Ballast Water Management
INTRODUCTION TO BWM AND THE
CONVENTION
Module I
INTRODUCTION TO BWM AND THE CONVENTION
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Welcome
Welcome to this elearning course which will tell you all you need to know
about effective Ballast Water Management (BWM) and give you the chance
to practice what you have learned in some realistic challenges.
This first short module introduces the issues around ballast water as a
means for the transfer of Harmful Aquatic Organisms and Pathogens
(HAOP) around the globe. It also introduces the international response to
dealing with this issue. In particular, it looks at the basic structure and
content of the BWM Convention and what it means for anyone involved in
the maritime transport sector.
Why is BWM important?
All ships need ballast to operate safely and efficiently. They have been using
water as ballast ever since the move from wooden to metal ships. Sea water
is easy to move, load and unload and there is a ready supply.
However, there is an unseen danger involved in taking water drawn from one
port and discharging it at another the potential transfer of harmful aquatic
organisms from one location to another.
Why is BWM important?
So, the current world fleet operates with ballast water that needs to be adequately
managed in order to avoid the transfer of harmful species.
BBC Worldwide/IMO Production, Invaders from the Sea. Extracted from https://www.youtube.com/watch?v=u5JkRtMTEdI.
Take a look at the video clip to find out more.
INTRODUCTION TO BWM AND THE CONVENTION
The Issue
Introduction
Shipping is essential to the global economy, providing the most cost
effective means of transporting bulk goods over great distances. Over 90%
of all global trade including everything from food and fuel to construction
materials, chemicals and household items is carried by ships. There are
some 50,000 merchant ships sailing the world's oceans. In January 2014,
the world fleet reached a total of 1.69 billion DWT (UNCTAD/RMT/2014).
Introduction
Ships are specifically designed and built to
move safely through the water while
carrying this cargo. When the ship is
travelling (with or without cargo) it must
distribute weight and eventually take
additional weight on board to enable it to
operate effectively and safely; for example,
by ensuring ship stability. This additional
material is called ballast.
The role of ballast water
As you have seen, ballast is essential for the effective operation of many
ships.
When ships were first built years ago, they carried solid ballast, in the form of
rocks, sand or metal. However, since around 1880, ships have used water as
ballast principally because it is more readily available, much easier to load on
and off a ship, and is, therefore, more efficient and economical than solid
ballast.
The role of ballast water
While ballast water is crucial to the safe operation of ships, studies have
shown that when ballast water is taken on board, the organisms living in that
water are also drawn in to the ballast tanks. Depending on the duration of
the voyage and other factors, many of these organisms are then able to
survive the journey and are subsequently released live into the waters of the
destination port when the ballast water is discharged.
The role of ballast water
Thus, ballast water serves as a vector for the transfer of species from
one part of the world to another via the pathway of international shipping.
Where this new area is outside of its natural geographic range, the
species which has been transferred is commonly known as an alien
species (alternative terms are nonnative or nonindigenous).
The role of ballast water
If the environmental conditions in this new geographic area are suitable,
the alien species may then not only survive, but may establish and spread,
in many cases causing, or with the potential to cause, harm to the local
environment, economy, or human health.
The impact in context
Invasive alien species are recognized as one of the greatest threats to
biodiversity globally. They also have serious economic, environmental
and health impacts and, as a result, place major constraints on
development.
In marine and coastal environments, invasive species have been identified
as one of the four greatest threats to the world's oceans along with land
based sources of marine pollution, overexploitation of living marine
resources and physical alteration/destruction of marine habitats.
The impact in context
This clip shows the impact of one invasive freshwater species the golden
mussel and the effect it can have on biodiversity and livelihoods.
BBC Worldwide/IMO Production, Invaders from the Sea. Extracted from https://www.youtube.com/watch?v=u5JkRtMTEdI.
Take a look at the video clip to find out more.
The bigger picture
It should be noted that shipping and ballast water are only one of many
possible pathways and vectors for the transfer of invasive species. Vectors and
pathways also often overlap as this diagram shows.
It's not just the water
Closely associated with ballast water are ballast sediments. When a ship
takes on ballast water it also takes on material contained in the water. In
turbid or shallow waters this often includes solid material. When this
material enters the ballast tank it settles to the bottom as 'sediments' and
provides a substrate for a variety of marine species, notably dinoflagellates.
According to the BWM Convention,
sediments are defined as "Matter
settled out of ballast water within a
ship".
Ballast water transfer
You've seen how transfer of invasive species through ships' ballast water
and sediments can impact ecosystems and livelihoods through the
introduction of invasive alien species. The size of the potential problem is
reflected in the amount of ballast water that is transferred every year.
Around 35 billion tonnes of ballast water (that's 35 trillion litres of
water) are transported around the world every year. This amount of
water means the likelihood of marine species being transported around the
world is very high.
The scale of the problem
Thousands of different marine species may be
carried in ships' ballast water. Basically this
can mean anything that is small enough to
pass through a ship's ballast water intake
ports and pumps. However, not all of these will
survive in the ballast tank because it is a
hostile environment with considerable
disturbance, lack of food and light.
Summary
Ballast water is now an essential part of the way
modern ships ensure safety and stability.
