National BW Regulations

Argentina

Buenos Aires

Australia

All ports advice

Brazil

All ports advice

Canada

All ports advice. St Lawrence Seaway

Chile

All ports advice

Egypt

Alexandria

Israel

All ports advice

New Zealand

All ports advice

Norway

All ports advice

Oman

All ports advice

Panama

No ballast water discharge is allowed in the canal

Russia

Black Sea ports

ROPME

ROPME Sea Area (Kuwait Region)

Turkey

All ports

Ukraine

All ports

USA

All ports. West Coast States. St. Lawrence Seaway. Minnesota.

Since 1990, the port of Buenos Aires has required that ship’s ballast water be chlorinated prior to calling.

On July 1st 2001 the Australian Quarantine and Inspection Service (AQIS) introduced mandatory ballast water management requirements that prohibit the Discharge of “high-risk” ballast water from ships anywhere inside Australia’s territorial seas (12nm limit generally applies). Any ballast water that has been exchanged at sea, by an approved method, is deemed to be acceptable for discharge in Australian ports / waters. Vessels must retain all ballast water records and any relevant logbooks, and make these available to quarantine officers on request. Vessels undertaking ballast water management to comply with Australian requirements should do so in accordance with the IMO guidelines. All ships arriving in Australia from international waters are required to submit a Quarantine Pre-Arrival Report (QPAR) to AQIS. This report includes the reporting of ballast water management procedures undertaken, and the ship’s master is required to send the QPAR to AQIS between 12 – 48 hours prior to arrival in Australia, usually via the ship’s local agents. Ships that do not submit the QPAR to AQIS will not be given formal quarantine clearance to enter port and additional AQIS charges to the vessel will be incurred. No ballast water may be discharged from internationally trading vessels in Australian waters without express written permission from AQIS. Such permission may be given following lodgment of the QPAR with AQIS – provided acceptable ballast water management has been reported on the QPAR. If details / intentions about discharge of international ballast water as originally submitted change for any reason, a revised QPAR must be sent prior to discharging any ballast water that has not already been specifically authorized. Ships must also complete the AQIS Ballast Water Log with details of ballast water uptake ports; usage of the AQIS Ballast Water Decision Support System (BWDSS) (a non mandatory automated computer application that supports AQIS' ballast water management requirements); ocean exchanges; and, intended Australian discharge locations. This form need not be sent to AQIS under normal circumstances – AQIS Officers will examine it during their physical attendance on board each vessel. Completed forms must be retained on the ship for a period of two years and produced to AQIS on request.

The State of Victoria – introduced legislation, effective 1 July 2004 intended to complement the AQIS legislation and also allowing EPA Victoria to charge fees and fines in relation to ballast water applicable to all ships entering Victorian Ports. To support the existing ballast water requirements the Victorian Government introduced legislation that entered into force 1 July 2006 specifying:

• ballast water reporting requirements for owners and masters of ships with capacity to carry ballast water
• offences for ship owners and masters for not meeting reporting and/or paying prescribed fees
• a cost recovery fee structure for administering the ballast water management system and its implementation by EPA

Additional requirements apply to Victoria State coastal traffic that stipulate ballast water must be exchanged a minimum of 3nm offshore.

On 15 October 2005, the Brazilian NORMAM 20 regulations entered into force that require all vessels to carry out ballast water exchange prior to entering a Brazilian port or terminal. The regulations require vessels to exchange water ballast by using a recognized method in an area no less than 200 nautical miles from the coast and with a water depth of at least 200m. If this is not possible, an exchange that takes place not less than 50 nautical miles from land at a water depth of at least 200m is acceptable. Ships entering the Amazon River or the Para River from international voyages are required to undertake a second ballast water exchange in specified areas prior to entering these rivers. In this second exchange it is necessary only to pump through the tank once. Regulation requiring ships to have on board a Flag State approved ballast water management plan was postponed to 30 June 2006; for vessels from a flag state that has not ratified the Ballast Water Management Convention the plan must be approved by a “Letter of Compliance” from Class, however ICS has been informed by the Brazilian Authorities that since some ships have had difficulties complying with the request for having an approved BWMP on board, enforcement of the requirement for official approval will not be applied until 30 December 2006, provided an owner’s plan is on board. Ships must send a ballast water report form (NORMAM 20 Annex B) to the Harbor Master or his agent 24 hours prior to arrival in port. A copy of this report is to be retained on board for possible presentation to any other authorities. It is informed that failure to employ ballast water management practices will result in a penalty, unless the vessel is exempted due to safety or voyage constraints or specifically exempted from the regulation.

