INTERNATIONAL MARITIME LAW

2.11.2.2 Garbage Record book ENTRIES IN GARBAGE RECORD BOOK (CONT’D) When garbage is incinerated : • Date and time of start and stop of incineration • Position of the ship ( latitude and longitude ) • Estimated amount incinerated in m3 • Signature of the officer in charge of the operation.

2.11.2.2 Garbage Record book ENTRIES IN GARBAGE RECORD BOOK (CONT’D) Accidental or other exceptional discharges of garbage  Time of occurrence  Port or position of the ship at time of occurrence  Estimated amount and category of garbage  Circumstances of disposal, escape or loss, the reason therefore and  General remarks

2.11.2.2 GARBAGE RECORD BOOK Receipt • The Master should obtain from the operator of port reception facilities, a receipt or certificate specifying the estimated amount of garbage transferred. • The receipts or certificates must be kept on board the ship with the Garbage Record Book.

2.11.2.2 GARBAGE RECORD BOOK Amount of garbage • The amount of garbage are estimated in m³ and separated into categories. The Garbage Record Book shall contain references of garbage estimation. • This copyright material is reproduced with the kind permission of the International Maritime Organisation.

2.11.3 ANTI FOULING SYSTEM 2.11.3.1 Prohibition of the usage of organotins and future 2.11.3.2 prevention of usage through establishment of mechanism. Convention set into force since 17th Sept 2008

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https://slideplayer.com/slide/6258006/

• IMO adopted a new International Convention on the Control of Harmful Anti- fouling Systems on Ships, on 5 October 2001 which will prohibit the use of harmful organotins in antifouling paints used on ships and will establish a mechanism to prevent the potential future use of other harmful substances in anti-fouling system • the convention entered into force on 17 September 2008

CONTROL OF HARMFUL ANTI-FOULING SYSTEM ON SHIPS • Anti-fouling paints are used to inhibit growth of marine organisms to maintain the efficiency of vessels and infrastructure. • The International Convention on the Control of Harmful Anti-fouling Systems on Ships (the HAFS Convention) was adopted by IMO on 5 October 2001.

• HAFS prohibits the use of harmful substances in anti- fouling paints used on ships. • Establishes a mechanism to prevent the potential future use of other harmful substances in anti-fouling systems. HAFS Convention applies: 1. Ships of 400 gross tons and above. 2. Engaged in international voyages. 3. To facilities used by the oil production industry.

The harmful environmental effects of organotin-based compounds, such as tributyltin (TBT) used in anti-fouling paints on vessel hulls and infrastructure

2.11 (PART 4) BALLAST WATER MANAGEMENT CONVENTION 2004 • BWM convention adopted on 13th Feb 2004 • Reg B-1 states the requirement of BWMP approved by admin • Definition of BW, BWM and sediments and specific to individual ship with detailed description and • Application of the said convention actions taken • Para. 4 is added into SOLAS chpt V, Reg 22 – new requirements • Valid cert., BWM plan and BWRB are required for compliance applicable to navigation records • Exemptions from the application of the convention • Blind sectors and horizontal field of vision shall tken into account • Management and control requirement ( sect B, reg. B1 to B6) • Brief explanation of Annex A-E by the master before proceeding with the exchange • Various methods of ballast discharge • Standards to be observed in BW exchange • Proper lookout is maintained during exchange and exchange • As per reg. B-4, BW exchange should: must follow the plan as well as IMO recommendation • Carried out ≥ 200nm from land & ≥ 200m depth (IMO) • Such an inability to do so, ≥50nm from land and ≥ 200m depth • SOLAS chpt V- Reg.28 – navi. Activities, daily report, commencement and termination should be recorded • Navigational records during BW exchange may be reviewed during ISM audit & PSC inspections



DEFINITION OF BW, BWM AND SEDIMENTS • \"ballast water\" means water with its suspended matter taken on board a ship to control trim, list, draught, stability or stresses of the ship, and has the meaning given to it under MAR POL as modified by the Protocol of 1978, any subsequent amendments and the Convention; • \"Ballast Water Management\" means mechanical, physical, chemical and biological processes, used either singularly or in combination, to remove, render harmless or to avoid the uptake or discharge of harmful aquatic organisms and pathogens within a ship's ballast water and sediments; • \"sediments\" means matters settled out of ballast water within a ship; http://extwprlegs1.fao.org/docs/pdf/fij152576.pdf

2.11 (PART 4) BALLAST WATER MANAGEMENT CONVENTION 2004 BWM convention adopted on 13th Feb 2004 • the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention) was adopted by consensus at a Diplomatic Conference held at IMO Headquarters in London on 13 February 2004. http://www.imo.org/en/OurWork/Environment/BallastWaterManagement/Pages/Default.aspx

