OPERATING AREAS:

PLANNED DURATION
BETWEEN DRY DOCKING

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5.0 Description of Fouling Control Coating

The antifouling systems in place in different parts of this vessel are:

Type of Fouling Control

Areas where applied Effective Life Cleaning AFS
Coating Applied: DFT: Manufacturer:
& Date of Application of Coating: Requirements: Cert:
(Product Name)

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Areas where anti fouling systems are not applied or installed:
Also note details of any immersed areas where antifouling systems are not installed or applied:

Marine growth prevention systems:

Dosing and frequency if any

Sea Water System without fitted MGPS & Location of them (if any):

E.g.: Emergency sea chest / system, Pump room sea chest / ballast system

Operating condition required for coating to be effective:

Other specification required for paint performance:

Previous reports on performance of ships anti-fouling systems should be noted here:

Note:
Attach copy of anti-fouling certificate and Coating manufacturers product document indicating effective
life of coating here. When ship dry docks and coating is changed, attach a new page here, do not
remove the old page / certificates.

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6.0 Areas of Vessel Susceptible to Biofouling

Mark in the above plan areas susceptible to coating wear or damage and biofouling.

Mark niche areas which include, but are not limited to, waterline, sea chests, bow thrusters, and
thruster tunnel grates, rope guard, stern tube ,propeller shafts, inlet gratings, bollards, dry-dock
support strips, cathodic protection anodes, anchor chains and lockers, echo sounders and velocity/pilot
tubes, overboard discharge , areas prone to hull contact/damage etc.

Add symbols if needed. Mark the plan as per instructions above.

In the diagram of the ship, (PART-6) you should include location of those areas that are particularly
susceptible to biofouling (including access points in the internal seawater cooling systems, and
seawater intake and outlet).

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7.0 Biofouling Management Action Plan

Management action to be
Areas of the ship which Management actions required for
undertaken if ship operates
are particularly each area (e.g. – inspection,
outside its usual operating
susceptible to biofouling cleaning, repairs & maintenance)
profile.
External hull surfaces: Visible areas to be inspected If vessel laid up or been in
- Vertical sides extended residency period at
- Flats berth or at anchor, check the
- Boot top ship side regularly and advice
- Bulbous bow Master to insist to pilots to bring Managers about excessive
- Bow dome vessel alongside quay gently to avoid fouling-if any noticed.
- Transom physical damage to paint surface due
contact with berth, jetty. If excessive If vessel slow steaming below
fouling noticed to advise Managers vessel’s normal operating profile
and biofouling is starting to be
visible- to advise managers /
charterers and after obtaining
permission to increase speed to
normal.

Vessels that are drifting without

business or awaiting berth, it is
recommended where possible to
monitor the shipside for any
fouling.

During this drifting period, based

on the recommendations from
Paint manufacturers vessels may
opt to steam at certain speeds
for a specified duration of time
once every few days. Prior
permission should be obtained
from the Operations Manager
before proceeding enroute.

Hull appendages and Under water areas that are not readily As in column two.
fittings: visible to be inspected by divers
- Bilge keels during in water survey/cleaning.
- A-brackets
- Stabilizer fins
- CP anodes

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 Management action to be
Areas of the ship which Management actions required for
undertaken if ship operates
are particularly each area (e.g. – inspection,
outside its usual operating
susceptible to biofouling cleaning, repairs & maintenance)
profile.
Flat bottom dry docking  Ships subject to regular dry- This area is not visible during
support stripes docking cycle (30 months) the normal operation of the vessel,
positions of dry-docking blocks and so check should be made on the
supports should be varied at each ship side as reference
dry-docking:
o Every alternate dry-dock the If vessel is laid up or has been in
vessel should be positioned on extended residency period,
the blocks such that the areas check the ship side regularly and
covered by blocks during advice Managers about excessive
previous docking are free for fouling-if any noticed.
repair & maintenance including
renewal of coating.
o A plan to renew the coatings of If vessel is advised to slow
the dry-docking support stripes steaming below vessel’s normal
should be prepared on the operating profile and biofouling
basis of the vessels docking is starting to be visible on ship
plan. This arrangement and side - Master to advise
plan should be provided to the managers/charterers and after
docking master and discussed obtaining permission increase
in advance to the docking. speed to normal.
 Ships subject to a 5-year dry-
docking cycle (60 months):
o The areas which are covered by
the blocks shall be painted with
AF paint that has a 10-year
validity; and
o Every alternate dry-dock the
vessel should be positioned on
the blocks such that the areas
covered by blocks during
previous docking are free for
repair & maintenance including
renewal of coating
 Where it is not possible to
alternate the position of dry-
docking support strips (e.g. in
critical weight bearing areas such
as under the engine-room)
o These areas should be specially
considered and managed by
other means, e.g., the
application of specialized
coatings or procedures

