Regulations for the prevention of pollution

The issue of controlling air pollution form

ships - in particular, noxious gases from
ships' exhausts - was discussed in the lead
up to the adoption of the 1973 MARPOL
Convention. However, it was decided not to
include regulations concerning air pollution
at the time.
Meanwhile, air pollution was being
discussed in other arenas. The 1972 United
Nations Conference on the Human
Environment in Stockholm marked the start
of active international cooperation in
combating acidification, or acid rain.
Between 1972 and 1977, several studies
confirmed the hypothesis that air pollutants
could travel several thousand kilometres
before deposition and damage occurred.
This damage includes effects on crops and
forests.
Most acid rain is caused by airborne deposits
of sulphur dioxides and nitrogen oxides.
Coal and oil-burning power plants are the
biggest source of sulphur dioxides while
nitrogen oxides come from car, truck - and
ship - exhausts.
In 1979, a ministerial meeting on the
protection of the environment, in Geneva,
resulted in the signing of the Convention on
Long-range Transboundary Air Pollution by
34 governments and the European
Community. This was the first international
legally binding instrument to deal with
problems of air pollution on a broad regional
basis.
Protocols to this Convention were later
signed on reducing sulphur emissions
(1985); controlling emissions of nitrogen
oxides (1988); controlling emissions of
volatile organic compounds (1991) and
further reducing sulphur emissions (1994).
During the 1980s, concern over air pollution,
such as global warming and the depleting of
the ozone layer, continued to grow, and in
1987 the Montreal Protocol on substances
that Deplete the Ozone Layer was signed.
The Montreal Protocol is an international
environmental treaty, drawn up under the
auspices of the United Nations, under which
nations agreed to cut consumption and
production of ozone-depleting substances
including chlorofluorocarbons (CFCs) and
halons in order to protect the ozone layer.
A Protocol was adopted in London in 1990 -
amending the original protocol and setting
the year 2000 as the target completion date
for phasing out of halons and ozone-
depleting CFCs.
A second Protocol was adopted in
Copenhagen in 1992, introducing
accelerated phase-out dates for controlled
substances, cutting short the use of
transitional substances and the introduction
of phase-out dates for HCFCs and methyl
bromide (a pesticidal gas which depletes the
ozone layer).
CFCs have been in widespread use since the
1950s as refrigerants, aerosol propellants,
solvents, foam blowing agents and insulants.
In shipping, CFCs are used to refrigerate ship
and container cargo, insulate cargo holds
and containers, air condition crew quarters
and occupied areas and refrigerate domestic
food storage compartments.
In 1988, the MEPC agreed to include the
issue of air pollution in its work programme
following a submission from Norway on the
scale of the problem. In addition, the Second
International Conference on the Protection
of the North Sea, held in November 1987,
had issued a declaration in which the
ministers of North Sea states agreed to
initiate actions within appropriate bodies,
such as IMO, "leading to improved quality
standards of heavy fuels and to actively
support this work aimed at reducing marine
and atmospheric pollution"
IMO Begins Work on Air Pollution

At the next MEPC session, in March 1989,

various countries submitted papers referring
to fuel oil quality and atmospheric pollution,
and it was agreed to look at the prevention
of air pollution from ships - as well as fuel oil
quality - as part of the committee's long-
term work programme, starting in March
1990.
In 1990, Norway submitted a number of
papers to the MEPC giving an overview
on air pollution from ships. The papers
noted:

Sulphur emissions from ships' exhausts

were estimated at 4.5 to 6.5 million tons
per year - about 4% of total global
sulphur emissions.
Emissions of CFCs from the world
shipping fleet was estimated at 3,000-
6,000 tons - approximately 1% to 3% of
yearly global emissions. Halon emissions
from shipping were put at 300 to 400
tons, or around 10% of world total.
Emissions over open seas are spread out
and effects moderate, but on certain
routes the emissions create
environmental problems, including
English Channel, South China Sea, Strait
of Malacca.
Nitrogen oxide emissions from ships
were put at around 5 million tons per
year - about 7% of total global emissions.
Nitrogen oxide emissions cause or add to
regional problems including acid rain
and health problems in local areas such
as harbours.
 Adoption of Resolution

