Carried in ships’ ballast waters, invasive aquatic species have had a significant economic impact throughout the world. Specific ballast discharge events have been held responsible for disasters such as outbreaks of deadly disease, complete collapse of fish stocks, mass blockages of internal waterways and even the total eradication of some species. It has been suggested that the total loss to the world economy as a result of invasive non-native organisms is as high as 5% of annual production. In 2008 it was estimated that the 57 non-native species introduced into the Great Lakes was costing the United States $200 million annually, or $2 billion over the last decade.


Examples of invasive species include the European Green Crab which has established populations on both coasts of North America, in southern South America, Australia, South Africa, and Japan. It is a predator of many forms of shore life including worms and molluscs and impacted the commercial shellfish industry in several regions. Killer Algae green seaweed, native to the Indian and Pacific Oceans, has spread widely in the Mediterranean, replacing native plants and depriving marine life of food and habitat.


To control the further spread of these species in vessels’ ballast water tanks, the revised BWC introduced two standards for the handling of discharged ballast water. D-1 addresses the ballast water exchange standard and D-2 details the ballast water performance standard using an approved BWTS.


The D-1 standard requires ships to ensure that ballast water by volume is exchanged far away from the coast where it can be released without significant impact on the local environment, a result of the fact that coastal organisms will not survive in deep oceans or open seas due to different temperatures and salinity. This can be achieved by several means. The sequential method involves emptying the ballast tank and refilling with replacement ballast water equating to at least 95% volumetric exchange. The flow-through method involves pumping replacement ballast water into a ballast tank and the existing ballast escaping by overflow; at least three times the tank volume is to be pumped. The dilution method allows new ballast water to be filled from the top with simultaneous discharge from the bottom.


The D-2 standard requires ballast water management to restrict the amount and size of viable organisms allowed to be discharged and to limit the discharge of specified indicator microbes harmful to human health.


Ships under construction whose keel was laid on or after 8 September 2017 must conduct ballast water management that at least meets the D-2 standard from the date they are put into service. For existing ships, the date for compliance with the D-2 standard is linked with the renewal of the ship’s International Oil Pollution Prevention Certificate after September 2019.


One year since its introduction, the shipping industry is still grappling with the impact of the BWC regulations and the array of available technologies. According to a recent report by Hexa Research, the Ballast Water Management Systems (BWMS) market is expected to reach $117 billion by 2025. In order to protect their investment it is critical that shipowners and operators have assurances that this significant capital expenditure has been allocated wisely.


The Report • September 2018 • Issue 85 | 45


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