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 Management action to be
Areas of the ship which Management actions required for
undertaken if ship operates
are particularly each area (e.g. – inspection,
outside its usual operating
susceptible to biofouling cleaning, repairs & maintenance)
profile.
Steering and propulsion: Anchor chain locker demucking to be As in column two.
- Propeller done at scheduled dry dock and
- Propeller shaft Master/ to ensure that every time the
- Stern tube seal chain in heaved in, its flush down with
- Anchor chain excessive seawater in order to avoid
- Chain locker taken onboard any local aquatic
- Rope guard species. Additional fire hoses may be
- Rudder used if necessary. If vessel is to stay
at anchor for long time alternate
Bow / Stern thrusters between port/starboard anchors
- Propeller weekly when possible- if safe to do so.
- Thruster body Record these actions in biofouling
- Tunnel record book.
- Tunnel grates
- Rope guards Visual inspection of any fouling on the
- Shaft Seals shaft propeller/rudder/ (and any items
in column 1) to be recorded if visible.
And when excessive fouling noticed to
advise the managers.

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 Management action to be
Areas of the ship which Management actions required for
undertaken if ship operates
are particularly each area (e.g. – inspection,
outside its usual operating
susceptible to biofouling cleaning, repairs & maintenance)
profile.
Seawater intakes and Inspection of the seawater intakes and As in column two.
internal seawater cooling cooling systems.
systems: If to be on cold lay-up consider
Where steam or hot water injection is blanking the intakes.
- Engine cooling fitted to the sea chests it should be
system used daily when the vessel is
- Sea chests (identify stationary.
number and
position also mark (Enter the various sea chests below
in section 6) and the frequency of
- Sea chest grate inspection/cleaning-After that delete
- Internal pipe work these lines)
and heat exchanger
- Fire fighting system (Enter the various coolers on board
- Ballast uptake here and the frequency of
system inspection/cleaning. After that delete
- Auxiliary services these lines)
system
(Any other heat exchangers on board-
enter here and the frequency of
cleaning. After that delete these lines)

(All fire lines intakes also emergency

and any other on board-enter here
and the frequency of cleaning filters
etc. After that delete these lines)

(All ballast uptake lines/filters on

board-enter here and the frequency of
cleaning. After that delete these lines)

(Any other inlet from the sea or

cooling system / heat exchanger liable
for fouling enter here and the
frequency of cleaning. After that
delete these lines)

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8.0 Operation and Maintenance of Fouling

For the operation and maintenance of the anti-fouling coating on board you should refer to the paint
manufacturer’s manual / instructions. Generally they are:-

Operation:

In dry dock the hull surface preparation and painting is always carried out under the direct supervision
of the paint manufacturer.

Surface preparation is the most important part of the painting/anti-fouling application process. The
performance of any paint coating is directly dependent upon the correct and thorough preparation of
the surface prior to coating. The most expensive and technologically advanced coating system will fail
if the surface preparation is incorrect or incomplete.

Depending on the amount of fouling or rust on the hull the type of cleaning will be decided by the paint
manufacturer’s representative in consultation with the company representative.

The main objective of surface preparation is to ensure that all contamination such as salt, oil, greases,
mill scales, sea weeds, and shells etc; is removed and to reduce the possibility of initiating corrosion
and to create a surface profile that allows satisfactory adhesion of the coating to be applied.

Oil and grease is removed usually by commercial cleaners. Salt is removed by high pressure water
cleaning.

Weed fouling which encompass not only those organisms which are readily recognized as marine
weeds, but also the algal slimes etc; which are often only visible when wet. They are most effectively
removed by high pressure fan jet fresh water washing, the pressure being in the range 140-350 bar.