Discussions in the MEPC and drafting

work by a working group, led to the
adoption in 1991, of an IMO Assembly
Resolution A.719(17) on Prevention of Air
Pollution from Ships. The Resolution
called on the MEPC to prepare a new
draft Annex to MARPOL on prevention
of air pollution.
The new draft Annex was developed over the
next six years - and was finally adopted at a
Conference in September 1997. It was agreed
to adopt the new Annex through adding a
Protocol to the MARPOL Convention, which
included the new Annex. This enabled
specific entry into force conditions to be set
out in the protocol.
The Protocol adopted in 1997 included
the new Annex VI of MARPOL, which
entered into force on 19 May 2005.
MARPOL Annex VI, first adopted in 1997,
limits the main air pollutants contained in
ships exhaust gas, including sulphur oxides
(SOx) and nitrous oxides (NOx), and
prohibits deliberate emissions of ozone
depleting substances (ODS). MARPOL
Annex VI also regulates shipboard
incineration, and the emissions of volatile
organic compounds (VOC) from tankers.
Following entry into force of MARPOL
Annex VI on 19 May 2005, the Marine
Environment Protection Committee
(MEPC), at its 53rd session (July 2005),
agreed to revise MARPOL Annex VI with
the aim of significantly strengthening
the emission limits in light of
technological improvements and
implementation experience.
As a result of three years examination,
MEPC 58 (October 2008) adopted the
revised MARPOL Annex VI and the
associated NOx Technical Code 2008,
which entered into force on 1 July 2010.
SOx (Sulphur Oxides),NOx (Nitrogen
Oxides, ODS (Ozone Depleting
Subtances , and VOC ( Volatile Organic
Compound)
Sulphur Oxides or Sox come from
burning of fuel oil. The sulphur oxides
emission is due to the presence of
sulphur compound in the marine fuels
used in marine engines on board vessel.
Nitrogen Oxides (Nox) are produced
when engine heat up the nitrogen and
oxygen in air.
Ozone depleting substances are man-
made gases that destroy ozone once they
reach the ozone layer.
Volatile organic compounds (VOCs) are
emitted as gases from certain solids or
liquids. VOCs include a variety of
chemicals, some of which may have
short- and long-term adverse health
effects.
Particulate Matter are sum of all
microscopic solid and liquid particles, of
human and natural origin, that remain
suspended in a medium such as air for
some time. These particles vary greatly
in size, composition, and origin, and
may be harmful, and in the form of fly
ash, soot, dust, fog, fumes etc.
Carbon Dioxide (CO2)
colourless gas having a faint sharp
odour and a sour taste. It is one of the
most important greenhouse gases linked
to global warming.
 (Revised of MARPOL ANNEX VI )

The main changes to MARPOL

Annex VI are a progressive
reduction globally in emissions of
SOx, NOx and particulate matter and
the introduction of emission control
areas (ECAs) to reduce emissions
of those air pollutants further in
designated sea areas.
 (Revised of MARPOL ANNEX VI )

Under the revised MARPOL Annex

VI, the global sulphur limit will
be reduced from current 3.50% to
0.50%, effective from 1 January
2020, a feasibility review was
completed 2018.
 (Revised of MARPOL ANNEX VI )
MEPC 70 (October 2016)
considered an assessment of fuel
oil availability to inform the
decision to be taken by the Parties
to MARPOL Annex VI, and decided
that the fuel oil standard (0.50%
sulphur limit) shall become
effective 1 January 2020.
 (Revised of MARPOL ANNEX VI )

The limits applicable in ECAs for

SOx and particulate matter were
reduced to 0.10%, from 1 January
2015.
 MARPOL Annex VI Revisions

