SAFETY4SEA Log Issue 22

ISSUE 22 I January 2018 I SAFETY 4SEA log I 35 safety4sea.com A lthough the decisions, adopted on MEPC 71, extend BWMC D-2 timeframe, giving the time advantage to both operators and vendors, only a few operators have met the Convention’s requirements so far. Besides, manufacturers report a significant increase in inquiries from ship operators in need of assistance to fit a system onboard from the 8th of September onwards. As a result, a “chaos” is still surrounding the monito- ring and treatment of ballast water, even now that ships have an extra two years to fit ballast water treatment systems. There are some very salient points which should be heeded by all operators whose ships are engaged on international voyages, including the need for accurate testing, continuous monitoring and reliable record-keeping. The D-1 standard requires ships to adhere to 95% volumetric exchange efficiency of their ballast water away from coastal areas; i.e. at least 200 nm from land and at least 200 m deep in water. The D-2 standard specifies the maximum number of viable organisms allowed to be discharged, including specified indicator microbes harmful to human health. For ships, conforming to the D-2 standard entails installing approved BW treatment systems. In essence, the D-1 standard is now mandatory for those ships which do not yet have to comply with the D-2 standard. The number of ships meeting the D-2 standard are about to increase over time until 2024, when all ships are required to meeting the D-2 standard. Specifically, a ship undergoing a renewal survey linked to the ship’s IOPP after 8 September 2019 will need to meet the D-2 standard by the date of this renewal survey. However, sup- posing the previous IOPPC renewal survey was between 8 September 2014 and 8 September 2017, the ship must comply with D-2 standard by this renewal survey. If the previous IOPPC renewal survey was before 8 September 2014, then the ship can wait until the next renewal survey (after 8 September 2019). As full global implementation is expected by 8 September 2024, a surge at retrofits is expected from 2019 to 2024. High demand will result in increasing retrofit cost. During the peak installation years, BWTS market is said to be in the range of 15-30 billion US $ with over 20,000 - 30,000 BWMS to be installed during the implementation schedule. No one clarifies if annual total BWMS retrofit demand may be covered by repair shipyards or not, lay- ing the responsibilities on the operator. When it comes to the impact on the marine environment, there is no excuse for delay. Shipowners should demand solutions and commit them- selves in proceeding with installations on time. Complying at the last-minute will certainly attract additional re- sources, time and costs. Of course, there may be amendments to BWMC later on. One thing is certain; BWMC is here to stay as the talk of the industry, no matter how long it will take for its last stretch. BWMC: One step forward, two steps backwards Apostolos Belokas Managing Editor SAFETY 4SEA A ‘chaos’ is still surrounding the monitoring and treatment of ballast water regardless of the provided extension of the compliance schedule. OPINION After 20 years of discussion within the IMO, the Ballast Water Management Convention (BWMC) is now finally into full force, drawing the attention from the ratification and the “fit for purpose” nature of approved equip- ment for the treatment of ballast water to the inevitable obligations on the signatory States and ship-operators as well. Now that the treaty has been ratified by more than 60 countries, representing more than 70% of world merchant shipping tonnage, it is of great interest to look into what makes BWMC a troublesome issue in the maritime world and how Administrations are prepared for this landmark step after plenty of discussions, negotia- tions, disagreements and delays.