Acorn barnacles, tubeworms, etc. are much more difficult to dislodge from the surface than weed. High
pressure water washing will not remove them, but other species such as goose necked barnacles,
tubeworms and hydrozoa may be removed. In all cases the first step should be to determine the effect
of high pressure fresh water cleaning. Those organisms which resist removal by high pressure fresh
water washing should be removed by scraping, although in many cases it will be found that either shell
bases remain or the underlying paint coatings are broken. After scraping, the surface should be re-
washed to clear away all the shell splinters, barnacle bases, tissue remnants and soluble material.

After the high pressure water wash the surface will be prepared as per the recommendations of the
paint manufacturer’s representative to the required “SA” standards by either sand/grit blasting,
sand/grit sweeping or spot blasting or hydro blasting. If grit blasted, surface dust must be removed.
Blowing with dry compressed air is often satisfactory.

Once surface is properly prepared it is ready for painting. Anticorrosive primer coat/coats are usually
applied. The anticorrosive paint selected is usually pure epoxy resin paint with pigmentation. It is
selected for its physical properties such as toughness and abrasion resistance, and especially excellent
adhesion with ant-fouling paint. Following this application the anti fouling paint is applied. The number
of coats of the antifouling depends on the planned exploitation of the vessel and details can be found in
section 5.

Maintenance:

Under normal operating conditions there is no shipboard maintenance required on the anti fouling
coating.

If maintenance is required for any specific reason it is carried out under recommendation of the paint
manufacturer.

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Timing of Operational and maintenance activities:

The vessel usually dry docks every ------ years

At the dry dock the hull is usually cleaned and repainted with new anticorrosive/antifouling coat.

In Water Cleaning and Maintenance procedure:

The antifouling coating used on this vessel is long lasting and for extended dry docking interval. Under
normal operating condition in water cleaning should not be needed.

If the vessel has been laid up and then reactivated in water cleaning may be carried out. Prior to
carrying out underwater cleaning the cleaning company is contacted and it is ensured that they have
the required permission and expertise to carry out the cleaning. Submerged cleaning and maintenance
platform (SCAMP) machinery that uses unique technology that enables powerful and effective cleaning
without damaging ships' paints and which can actually contribute to maximizing the effective lifespan
of these anti-fouling coatings are usually used. Some of these devices use brushes that rotate and
sweep the biofouling off the hull and a vacuum pipe collects them in a tank.

Operation of on-board treatment process:

MGPS is fitted on board and is continuously in operation. Daily check of the equipment is carried out
and the readings are noted down.

If case of breakdown of the MGPS then after consultation with the technical managers if there is fouling
it should be treated with a product to kill all biofouling.

9.0 Safety Procedures

The material safety data sheet (MSDS) for the solvent or paint should be read and appropriate
precautions should be taken when dealing with them.

Company Quality management system and Code of safe working practice must be consulted prior to
any job and or inspection.

Access to areas of the ships to carry out inspection safely may be difficult. If a ship is moored
alongside, persons carrying out inspection must ensure they have safe access to reach the hull from
e.g. stages, inspection baskets, cherry-pickers, and/or gangways. They must ensure that they are
protected by railings or a safety harness or take other precautions so that they cannot fall into the
water between the quay and the ship. If in doubt a lifejacket and possibly a safety line, should be worn
when inspecting.

Access to ships in dry-dock should also be made by secure means. Scaffolding should be used or
cherry-pickers. The person making the inspection must be accompanied. Safety harnesses should be
worn in cherry-picker baskets, if used.

Amend and append as required.

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10.0 Disposal of Biofouling Waste

Dispose of any biofouling waste in specially marked bins (Yellow with black band). And keep them on
board till they can be landed ashore to an approved waste removal facility. They should be disposed in
accordance with the local state and federal law. Master should endeavor to obtain a certificate that this
waste will be disposed of in accordance with local state and federal law.

The disposal of Biofouling waste should be recorded in the Biofouling Record Book and disposal
certificate attached.

The Biofouling waste should not be Incinerated as it may be contaminated with anti-fouling coating and
may result in generating toxic smoke and gas.

11.0 Biofouling Record Book

All biofouling related activity as described in the plan and record book must be recorded and the record
book which forms part of this plan should be kept up to date.

12.0 Crew Training

Crew should be made familiar with the problem related with invasive aquatic species and non-
indigenous species that can be transported by ships to locations beyond its natural range. Once a
species becomes established in a new area, it can cause severe adverse economic, ecological, and
public health consequences in its new habitat.