Outside an ECA established to Inside an ECA established to

limit Sox particulate matter limit Sox and particulate
emission matter emission

4.50 % prior to 1 Jan. 2012 1.5o % prior to 1 July 2010

3.50 % on and after 1 Jan. 2012 1.00 % on and after 1 July 2010

0.50 % on and after 1 Jan. 2020* 0.10 % on and after 1 Jan. 2015
 (Revised of MARPOL ANNEX VI )

Progressive reductions in
NOx emissions from marine diesel
engines installed on ships are also
 (Revised of MARPOL ANNEX VI )
included with a "Tier II" emission
limit for engines installed on a
ship constructed on or after 1
January 2011; and a more
stringent "Tier III" emission limit
for engines installed on a ship
constructed on or after 1
 (Revised of MARPOL ANNEX VI )

January 2016 operating

in ECAs (North American
Emission Control Area and the
U.S. Caribbean Sea
EmissionControl Area). Marine
diesel engines installed on a ship
constructed on or after 1 January
1990 but prior
 (Revised of MARPOL ANNEX VI )

to 1 January 2000 are required to

comply with "Tier I" emission
limits, if an approved method for
that engine has been certified by
an Administration.
(Revised of MARPOL ANNEX VI )

The revised NOx Technical Code

2008 includes a new chapter based
on the agreed approach for
regulation of existing (pre-2000)
engines established in MARPOL
Annex VI,
 (Revised of MARPOL ANNEX VI )
provisions for a direct
measurement and monitoring
method, a certification procedure
for existing engines and test cycles
to be applied to Tier II and Tier III
engines.
(Revised of MARPOL ANNEX VI )

MEPC 66 (April 2014) adopted

amendments to regulation 13 of
MARPOL Annex VI regarding the
effective date of NOx Tier III
standards.
 (Revised of MARPOL ANNEX VI )
The amendments provide for the
Tier III NOx standards to be
applied to a marine diesel engine
that is installed on a ship
constructed on or after 1 January
2016 and which operates in the
North American Emission Control
 (Revised of MARPOL ANNEX VI )
Area or the U.S. Caribbean Sea
Emission Control Area that are
designated for the control of
NOx emissions
In addition, the Tier III
requirements would apply to
installed marine
 (Revised of MARPOL ANNEX VI )
Diesel engines when operated in
other emission control areas which
might be designated in the future
for Tier III NOx control. Tier III
would marine diesel engines when
operated in other emission control
 (Revised of MARPOL ANNEX VI )
areas which might be designated
in the future for Tier III
NOx control. Tier III would apply to
ships constructed on or after the
date of adoption by the Marine
Environment .
 (Revised of MARPOL ANNEX VI )

Protection Committee of such an

emission control area, or a later date
as may be specified in the
amendment designating the NOx Tier
III emission control area.
 (Revised of MARPOL ANNEX VI )

Tier III would apply to ships

constructed on or after the date of
adoption by the Marine Environment
Protection Committee of such an
emission control area, or a later date
as may be specified in the
 (Revised of MARPOL ANNEX VI )

amendment designating the NOx Tier

III emission control area.
The Tier III requirements do not
apply to a marine diesel engine
installed on a ship constructed prior
to 1 January 2021 of less than 500
gross tonnage
 (Revised of MARPOL ANNEX VI )

, of 24 m or over in length, which

has been specifically designed and
is used solely, for recreational
purposes. Revisions to the
regulations for ozone-depleting
substances, volatile organic
 (Revised of MARPOL ANNEX VI )

compounds, shipboard incineration,

reception facilities and fuel oil quality
were also made with regulations on fuel
oil availability added.
 ( Revised of MARPOL Annex VI)

The revised measures are expected to

have a significant beneficial impact on
the atmospheric environment and on
human health, particularly for those
people living in port cities and coastal
communities.
Nox emission limits
Tier II Ships constructed 1 Jan. 2011 to 31 Dec. 2015
Tier III ships constructed 1 Jan. 2016 onwards
*NOx limit in original Annex VI ** within ECA
Tier n< 130 rpm 130< n<2000 rpm n> 2000 rpm