Canada introduced new regulations for waters under its jurisdiction effective June 8, 2006, intended to be harmonized as much as possible with the U.S. Coastguard requirements and those of the International Convention. The regulations require vessels carrying ballast water taken up outside Canadian waters to either; a) exchange ballast water more than 200nm from land in a water depth greater than 2000m, or b) if during its voyage they have not navigated to an area more than 200nm from shore with a water depth of 2000m, to exchange ballast in an area at least 50nm from land with a water depth at least 500m. The ballast water volumetric exchange efficiency is required to attain 95%, and if the exchange is conducted in an area not less than 50nm from shore a ballast water salinity of at least 30 parts per thousand is required. If a ship is unable to exchange ballast water due to stability or safety concerns, then the Canadian authorities must be notified at least 96 hours before entering Canadian waters, or as soon as is practical, alternative exchange zones may be designated or the ship may be required to retain the ballast on board. All ships are required to complete a ballast water report form in the format described in TP 13617 and submit this to the Canadian authorities on completion of ballast water exchange and all ships will be required to have a ballast water management plan (BWMP) onboard by 8 December 2006.

As from 10 August 1995 there has been a mandatory requirement for ballast water exchange in deep water with entries in bridge and engine room logbooks, showing geographical co-ordinates, amount replaced and what percentage of total ballast capacity represented. The accepted alternative to ballast water exchange is in-tank treatment by the addition of 100 grams of powdered sodium hypochlorite, or 14 grams of powdered calcium hypochlorite, per tonne of ballast water, ensuring thorough mixing, and then allowing 24 hours before beginning discharge of the treated ballast water is also accepted.

The port authorities in Alexandria are requiring the Master to prepare a letter requesting the discharge of ballast water. The letter is to detail the number of ballast tanks, the quantity of ballast water in each tank, the total quantity of ballast water to be discharged and a statement that the ballast water was changed in the Mediterranean Sea. Port authority permission is to be obtained prior to ballast discharge and a ballast tank sample may be taken.

As from 19 July 1996 has required vessel Masters to provide ships’ inspectors (Pilots) with a completed ballast water exchange report. Ballast water that has not been taken on in the open ocean must be exchanged in open ocean beyond any continental shelf or fresh water current. Ships bound for Eilat must carry out exchange outside the Red Sea, when practicable. Ships bound for Mediterranean Ports must exchange in the Atlantic Ocean, when practicable.

New Zealand introduced legislation effective 1 April 2004 requiring mid ocean ballast water exchange (>200nm offshore) and prohibiting the discharge of sediments from the cleaning of holds, ballast tanks or anchor chain lockers into New Zealand’s territorial waters (12 mile territorial limit). Any sediment must be disposed of by use of an approved landfill. Vessels needing to discharge ballast must record in their logs where the ballast water was loaded together with volumes, location and dates of all exchanges undertaken. Before arriving in New Zealand every vessel using ballast water must complete a NZ ballast water declaration form which is to be sent to the ship’s agent in New Zealand accompanying the Advance Notice of Arrival Form. A Quarantine Officer’s permission to discharge ballast must be obtained prior to any discharge. An exemption may be granted if it can be shown that exchange of ballast water could not have been undertaken safely, such exemptions are granted while the vessel is on route. No exemptions will be granted when ballast water has been taken up in high risk areas, these areas include Tasmania – Australia, and Port Phillip Bay – Victoria – Australia.

Norway - new ballast water regulations from 1 July 2010

BIMCO has been informed that with the new ballast water regulations, Norway is basically implementing the International Ballast Water Management Convention (BWMC), with the exception of requiring ships to have ballast water treatment system (BWTS) installed, but that requirement will be enforced once the BWMC enters into force.

All ships carrying ballast water taken up outside an area as shown in map 1.1 must treat or exchange the ballast water before discharging it inside Norwegian territorial waters.

Alternatively, ballast water could be delivered to shore reception facilities but currently, Norway has no such facilities available. It is doubtful whether shore reception facilities for ballast water capable of handling the normal ballast water capacities of ships trading to and from Norway are a realistic possibility, therefore this is not seen as a viable solution.

This means that the ballast water has to be exchanged, and such exchanges must be carried out in accordance with the requirements of the BWMC, which are copied into the Norwegian regulation.

As the third option, ships must exchange the ballast water in ballast water exchange areas as defined in map 1.2 .

As in accordance with the convention, ships are not required to exchange ballast water if it represents a safety risk and ships are furthermore not required to deviate from their intended course or to delay the voyage to carry out ballast water exchange.