Training with the biofouling plan to be done on board at the time of implementation of the plan and
there after once every 6 months and record training in form Shipboard Training Record - PC18.

a. Describe the various forms of biofouling like distinct multi-cellular organisms that are visible to the
human eye such as barnacles, tubeworms, or fronds of algae etc: And the microscopic organisms
including bacteria and diatoms etc; and the slimy substances that they produce

b. Areas and characteristics that promote biofouling

c. Need to clean anchors and chain when heaving up

d. Need to regularly clean hull, piping, tanks etc

e. Need to ensure the niche areas are clean and well prepared in dry dock

f. Operation and maintenance of MGPS and ICCP

g. Operation and maintenance of heat exchanges

h. Benefit to ship when they manage biofouling properly

i. Safety procedures to be followed

j. Any health and safety issues

k. Proper procedure to dispose of biological waste

l. Inspection and maintenance requirement as per the biofouling plan

m. Requirement for record keeping

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13.0 Biofouling Management to Minimize the Transfer of Nonindigenous
Species from Vessels Arriving at California Ports (additional
requirements)

All vessels calling California ports carrying, or capable of carrying, ballast water should submit the
“Marine Invasive Species Program Annual Vessel Reporting Form” (SLC 600.12, Revised
08/17) to the Commission in written or electronic form at least twenty-four hours in advance of the
first arrival of each calendar year at a California port of call.

The latest reporting form should be procured from the local agents prior to arrival at Californian Port.

This form can be submitted:

o Online: https://misp.io
o By Email: BWForm@slc.ca.gov
o By Fax: (562) 499-6444

The completed form and the email copy should be maintained in the Biofouling Management file for
record purpose.

13.1 Biofouling Management for Wetted Surfaces

Applies to:
 Newly constructed vessels delivered into service on or after January 1, 2018; and
 Existing vessels beginning with completion of the first regularly scheduled out-of-water
maintenance on or after January 1, 2018.

Actions that will be taken if the vessels anti-fouling coating has aged beyond its effective coating
lifespan:
 --in water cleaning is not recommended
 --Vessel must dry dock for cleaning and antifouling renewal.

All above actions should be recorded in the Biofouling Record Book.

13.2 Vessels with Extended Residency Periods

The master, owner, operator, or person in charge of a vessel that has had an extended residency
period since its most recent out-of-water maintenance, in-water treatment, or in-water cleaning must
ensure that the vessel is compliant with the following requirements upon arrival to a California port:

 Manage biofouling in the niche areas listed in the plan above, in a manner that is consistent
with the niche area management practices listed in the Biofouling Management Plan. All
activities employed to manage biofouling in the niche areas, that accumulates as a result of
the extended residency period shall be documented in the Biofouling Record Book.

 Any activities, including in-water inspection, in-water cleaning, in-water treatment, or out-
of-water maintenance, to manage biofouling on the wetted surfaces of the vessel that
accumulates as a result of the extended residency period shall be documented in the
Biofouling Record Book.

13.3 Emergency Exemptions

The vessel will be exempted from the requirements if all of the following conditions are satisfied:

 The vessel makes an unscheduled arrival to a California port because of an emergency,

where the safety of the vessel or crew is compromised;

Rev.01: June 2020 Page 18 of 19

 o Arrival for the sole purpose of scheduled bunkering is not an emergency under this
clause

 The master, owner, operator, agent, or person in charge of the vessel notifies the Division
Chief, in written or electronic form, of the emergency, and provides details on the nature of
the emergency, no later than twenty-four hours after the arrival and cessation of the
emergency;

 The vessel has not arrived to another California port since the most recent of the:
o Previous out-of-water maintenance;
o Vessel’s delivery into service; or
o Date when the vessel owner commenced ownership of the vessel.

 The vessel will remain in California waters for 21 days or less.

o If the vessel remains in California waters for greater than 21 days, the Division Chief
may require the master, owner, operator, or person in charge of a vessel to clean or
treat the vessel to remove or inactivate macrofouling, using available in-water
cleaning technologies, in-water treatment technologies, or out-of-water maintenance.
The Division Chief will consider the biofouling extent, vessel port residency duration,
and available in-water cleaning or treatment options when making this
determination.

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