I 17.0 g/kwh 45.0*n(-0.2) g/kwh 9.8 g/kwh

II 14.4 g/kwh 44.0*n(-o.2) g/kwh 7.7 g/kwh

III 3.4 g/kwh 9.0*n(-0.2) g/kwh 2.0 g/kwh

n= rated engine speed- crankshaft rpm

Every ship of 400 gross tonnage and
above and every fixed and floating
drilling rig and other platforms shall
subject to a surveys as follow ;
-Initial survey before the ship is put into
service or before the International Air
Pollution Prevention Certificate issued.
Ensure that the equipment, systems,
fittings, arrangements and material fully
comply with applicable requirements of
annex VI.
- A renewal survey at intervals specified
by the administration, but not exceeding
5 years of the International Air Pollution
Prevention Certificate.
Ensure that the equipment, systems,
fittings, arrangements and material fully
comply with applicable requirements of
annex VI.
-Intermediate survey within 3 months
before and after the second anniversary
date or within 3 months before and after
3rd anniversary date of IAPPC. Ensure
that the equipment, systems, fittings,
arrangements and material fully comply
with applicable requirements of annex
VI.
-Annual survey within 3 months before
and after each anniversary date of
IAPPC.
All surveys must includes the
general inspection of the equipment,
system, fittings, arrangement and
materials
to ensure that they have been
maintained in accordance with the
annex VI.
Annual survey shall be endorsed on the
certificate issued.
Annual survey shall be endorsed on the
certificate issued.
In the case of ship less than 400 gross
tonnage, the administration may
established appropriate measures in
order to ensure that the applicable
provisions of Annex VI are complied
with.
For non-parties, Ship constructed before
the date of entry into force of Annex VI
19 May 2005 to comply by 1st scheduled
dry dock but not later than 3 years after
entry into force are subject for Initial,
Annual, Intermediate and Renewal
survey.
Additional Survey either general
or partial according to the
circumstances, whenever any important
repairs or renewal are made after the
result from investigations. Ensure that
the necessary repairs have been
effectively made.
After a survey an International Energy
Efficiency Certificate for the ship shall
be issued y in accordance with the
provisions of annex 6 regulation to any
ship of 400 gross tonnage and above
before that ship may engage in voyages
to ports or offshore terminals under the
jurisdiction of other Parties.
The International Energy Efficiency
Certificate (IEEC) shall be issued for
both new and existing ships. For existing
ships a Ship Energy Efficiency
Management Plan (SEEMP) required in
accordance with Regulation 22, shall be
verified onboard and an IEEC shall be
issued not the first intermediate or
Renewal MARPOL Annex VI Chapter 2
survey, whichever is the sooner, on or
after 1 January 2013, i.e. a survey
connected to intermediate/renewal
survey of the IAPP Certificate
Surveys of ships as regards the
enforcement of the provisions of this
annex shall be carried out by the
following;
1) Administration Officers or recognize
organization that shall comply and
adopted the guidelines of the
organization.
2) The survey of marine diesel engines
with the compliance of Annex VI
regulation 13*, shall be conducted in
accordance with the revised Nox
Technical Code 2008.
* For Marine diesel engine with a power
output of more than 130kw installed
on a ship.
Marine diesel engine with a power than
130 kw that undergoes a major
conversion on or after 1 Jan. 2000, except
when demonstrated to the satisfaction
of the administration that such engine is
an identical replacement to the engine
that was replaced.
Shall not apply to;
a) Marine diesel engine intended solely
for emergencies or solely to power any
device or equipment intended to be used
solely for emergencies on the ship on
which it is installed, or marine diesel
engine installed in lifeboats intended to
be used solely for emergencies.
New regulations aimed at improving the
energy efficiency of international
shipping entered into force on 1 January