However, ballast water can contain micro
organisms that are transferred along with the sea
water.
Marine species that are transported in ballast
water tanks can thrive in their new habitats.
Invasive alien species can have a huge impact
on ecosystems, food chains and people's way of
life.
INTRODUCTION TO BWM AND THE CONVENTION
The International Response
The IMO
At the forefront of the international initiatives is the International Maritime Organization
(IMO), the specialized agency of the United Nations responsible for the international
regulation of ships' safety and security as well as for the prevention of marine pollution
from ships.
IMO has been working through its Member States to tackle the problem of ballast water
since 1973 when, at the conference to adopt MARPOL the ballast water problem was
raised. The conference adopted a Resolution which noted that "ballast water taken in
waters which may contain bacteria of epidemic diseases, may, when discharged, cause
a danger of spreading of the epidemic diseases to other countries.
The IMO
The International Convention for the Control and Management of Ships'
Ballast Water and Sediments, was adopted by consensus at a
Diplomatic Conference at IMO Headquarters in London on 13 February
2004.
The entry into force for the BWM Convention were met on 8 September
2016 and consequently the Convention will enter into force on 8
September 2017.
Regulatory Work
The IMO then established a Ballast Water Working Group under the Marine
Environment Protection Committee (MEPC) and has been actively engaged
in seeking a solution to the ballast water problem.
Activities have included:
The development of a preliminary set of Guidelines in 1991, subsequently replaced in 1997 by an updated
version: the 'Guidelines for the Control and Management of Ships' Ballast Water to Minimize the Transfer of
Harmful Aquatic Organisms and Pathogens' (A.868(20))
The development of an international legal instrument
The development of guidelines for the implementation of the Convention.
Introducing the BWM Convention
Take a look at the video clip to find out more.
Video
BBC Worldwide/IMO Production, Invaders from the Sea. Extracted from https://www.youtube.com/watch?v=u5JkRtMTEdI.
The structure of the BWM Convention
The BWM Convention is composed of 22 Articles, and one Annex with 5
sections (A to E).
Since its adoption, 14 Technical Guidelines have been developed to support
national authorities, ships' masters and owners, equipment manufacturers
and class societies, and to encourage the harmonized implementation of
the different requirements.
More information about
the guidelines can be
found on BWM
Guidelines and other
relevant guidance
The preamble
The Preamble to the BWM Convention references the 1992 UN Conference
on Environment and Development (UNCED), Principle 15 of the Rio
Declaration on Environment and Development "precautionary approach"
and the 2002 World Summit on Sustainable Development which call for
action at all levels to accelerate the development of measures to address
invasive alien species in ballast water. This firmly connects the issue with
the IMO's own strategy and integrated activities among various UN
agencies.
General rights and obligations set out in the articles
Parties will undertake comprehensive actions to prevent transfer of harmful
aquatic organisms and pathogens through the control and management of
ballast water and sediments. Articles 2 & 4.
Parties undertake to ensure that ports and terminals provide infrastructures
to retain and dispose of sediments removed from ballast tanks. Article 5.
Parties should facilitate scientific and technical research on BWM and
monitor the effects of BWM in waters under their jurisdiction. Article 6.
General rights and obligations set out in the articles
The Convention promotes CME regime. Articles 7, 8, 9 and 10. In addition
to Flag survey and certification, ships may be inspected by Port State
Control Officers (PSCOs). They may check for a valid certificate and an
approved Ballast Water Management Plan (BWMP) as well as carry out
inspections and take samples.
Inspections and administrative responsibilities shall be structured in order to
avoid undue delays to ships.
Flag State, coastal State and port State obligations under
the Convention
Flag States and port States or
coastal States have more
specific obligations under the
Convention. Together they form
a national integrated strategy
to address ballast water risks.
Coastal State obligations
Obligations of the coastal State are as follows:
To ensure that all vessels under their jurisdiction have a BWMP in place,
and that they carry a Ballast Water Record Book (BWRB)
To enact a CME system
To enact domestic laws to make the Convention applicable in areas and
vessels under their jurisdiction, and including penalties and sanctions
Regional and international cooperation
Environmental management and public health protection through
adequate monitoring programs
Flag State obligations
Obligations of the flag State are as follows:
Vessels flying their flag must be in compliance with the Convention
To have procedures in place for the issuing of the International Ballast
Water Management Certificate (IBWMC)
To ensure that crew members engaged in BWM and Supplemental BWM
practices are adequately trained
Procedures in place to conduct detection and investigation of violation
Port State obligations
Obligations of the port State are as follows:
To provide adequate facilities for sediment reception (where required)
To protect port areas and socioeconomic activities
Develop enforcement and sanction regime
Control of foreign ships calling in port or at an offshore terminal; and
consequently participate into global implementation and enforcement of
the Convention
Regional and international cooperation
Summary
The international response has come in a number of forms, including:
Continuing work by the IMO which has been working through its Member
States to tackle the problem of transfer of invasive species through ballast
water since the issue was first raised.
The BWM Convention was adopted in February 2004. Since then, a set of
guidelines has been adopted for its uniform implementation.
The entry into force for the BWM Convention were met on 8 September 2016
and consequently the Convention will enter into force on 8 September 2017.