The regulation has one additional element relative to the BWMC. If the ballast water exchange cannot be carried out outside 200 nm or 50 nm or in the BWE areas, the ship is required to carry out the BWE as far from the coast as possible on its voyage to the port. This addition is not a requirement and it is thus up to the Master’s judgment to carry out such exchange, based on whether this is practical and represents some risk reduction

As required by the BWMC, all ships must have a BWM plan on board and accordingly record all ballast water operations in a BW Record Book or in the Deck Log Book.

DATE: February 17, 2010
COUNTRY: Oman
PORT: Al Qalhat (Sur)
Ballast Water Reporting requirements in effect
Ballast Water Reporting requirements for the ROPME Special Area are now being implemented at Qalhat LNG Port, from 10 February 2010.

Ballast water exchange must take place outside the Special Area Zone of the ROPME Sea Area (RSA). The RSA is defined as extending between the following geographic latitudes and longitudes: 16 deg. 39', 53 deg. 3'30"E; 16 deg. 00'N, 53 deg. 25'E; 17 deg. 00'N, 56 deg. 30'E; 20 deg. 30'N, 60 deg. 00'E; 25 deg. 04'N, 61 deg. 25'E.

Considering the nature of the RSA, the sensitivity of the ecosystem and its vulnerability to marie bio-invasion, compounded by the very large volume of ballast water being discharged, the issue of harmful aquatic organisms by ships' ballast water and sediment is a priority. The following points should therefore be observed:

1. Vessels arriving from outside the RSA should undertake ballast water exchange en route in water over 200 nautical miles from the nearest land and in waters at least 200 metres in depth.
2. If this is not possible for safety reasons, then vessels should be expected to make minor deviations to areas within the 200 nautical miles limit that can be identified as discharge area, so long as such areas are more than 50 nautical miles from the nearest land in waters at least 200 metres in depth.
3. If this is not achievable, the ship shall provide the respective authority with the reason why she has not done so, and further ballast water management measures may be required, consistent with the Ballast Water Management Convention and other international laws.

Ballast water which has been treated with a ballast water management system approved in accordance with IMO standards does not need to be exchanged. Ships are required to have on board an approved Ballast Water Management Plan in accordance with IMO standards. Ships should also have and maintain a Ballast Water Record Book.

The United Kingdom MCA has led a scoping study for ballast water management strategy for North West Europe that is now complete, and is presenting the strategy document for the OSPAR Commission’s consideration at its meeting in Stockholm 26 – 30 June 2006. It is to be anticipated that the measures agreed will be introduced for the whole of the OSPAR region by staggered application. The first such measures being proposed are: - Vessels going from a fresh-water port to a fresh-water port should undertake ballast-water exchange in the marine environment in an appropriate/designated area, and; - Vessels arriving from outside the OSPAR maritime area should undertake ballast-water exchange en-route, in waters over 200nm from the shoreline and in waters at least 200m depth. If this is not possible for safety reasons then vessels should be expected to make minor route deviations to areas within the 200nm limit that can be identified as discharge areas, so long as such areas are more than 50nm from the coast and in waters at least 200m in depth. If this is not achievable, then further ballast-water management measures may be required, consistent with the IMO Ballast Water Convention and international law. It is understood that the earliest possible application date of these intended measures is September 2007. The UK MCA is to continue to lead this work by setting up an intercessional correspondence group (under OSPAR) to consider how to implement phase 2 of the project, ICS is already designated a member of this correspondence group

The Canal Authorities have prohibited the discharge of ballast water in the Canal.

As of May 2006 revised regulations regarding change of ballast water before arriving to Peruvian ports applies. Ships agents must provide updated instructions to all ships prior arrival, including the format of reporting to local authorities on arrival at the port of call. All ships arriving to Peruvian ports must continue to change ballast water to be discharged in Peruvian ports at sea 12 miles beyond the coast. The latest ballast water regulations require:

1. Submission of a "Ballast Water Notification" to the Maritime Authority (Harbormaster) as per Annex A of the Resolution.
2. The ship to maintain a special "Ballast Water Register book". (Ballast water management plan and records).
3. A prohibition to discharge unchanged ballast water. Should the need to discharge unchanged ballast arise the ship must request authorization from the Harbormaster and sail to a designated area to discharge/change ballast.
4. The obligation to change ballast water to be discharged at Peruvian ports beyond 12 miles from the Coast even if the Ballast Water has been taken at another Peruvian port.
5. Local authorities to establish sensitive no discharge zones.

Port State Control enforced by the Maritime Authority may:

• Ensure the existence of a "Ballast Water Management Plan".
• Ensure designation of key crewmen to put the Ballast Water Management Plan in practice.
• Verify crew training or familiarization with the above plan.
• Take samples of ballast water to determine presence of harmful agents.