2013.
The amendments to the International
Convention for the Prevention of
Pollution from Ships (MARPOL) were
adopted in July 2011.
A new chapter 4 Regulations on energy
efficiency for ships to MARPOL Annex
VI, to make mandatory the Energy
Efficiency Design Index (EEDI), for new
ships, and the Ship Energy Efficiency
Management Plan (SEEMP) for all ships.
The Energy Efficiency Design Index
(EEDI) was made mandatory for new
ships and the Ship Energy Efficiency
Management Plan (SEEMP) for all ships
at MEPC 62 (July 2011) with the adoption
of amendments to MARPOL Annex VI
(resolution MEPC.203(62)), by Parties to
MARPOL Annex VI.
Energy Efficiency Design Index
The EEDI for new ships is the most
important technical measure and it aims
at promoting the use of more energy
efficient less polluting)
equipment and engines. The EEDI
requires a minimum energy efficiency
level per capacity mile (e.g. tonne mile)
for different ship type and size
segments. The EEDI is for emission
reduction CO2 and will be tightened
every five years to keep pace
with technological developments of new
efficiency and reduction measures. The
EEDI is developed for the largest and
most energy intensive segments of the
world merchant fleet and will embrace
72% of emissions from new ships
covering the following ship types: oil
tankers, bulk carriers, gas
carriers, general cargo, container ships,
refrigerated cargo and combination
carriers.
The SEEMP establishes a mechanism for
operators to improve the energy
efficiency of ships. Regulation 22
requires ships to keep on board a ship
specific Ship Energy
Efficiency Management Plan (SEEMP) –
allows companies and ship monitor and
improve performance with regard to
various factors that may contribute to
CO2 emissions.
From 1 March 2020, high-sulphur fuel oil
(HSFO) cannot be carried in the fuel oil
tanks unless the vessel is fitted with an ECGS
(Exhaust cleaning gas system) or other
approved equivalent arrangement.
This means that vessels without an
approved EGCS which are carrying non-
compliant fuel exceeding 0.50% Sulphur
are in breach of MARPOL Annex VI.
Vessels which are not able to de-bunker
will need to find a solution acceptable to
PSC and the flag.
In such cases, MEPC.1/Circ.881
GUIDANCE FOR PORT STATE CONTROL
ON CONTINGENCY MEASURES FOR
ADDRESSING NON-COMPLIANT FUEL
OIL applies.
Methods reducing Sox
-Reduce the sulphur content of bunkers
-Fit Exhaust gas scrubber
-
-Selective catalytic reduction (SCR) –
90%
-SOx exhaust gas cleaning system can
reduce NOx by up to 20%
-Ecospec claim NOx reductions of 66%
•Reduce PM emissions
Engine operation
-
Maintain fuel injection equipment at
peak efficiency
-Avoid low load (<60%) operation
-Maintain efficient turbo charging
-Minimize cylinder oil consumption
Fuel Selection
-Use low sulphur fuel oil
-Some benefits from oil/water emulsion
Scrubbing
-Removes 80% of PMs
Which could prove to be its ultimate
jurisdiction
The ozone layer is the most important
protection zone in the atmosphere of
the earth. Having a molecular formula
O3, the element in the ozone layer is
well-known for absorbing the ultra-
violet rays emitted by the sun and thus
protecting the earth from harmful
radiation effects.
 In the past three decades, owing to the
superfluous usage of substances that
contain Chloro-Fluoro Carbons (CFCs),
it has become a widespread knowledge
that the layer is depleting, which could
cause severe problems not just for
humans but also for
plants and animals as well.
Considering the precariousness of the
oceanic environment,
a MARPOL regulation referred to as
the Prevention of Air Pollution from
Ships has been put into active force
from the 19th March 2005.
Under this regulation, all ships that
have a gross tonnage of over 400 tons
and have been constructed prior to
this date to have an International Air
Pollution Prevention (IAPP)
certificate.
This certification will be issued by the
officials in the administration
department of the country to which
the ship belongs
A survey is carried out to determine
the maintaining of stipulations
prescribed by the MARPOL regulation