2.11 (PART 4) BALLAST WATER MANAGEMENT CONVENTION 2004 Application of the said convention • The Convention requires ships to implement a ballast water management plan. All ships have to carry a ballast water record book and are required to carry out ballast water management procedures to a given standard. Parties to the Convention are given the option to take additional measures which are subject to criteria set out in the Convention and to IMO guidelines. • They are the ballast water exchange standard and the ballast water performance standard. Ships performing ballast water exchange shall do so with an efficiency of 95 per cent volumetric exchange of ballast water and ships using a ballast water management system (BWMS) shall meet a performance standard based on agreed numbers of organisms per unit of volume. http://www.imo.org/en/OurWork/Environment/BallastWaterManagement/Pages/Default.aspx





New Ballast Water Management System

2.12 IMPORTANCE OF PROACTIVE MEASURES TO PROTECT THE ENVIRONMENT 2.12.1 The need of taking proactive measures for marine protection 2.12.2 i. Protective measures during ii. iii. Bunkering iv. Loading/discharging oil, chemicals and hazardous cargoes v. Tank cleaning vi. Hold washing vii. Pumping out bilges viii. BW exchange ix. Purging & gas freeing Disposal of other garbage Sewage discharge

2.12.1 The need of taking proactive measures for marine protection • Shipping – which transports about 90% of global trade – is, statistically, the least environmentally damaging mode of transport, when its productive value is taken into consideration. For example, the vast quantity of grain required to make the world’s daily bread could not be transported any other way than by ship. Moreover, set against land-based industry, shipping is, overall, a comparatively minor contributor to marine pollution from human activities. • IMO’s original mandate was principally concerned with maritime safety. However, as the custodian of the 1954 International Convention for the prevention of pollution of the sea by oil (OILPOL Convention), the Organization, soon after it began functioning in 1959, assumed responsibility for pollution issues and subsequently has, over many years, adopted a wide range of measures to prevent and control pollution caused by ships and to mitigate the effects of any damage that may occur as a result of maritime operations and accidents. • These measures have been shown to be successful in reducing ship-sourced pollution and illustrate the commitment of the Organization and the shipping industry towards protecting the environment. Of the 51 treaty instruments for the regulation of international shipping IMO has adopted so far, 21 are directly environment-related. • The work of the Marine Environment Division is, in the main, directed by the Marine Environment Protection Committee, the MEPC in short, which is IMO's senior technical body on marine pollution related matters. It is aided in its work by a number of IMO's Sub- Committees, in particular the Sub-Committee on Pollution Prevention and Response (PPR). http://www.imo.org/en/OurWork/Environment/Pages/Default.aspx

2.12.2 proactive measures that can be taken on board the ships to protect the marine environment • In every shipboard operation, the three prime factors that should be focused on by the onboard personnel are – safety of the crew, safety of the ship and cargo, and protection of marine environment. • The ship’s crew should always remember that whatever they do, the bottom line in all circumstances must be – ‘Safety First’. https://www.marineinsight.com/marine-safety/measures-taken-during-shipboard-operation-for-the-safety-of-ships-crew-cargo-and-marine-environment/

During cargo operation in a container ship, following points are to be remembered to ensure safety of the crew, cargo, and marine environment: • When it comes to the crew, personal protective equipment must be worn during cargo operation which includes the safety shoes, safety helmet, coverall, gloves, etc. https://www.marineinsight.com/marine-safety/measures-taken-during-shipboard-operation-for-the-safety-of-ships-crew-cargo-and-marine-environment/

• While handling the ongoing cargo operation, be careful not to come in the way or stand under any heavy load. • Safety of the cargo involves the correct lashings & securing of the cargo. • Safety of the personnel involves correct lashing procedure to avoid back injuries and sprains. • Onboard refrigerated cargo is to be monitored and should be maintained at their required temperatures. • Dangerous goods of different categories have to be packaged and segregated as per the IMDG code. http://shipsbusiness.com/securingarrangement.html https://www.marineinsight.com/marine-safety/measures-taken-during-shipboard-operation-for-the-safety-of-ships-crew-cargo-and-marine-environment/

• No source of ignition should be allowed into or near to a place where dangerous goods containers or IMDG containers are stowed. • The lashing bridge and catwalks must be in a safe condition to work. • All the lashing bars and lashing equipment must be in place and not left lying on the lashing bridge floor. • One must never stand or walk under a working spreader. The consequences could be fatal if an accident occurs. • Mooring ropes of the ship should be kept tight all the time. • Safety signs should be posted at appropriate places. (For example ‘No Smoking’ signs). https://www.marineinsight.com/marine-safety/measures-taken-during-shipboard-operation-for-the-safety-of-ships-crew-cargo-and-marine-environment/