Ballast Water to be discharged at Peruvian Ports should be exchanged/taken as may be possible in the adjacent area beyond 12 miles from the coast.

Novorossiysk Black Sea, effective 1 May 2006, new port regulations stipulate de-ballasting is permitted only if ballast water has been taken from/changed in the Black Sea.

The ROPME Sea Area (RSA) is defined as extending between the following geographic latitudes and longitudes, respectively: 16 deg. 39'N, 53 deg. 3'30"E; 16 deg. 00'N, 53 deg. 25'E; 17 deg. 00'N, 56 deg. 30'E; 20 deg. 30'N, 60 deg. 00'E; 25 deg. 04'N, 61 deg. 25'E....

....With effect from November 1, 2009, all ships, regardless of flag, will be required to exchange and treat all Ballast water taken up outside the ROPME Sea Area for the Protection of the Marine Environment. This comprises the states of K.Bahrain, IR.Iran, R.Iraq, S.Kuwait, S.Oman, S.Qatar, K.Saudi Arabia and the United Arab Emirates. Taking into consideration the provisions of the regulation B-4 of the Ballast Water Management Convention, the following points should be observed:

1. Vessels arriving from outside the ROPME Sea Area should undertake ballast water exchange en route in water over 200 nautical miles from the nearest land and in water at least 200 metres depth.
2. If this is not possible for safety reasons, then vessels should be expected to make minor deviations to areas within the 200 nautical miles limit that can be identified as discharge area, so long as such areas are more than 50 nautical miles from the nearest land in waters at least 200 metres depth.
3. If this is not achievable, then the ship shall provide the respective authority with the reason why she has not done so, and further ballast water management measures may be required, consistent with the Ballast Water Management Convention and other international laws.

Ballast Water, which has been treated with a ballast water treatment system approved in accordance with IMO standards, does not need to be exchanged. Ships will be required to have on board an approved Ballast Water Management Plan in accordance with the IMO standards. Ships should also have and maintain a ballast water Record Book. From the date specified above, all the ships passing Strait of Hormoz will be required to complete the Regional Ballast Water Reporting Form (RBWRF) herewith attached. The ships will be inspected by the Port State Control Officers to ensure these Regional requirements are fully implemented.

Separate to the North West European strategy reported above, the UK’s Department for Environment Food and Rural Affairs (DEFRA) has made its own interpretation of the EU Habitats directive and proposes legislation that would prohibit any ballast water exchange within 200nm of the UK coast. Should this proposal be taken forward it could impose unachievable requirements and a consequential substantial impact on the short sea shipping sector.

Requirements for the protection of the Black Sea include: - On entry segregated ballast water must be exchanged for Black Sea ballast water. - Record this exchange in the oil record book and the logbook. - Declare to the agent the amount of ballast water to be discharged at the loading berth. - On berthing the ballast water will be sampled and tested before discharge is allowed. It should be noted that even when a ship complies with the Black Sea ballast water exchange requirements the ballast water can fail the testing process which may result in fines against the master and the ship or instructions to leave the berth to de-ballast outside the 12 mile zone.

DATE: March 04, 2010
COUNTRY: Turkey
PORT: Ceyhan
Ballast water exchange requirements at Ceyhan.

Ballast water exchange requirements have come into effect at Ceyhan from 1 March 2010.

All vessels must exchange the ballast water prior arrival to Ceyhan at least 50-200 NM offshore and in water with a minimum of 200 metres depth.

Ballast water sample are to be collected from vessels during possible Port State Control after berthing, and the result will be compared with pre-arrival ballast form/report.

USA – Federal legislation is proposed in Congress that generally conforms to the IMO Ballast Water Convention requirements except that the regulation D-2 biological efficacy standard is some 100x more stringent and the existing ship phase-in dates for compliance with regulation D-2 under regulation B-3 are reduced. It may be anticipated that this proposed regulation will be subject to further amendment prior to a final acceptance.