pertaining to hazardous components
like ozone depleting substances along
with other pollutants.
Based on this primary survey, the
certification is awarded to a ship.
Detailed below is a list of ozone
depleting substances that are
categorically stated in the MARPOL
extension.
ODS are the chlorofluorocarbons
(CFC) and halons used respectively in
older refrigeration and fire-fighting
systems and portable equipment. ODS
were also used as the blowing agent in
some insulation foams.
Hydrochlorofluorocarbons (HCFC)
were introduced as an intermediate
replacement for CFCs but are
themselves still classed as ODS.
As part of a world-wide movement, the
production and use of all these materials
is being phased out under the provisions
of the Montreal Protocol.
The controls in this regulation do not
apply to permanently sealed equipment
without charging connections or
removable components; this typically
covers items such as small, domestic
type, refrigerators, air conditioners and
water coolers.
No CFC or halon containing system or
equipment is permitted to be installed
on ships constructed on or after 19
May 2005 and no new installation of
the same is permitted on or after that
date on existing ships.
Similarly, no HCFC containing system
or equipment is permitted to be
installed on ships constructed on or
after 1 January 2020 and no new
installation of the same is permitted
on or after that date on existing ships.
Existing systems and equipment are
permitted to continue in service and
may be recharged as
necessary. However, the deliberate
discharge of ODS to the atmosphere
is prohibited.
 When servicing or decommissioning
systems or equipment containing
ODS the gases are to be duly
collected in a controlled manner and,
if not to be reused onboard, are to be
landed to appropriate reception
facilities for banking or
destruction. Any redundant
equipment or material containing
ODS is to be landed ashore for
appropriate decommissioning or
disposal. The latter also applies when
a ship is dismantled at the end of its
service life.
Additionally, for ships with ODS
containing systems or equipment and
which are required to have an IAPP
Certificate, an ODS Record Book is to
be maintained in which is recorded any
related supply, recharging, repair,
discharge or disposal operations.
Any Ship of 400 gross tonnage or more,
platforms and drilling rigs engaged in
voyages to port or offshore terminals
under the jurisdiction of other parties
that has rechargeable systems that
contain ozone-depleting substances
shall
Entries in the ozone-depleting
substances record book shall be
recorded in terms of mass(kg) of
substance and shall be completed
without delay on each occasion, in
respect of the following;
1. Recharge full or partial,
equipment containing ozone-depleting
substances
2. Repair or maintenance of equipment
containing ozone-depleting
substances
3.Discharge of ozone-depleting
substances to the atmosphere
whether deliberate or non
deliberate
4. Discharge of ozone-depleting
substances to land–based reception
facilities
5. Supply of ozone-depleting substances
to the ship.
Any deliberate emissions of ozone-
depleting substances shall be
prohibited. Deliberate emissions
include emissions occurring in the
course of maintaining, servicing
repairing or disposing of systems or
equipment, except that deliberate
emissions do not include minimal
releases associated with the recapture or
recycling of an ozone-depleting
substances. Emission arising from leaks
of an ozone-depleting substance
whether or not the leaks are deliberate,
and shall
delivered to appropriate reception
facilities when removed from ships.
the leaks are deliberate , may be
regulated by parties to the protocol
of 1997
HCFC-22 and -142b and injected carbon
dioxide are the current alternatives. Long-
term alternatives will be HFCs and injected
carbon dioxide. Polyolefins.
Polyolefins are now manufactured using
alternatives such as hydrocarbons,
HCFC- 22 and -142b, injected carbon
dioxide, and HFC- 152a.
 Special Area Adopted Date of Entry into Force In