• Security level to be displayed and ISPS duties to be performed properly. • The deck and even the cargo holds should be free of oil or greasy material. If the deck is found in such a condition it must be cleaned up immediately. • Cargo holds containing dangerous cargo or fumigated containers should be well ventilated. Entry into such a hold with inadequate ventilation must not be allowed. • Dangerous cargoes must be stowed on deck or in the holds as per the Ship’s stowage plan for dangerous cargoes and should be well away from living quarters. • Any kind of oil spill or leak must be prevented so as to avoid pollution of the seas. • When an incident takes place involving the loss or likely loss overboard of packaged dangerous goods into the sea, the Master shall report the particulars of such an incident without delay to the nearest coastal State. https://www.marineinsight.com/marine-safety/measures-taken-during-shipboard-operation-for-the-safety-of-ships-crew-cargo-and-marine-environment/

• The report shall be based on the Supplement to the IMDG- Code “Reporting Procedures”. When the ship is within or near an area for which a ship reporting system has been established, reports shall be transmitted to the designated shore station of that system. • Emergency exits and escape routes must be clear of all obstructions at all time. • All crew should be aware of the dangerous cargo spill contingency plan which is kept in the deck office • First aid kit and defibrillator must always be present in the deck office. https://www.marineinsight.com/marine-safety/measures-taken-during-shipboard-operation-for-the-safety-of-ships-crew-cargo-and-marine-environment/

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https://pt.slideshare.net/ardigreen1/ismposter/6

Ballast water exchange

Crew training and familiarization • All officers and ratings should be trained and familiarized regarding ship’s pumping plan, positions of air and sounding pipes, location of tanks and manholes, compartment and tank suctions, pipe lines as well as remote pump operation and sounding equipment. • officers should be familiarized with record –keeping and approved stability booklet, and ballast water log should be cross checked everyday. https://www.marineinsight.com/maritime-law/comply-with-ballast-water-convention/

https://www.slideshare.net/pxkohli/ballast-water-management-plan-presentation

https://www.slideshare.net/pxkohli/ballast-water-management-plan-presentation

https://www.slideshare.net/pxkohli/ballast-water-management-plan-presentation



Ballast Water Sampling Point • The sampling of ballast water may be required by the local authorities such as a Quarantine officer. • Normal ballast water sampling may be done through the sounding pipe. Location of the sounding pipes’ heads are to be marked and should be shown on the vessel plan. https://www.marineinsight.com/maritime-law/comply-with-ballast-water-convention/

Ballast Water Management Officer • Usually, Chief Officer is the designated person for ballast water management. • He must ensure that the procedures laid out in the ballast water management plan is implemented on board properly. • It is important to plan and carry out ballasting and De-ballasting operation comply with BWM convention (D-1 or D-2 regulation), despite taking in to account the stability, trim factors of the vessel and advising other officers to carry out the operation safely. • Prepare the ballast water declaration from prior to arrival in port. Assist port state control or quarantine officers for any sampling that may need to be taken. • Maintain the Ballast water record book properly. https://www.marineinsight.com/maritime-law/comply-with-ballast-water-convention/

Record Keeping • All the data of ballasting and De-ballasting operations, ballast water exchange etc. should be recorded with time and position in the ballast water record book . • When sediment is cleaned from ballast tanks or chain lockers, this data should also be logged. https://www.marineinsight.com/maritime-law/comply-with-ballast-water-convention/

Disposal of Sediments • During cleaning and De-slitting operations, the tank sediments should be safely disposed of and should NOT be discharged in estuarine of coastal waters. • Safe disposal consists of removal to shore facilities or designated landfill areas or discharge into deep ocean water in accordance with the convention. https://www.marineinsight.com/maritime-law/comply-with-ballast-water-convention/

Chain Lockers and Sea Chests • Subjected to practical accessibility, all sources of sediment retention such as anchors, cables, chain lockers, suction wells should be cleaned out regularly as an additional precaution to further reduce the possibility of spreading contamination. https://www.marineinsight.com/maritime-law/comply-with-ballast-water-convention/

Sediment Management Routine cleaning to remove sediments from tanks which are used to carry ballast should be regularly under taken: 1) Flushing with small quantity of clean water in an empty tank and de- ballasting it again 2) Manual cleaning by making an entry in to a ballast tank or tanks. The tank entry is an hazardous operation and safety procedures should be followed before entry. Inform port authority and “Enclosed space entry permit” to be made prior entry. https://www.marineinsight.com/maritime-law/comply-with-ballast-water-convention/

Purging and Gas Freeing