California – on 22 March 2006 announced that new ballast water management regulations entered into force. Vessels arriving at a California port or place from another port or place within the Pacific Coast region must employ at least one of the following practices:

• Exchange the vessel's ballast water in near-coastal waters, before entering the waters of the state, if that ballast water has been taken on in a port or place or within the Pacific Coast region retain all ballast water onboard the vessel.
• Use an alternative, environmentally sound method of ballast water management that, before the vessel begins the voyage, has been approved by the State Lands Commission (SLC) or the United States Coast Guard (USCG) as being at least as effective as exchange, using mid-ocean waters, in removing or killing non-indigenous species.
• Discharge the ballast water to a reception facility approved by the SLC.
• Under extraordinary circumstances, perform a ballast water exchange within an area agreed to by the SLC in consultation with the USCG at or before the time of the request

For the purposes of the above:

• “Near-coastal waters” means waters that are more than 50 nautical miles (nm) from land and at least 200 metres (656 feet or 109 fathoms) deep
• Ports and places in the San Francisco Bay area east of the Golden Gate Bridge, including the ports of Stockton and Sacramento, are considered the same “California port or place”
• The ports of Los Angeles, Long Beach and the El Segundo marine terminal shall be considered the same “California port or place” - The “Pacific Coast region” is defined as all coastal waters (within 200 nm of land) on the Pacific Coast of North America east of 154°W longitude (approximately equal to Cooks Inlet, Alaska) and north of 25°N latitude (Baja California, Mexico), exclusive of the Gulf of California

Vessels arriving at a California port or place from a port or place outside the Pacific Coast region must continue to exchange ballast water in mid-ocean waters, or retain all ballast water on board.

All vessels are required to develop and maintain a vessel-specific ballast water management plan, develop and maintain a ballast water log, submit a completed and signed ballast water reporting form, and remit the required fee to the Board of Equalization. California is deliberating proposed ballast water regulations that will set a performance standard of zero detect.

Michigan – legislation requires all vessels to report annually to the Michigan Department of Environmental Quality (MDEQ) confirming compliance with the proscribed practices. Recent legislation effective 1 January 2007 requires all ocean going vessels engaged in port operations in Michigan waters to obtain a permit from MDEQ. A discharge permit will be issued only if environmentally-sound technology and methods are utilized for the discharge of ballast water, other waste or waste effluent.

Port of Oakland – In 1999 mandated a ballast water reporting requirement and mandated ballast water exchange from 1 July 2000 for all vessels carrying ballast arriving from outside the US exclusive economic zone (EEZ). A vessel must not discharge ballast into San Francisco bay or the Gulf of the Farallones National Maritime Sanctuary, including open waters within the Port State area. Exceptions may be granted for:

1. Vessels arriving from ports located between the southern boundary of Baja California and the northern boundary of Alaska, if the ballast to be discharged originated from those waters.
2. Vessels for which satisfactory proof is submitted to the port of implementation of measures to control the introduction of non-indigenous species as described in the IMO Resolution A868 (20).
3. Where the ocean exchange was not made because of stress of weather or stability or hull stress concerns.

Oregon - The Oregon Ballast Water Management Program requires exchange and reporting from all transoceanic vessels calling on its ports. The Oregon program also requires ballast water exchange when it is taken onboard in a North American coastal port located north 50 degrees N latitude or south of 40 degrees N latitude.

Washington State - by 1 July 2006 ship operators must submit a report describing how they plan to implement treatment alternatives to exchange that will meet the 1st July 2007 requirements. On July 1 2007 the discharge of improperly exchanged or treated ballast water into Washington State waters is to be prohibited, current safety exemptions for exchange will no longer be valid.

Great Lakes (North America) - U.S. Coast Guard regulations require all vessels bound for the U.S. Great Lakes ports from beyond the exclusive economic zone (EEZ) to exchange their ballast water at sea. If the vessels have not complied, they may be required to retain the ballast water on board, pump the ballast water ashore, treat the ballast water in an environmental sound manner, or return to sea to conduct a ballast water exchange. As part of the Enhanced Seaway Inspection (ESI) program for foreign flagged vessels, the SLSDC and U.S. Coast Guard verify a vessel’s successful ballast water exchange through its boarding program, which includes measuring the salinity of on board ballast. Ballast with a salinity of 30 ppt (parts per thousand) or more is considered evidence that the tanks have been adequately exchanged and provide a reasonably harsh environment for any remaining organisms. In August 2005, the U.S. Coast Guard issued a “Best Management Practices for Vessels Declaring No Ballast Onboard (NOBOB) that Enter the Great Lakes.” If NOBOB vessels are unable to conduct a mid-ocean ballast water exchange they are encouraged to conduct saltwater flushing of their empty ballast tanks. In Canada, Transport Canada has issued proposed regulations that require mandatory ballast water management and implement the ballast water performance discharge standard approved by the International Maritime Organization (IMO). The Seaway Corporations have required vessels transiting the Seaway to also comply with two other standards of ballast water management that go beyond the requirements of the U.S. Coast Guard. The Seaway regulations state that every vessel entering the Seaway after operating beyond the EEZ must agree to comply with the “Code of Best Practices for Ballast Water Management” of the Shipping Federation of Canada dated September 28, 2000, while operating anywhere within the Great Lakes and the Seaway.