Annex VI: Prevention of air pollution by ships (Emission Control Areas)

Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006

North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007

North American 26 Mar 2010 1 Aug 2011 1 Aug 2012

(SOx, and NOx and
PM)
United States 26 Jul 2011 1 Jan 2013 1 Jan 2014
Caribbean Sea ECA
(SOx, NOx and PM)
The end of MARPOL Annex VI
Ship’s Ballast Water Management
 OVERVIEW

The Ballast Water Management

Convention or BWM Convention (full
name International Convention for
the Control and Management of
Ships' Ballast Water and Sediments,
2004) is a treaty adopted by the
 OVERVIEW
International Maritime Organization
(IMO) in order to help prevent the
spread of potentially harmful
aquatic organisms and pathogens in
ships' ballast water.
From 8 September 2017(Date into
force globally), ships must manage
 OVERVIEW

their ballast water so that aquatic

organisms and pathogens are
removed or rendered harmless
before the ballast water is released
into a new location. This will help
prevent the spread of invasive
species as well as potentially
harmful pathogens.
 OVERVIEW
The convention applies to ships
registered under contracting Parties
to the BWM Convention, which take
up and use ballast water during
international voyages.
 DOCUMENTS

Such ships may not be issued with

the relevant certificates. However,
port States which are Parties will
expect the ships to comply with the
requirements of the Convention, so
as to ensure no more favourable
treatment is given to such ships.
 DOCUMENTS

From the date of entry into force,

ships in international traffic are
required to manage their ballast water
and sediments to a certain standard,
according to a ship-specific ballast
water management plan. Ships have to
carry:
 DOCUMENTS

An ballast water management plan -

specific to each ship, the ballast
water management plan includes a
detailed description of the actions to
be taken to implement the ballast
water management requirements and
supplemental ballast water
management practices;
 DOCUMENTS

A ballast water record book - to

record when ballast water is taken on
board; circulated or treated for
ballast water management purposes;
and discharged into the sea. It should
also record when ballast water is
 DOCUMENTS

discharged to a reception facility and

accidental or other exceptional
discharges of ballast water; and
An International Ballast Water
Management Certificate - (ships of
400 gt and above) – this is issued by
 DOCUMENTS
or on behalf of the Administration
(flag State) and certifies that the
ship carries out ballast water
management in accordance with
the
 DOCUMENTSA

BWM Convention and specifies

which standard the ship is
complying with, as well as the date
of expiry of the Certificate.
There are two ballast water
management standards (D-1 and D-2).
The D-1 standard requires ships to
exchange their ballast water in open
seas, away from coastal areas.
By doing this, fewer organisms will
survive and so ships will be less likely
to introduce potentially harmful
species when they release the ballast
water.
The D-2 standard specifies the
maximum amount of viable organisms
allowed to be discharged, including
specified indicator microbes harmful
to human health.
From the date of entry into force of the
BWM Convention, all ships must
conform to at least the D-1 standard;
and all new ships, to the D-2 standard.
Eventually, all ships will have to
conform to the D-2 standard. For most
ships, this involves installing special
equipment to treat the ballast water.
IMO Member Governments, meeting in the
Marine Environment Protection Committee
(MEPC), have agreed an implementation
timetable for existing ships, linked to the
ship's International Oil Pollution
Prevention Certificate (IOPPC) renewal
survey.
In essence, the schedule for
implementation which has been
agreed by the MEPC means that
compliance with the D-2 standard will
be phased in over time for individual
ships, up to 8 September 2024. Over
time, more and more ships will be
compliant with the D-2 standard.
The ship should meet the D-2 standard
at a date determined by its flag State,
but not later than 8 September 2024.
 Difference between the D-1 and
D-2 Standard

The difference is that D-1 relates to ballast

water exchange, while D-2 specifies the
maximum amount of viable organisms
allowed to be discharged, including
specified indicator microbes harmful to
human health.
 Difference between the D-1 and
D-2 Standard

