Ballast Water Management Convention

The BWM Convention will enter into force on 8 September 2017.
The adoption of all the required 16 Guidelines for the uniform implementation of the BWM Convention and the robust approval
and certification procedure of modern ballast water treatment technologies have removed the major barriers to the ratification of the instrument and a number of additional countries have indicated their intention to accede to this Convention in the near future.

The following Guidelines relating to the uniform implementation of the BWM Convention have been developed and adopted since MEPC 53:

Guidelines for sediment reception facilities (G1) (resolution MEPC.152(55));

Guidelines for ballast water sampling (G2) (resolution MEPC.173(58));

Guidelines for ballast water management equivalent compliance (G3) (resolution MEPC.123(53));

Guidelines for ballast water management and development of ballast water management plans (G4) (resolution MEPC.127(53));

Guidelines for ballast water reception facilities (G5) (resolution MEPC.153(55));

2017 Guidelines for ballast water exchange (G6) (resolution MEPC.288(71));

2017 Guidelines for risk assessment under regulation A-4 of the BWM Convention (G7) (resolution MEPC.289(71));

2016 Guidelines for approval of ballast water management systems (G8) (resolution MEPC.279(70)) (this will be superseded by the BWMS Code (resolution MEPC.300(72)), in October 2019);

Procedure for approval of ballast water management systems that make use of Active Substances (G9) (resolution MEPC.169(57));

Guidelines for approval and oversight of prototype ballast water treatment technology programmes (G10) (resolution MEPC.140(54));

Guidelines for ballast water exchange design and construction standards (G11) (resolution MEPC.149(55));

2012 Guidelines on design and construction to facilitate sediment control on ships (G12) (resolution MEPC.209(63));

Guidelines for additional measures regarding ballast water management including emergency situations (G13) (resolution MEPC.161(56));

Guidelines on designation of areas for ballast water exchange (G14) (resolution MEPC.151(55));

Guidelines for ballast water exchange in the Antarctic treaty area (resolution MEPC.163(56)); and

Guidelines for port State control under the BWM Convention (resolution MEPC.252(67)).

Comments

Difference Between A, B & C-Class Divisions?

IMO Symbol A Class Division IMO Symbol B Class Division SOLAS has tables for structural fire protection requirement of bulkheads and decks. The requirements depend on the spaces in question and are different for passenger ships and cargo ships. The Administration has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise. Types of Divisions: "A" Class "B" Class "C" Class "A" Class: "A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria: They are constructed of steel or equivalent material They are suitably stiffened They are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test. they are insulated with approved non-combustible materials such that the average tempera

Bilge Injection Valve

Bilge Injection is a valve that enables the engine room bilges to be pumped out directly overboard in the event of an emergency such as flooding. The valve is normally fitted to the end of a branch connection with the main sea water suction line. This enables large main seawater cooling pumps to be used as a bilge pump in an emergency. Emergencies like fire and flooding involve the use of seawater. If there is a fire, seawater is the biggest resource of water available in the sea. Similarly, if it involves flooding of the engine room, cargo spaces or any other place on the ship for that matter; you would again require pumping the sea water out of the ship. In both these cases, you require pumps. There are two valves in close proximity namely main injection valve and bilge injection valve. Both of them have their own independent controls. The diameter of the bilge injection valve is kept nearly 66% of the main valve diameter which draws water directly from the sea through the

Load Line & Why it is Important

Merchant ships have a marking on their hull know as the Plimsoll line or the Plimsoll mark, which indicates the limit until which ships can be loaded with enough cargo, internationally, the Plimsoll line on a ship is officially referred to as the international load line. Every type of ship has a different level of floating and the Plimsoll line on a ship generally varies from one vessel to another. All vessels of 24 meters and more are required to have this Load line marking at the centre position of the length of summer load water line. There are two types of Load line markings:- Standard Load Line marking – This is applicable to all types of vessels. Timber Load Line Markings – This is applicable to vessels carrying timber cargo. These marks shall be punched on the surface of the hull making it visible even if the ship side paint fades out. The marks shall again be painted with white or yellow colour on a dark background/black on a light background. The comp

Marine Engineering

Search This Blog