D-1 standard - The D-1 standard requires

ships to conduct an exchange of ballast
water such that at least 95% of water by
volume is exchanged far away from the
coast.
The Ballast water exchange methods:
D-1 exchange methods;
 Difference between the D-1 and
D-2 Standard
Ballast water exchange is based on the
principle that organisms and pathogens
contained in ballast water taken on board
from coastal waters will not survive when
discharged into deep oceans or open seas,
as these waters have different
temperatures, salinity and chemical
composition.
 Difference between the D-1 and
D-2 Standard

1. Sequential method; in this process, the

ballast water tank is first emptied and then
refilled with replacement ballast water to
achieve at least 95% volumetric exchange.
All waters should be stripped off until
totally emptied using stripping pumps or
eductors.
 Difference between the D-1 and
D-2 Standard

2. Flow-through method: is a process by

which replacement ballast water is pumped
into a ballast tank intended for the carriage
of ballast water, allowing water to flow
through overflow or other arrangement in
order to achieve at least 95 % volumetric
exchange of ballast water.
 Difference between the D-1 and
D-2 Standard

Pumping for 3 times the volume of each

ballast water tank shall be considered to
meet the standard D-1.
3. Dilution method: is a process by which
replacement ballast water is filled through
the top of the ballast tank intended for the
 Difference between the D-1 and
D-2 Standard

carriage of ballast water with simultaneous

discharge from the bottom at the same flow
rate and maintaining constant level in the
tank throughout the ballast exchange
operation
 Difference between the D-1 and
D-2 Standard

D-1 standard - The D-1 standard requires

ships to conduct an exchange of ballast
water such that at least 95% of water by
volume is exchanged far away from the
coast.
D-2 details the Ballast Water Performance
standard towards the treatment of ballast
 Difference between the D-1 and
D-2 Standard

water using Type approved ballast Water

Management System.

D-2 standard - specifies that ships can only

discharge ballast water that meets the
following criteria:
 Difference between the D-1 and
D-2 Standard

less than 10 viable organisms per cubic

metre which are greater than or equal to 50
micrometres in minimum dimension;
less than 10 viable organisms per millilitre
which are between 10 micrometres and 50
micrometres in minimum dimension;
 Difference between the D-1 and
D-2 Standard

less than 1 colony-forming unit (cfu)

per 100 mililitres of Toxicogenic
Vibrio cholerae;
less than 250 cfu per 100 millilitres of
Escherichia coli; and
less than 100 cfu per 100 milliliters
of Intestinal Enterococci.
Ballast Water Exchange requirements

Ballast water exchange cannot be carried

out anywhere at sea ‘.
Certain requirements that must be
complied with to perform a ballast water
exchange at sea;
Ballast Water Exchange requirements

1. Conduct ballast water exchange at least

200 nm from the nearest land and in the
water of at least 200 meters in depth.
2. When a ship cannot meet the above
(no.1)criteria due to reasons such as short
voyage duration or enclosed waters, the
exchange is to be conducted as far from
Ballast Water Exchange requirements

Nearest land as possible, but at least 50 nm

from the nearest land and in water depth at
least 200 meters.
Ships must manage their ballast water so
that aquatic organisms and pathogens
are removed or rendered harmless
before the ballast water is released into a
new location. This will help prevent the
spread the spread the invasive species as
well as potentially harmful pathogens
 Checking Ships compliance

Ships may be subject to port State

control inspection to any port or
offshore terminal of a Party to the BWM
Convention. This inspection may include
verifying that there is onboard a valid
Certificate and an approved ballast water
management
 Checking Ships compliance

plan; inspection of the ballast water

record book; and/or sampling of the
ship’s ballast water, carried out in
accordance with the Guidelines for
ballast water sampling.
 Checking Ships compliance

All new ships (ships built on or after 8th

Sept. 2017) must comply with D2
performance standards. All existing
ships ( ships built before 8th Sept. 2017)
are required to meet the D2 standards at
the first IOPP renewal survey after
 Checking Ships compliance

8th Sept. 2019 and all vessels must

comply with D2 standards before 8th
Sept. 2024.
Ballast water Management system must
be approved by the Administration
taking into account IMO guidelines.
END OF ANNEX 7