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Ballast Water Management

Frequently asked questions

Below you find a collection of FAQs in the fields of convention basics, USCG, local restrictions, technical questions, laid up vessels, FSRU/FSU and tankers.

Click on the questions to read the answers:

Convention basics

Does the Convention apply to all vessels?

Answer:
Answer:
The BWM convention applies to all ships using ballast water in international trade, except:

a. Ships which are not designed or constructed to carry ballast water
b. Ships that only operate in the local waters1 of a single authority, or in local waters of a single authority combined with voyages to and from international waters. Authorization shall be granted by the local authority, and vessels flag administration shall be informed about authorization.
c. War ships, naval auxiliary, or ship owned and operated by a State and used only on Government, non-commercial service, as stated in Article 3.2(d) of the Convention.
d. Ships with sealed or permanent ballast water tanks

1 Some territorial waters may be divided into different ballasting zones, meaning treatment or exchange may be required within the local waters.

What are the requirements for vessels which are subject to the BWM convention?

Answer:
Answer:
a. From date of entry into force (EIF), September 8th 2017, all ships shall have and implement a BWM plan and record all ballast water operations in the BWM record book. The BWM plan shall be approved by the administration.
b. Vessels above 400 GT (excluding floating platforms, FSUs and FPSOs) are subject to a BWM survey and are required to hold a BWM certificate.

What are the requirements for vessels below 400 GT and floating platforms, FSUs and FPSOs?

Answer:
Answer:
As per regulation E-2 of the Convention, the government of the coastal State (for floating platforms, FSUs and FPSOs) or the flag administration (for vessels below 400GT) will determine whether or not the vessel must comply with D-1 (exchange) or D-2 (treatment) regulations. We understand that according to the Convention, such vessels shall be required to have approved BWMP and Record Book. However, if they are more or less permanently positioned, BWMP and Record Book, it may be asked of the Administration (Shelf State) if maintenance of BWMP or Record Book is required.

What is the BWM Plan?

Answer:
Answer:
The BWM plan is the document that details the procedure for discharge of the ballast water and handling of sediment in accordance with regulation D-1 (exchange), and/or regulation D-2 (treatment) and regulation B-5 (sediment management). Conducting ballast water discharge and cleaning of sediments in accordance with BWM plan ensures compliance with regulation D-1 or D-2 and B-5.
This plan has to be vessel and equipment specific and approved for each vessel by the administration. The plan may include procedures for both D-1 and D-2 if the vessel employs both methods. DNV GL has developed a template for Ballast Water Management plan which can be found here.

When do vessels need to carry out ballast water exchange, i.e. comply with regulation D-1?

Answer:
Answer:
From entry into force (8th September 2017), all vessels2 shall conduct BWE in accordance with the approved BWM plan until compliance with the D-2 regulation (treatment) becomes mandatory.

2 For which BWM convention is applicable

When do vessels need to comply with the BW discharge standard in accordance with regulation D-2 (treatment)?

Answer:
Answer:
a. The D-2 standard becomes mandatory for all existing vessels2 after the first IOPP renewal date following the EIF date.
b. Vessels keel-laid or underwent major conversion after the EIF date shall comply with the regulation D-2 upon delivery.

2 For which BWM convention is applicable

Does a vessel need to install a ballast water treatment system in order to comply with the regulation D-2?

Answer:
Answer:
The intention of the D-2 regulation (treatment) is to prevent discharge of harmful microorganisms into new locations. However, the Convention is open on the methods how this can be archived e.g. discharge of the ballast water to a reception facility, discharge of the distillate water3 prefilled in the ballast tanks, etc.
The PSC should have final decision as to whether they accept any equivalent to D-2 and allow discharging in their waters. For the majority of vessels, a treatment system will be the best way to comply with regulation D-2. Such system must be approved by the administration.

3 Upon agreement with the local authorities

I have a ship with a potable/fresh water generator and I would like to use this water as ballast on my ship, will my ship then be in compliance with the Convention?

Answer:
Answer:
This question is under discussion in IMO. Regulation B-3 Item 7 accepts other methods of ballast water management as alternatives however such methods have to be approved in principle by the Committee, what basically mean type approval according to G8 guidelines.

Do I have to mention both methods, exchange and treatment, in the BWM Plan?

Answer:
Answer:
BWM plan shall be equipment specific, i.e. the plan shall not contain information about treatment system unless ballast water treatment system is installed and in use on board. As part of the approval process for retrofitting a vessel with a BW treatment system, the owner will be required to submit the BWMP for approval with information regarding the treatment system and its application.

What is required to be on board after the EIF date (8th of September 2017)?

Answer:
Answer:
a. The approved BWM plan
b. The BWM record book. All ballast water operation from 8th of September 2017 onwards shall be recorded.
c. International Ballast Water Management (IBWMC) certificate. In cases where the vessels flag state has not ratified the BWM convention, a Statement/Certificate of Compliance must be provided.

What kind of documentation is required by flag states to approve IOPP de-coupling? Does DNV GL support communication with flag?

Answer:
Answer:
Documentation requirements vary from flag state to flag state. Some flags have already accepted de-coupling and do not require that an owner obtain written confirmation or authorization from the administration, while other may not accept a de-coupled IOPP. For the detailed procedure valid for your flag please contact Statutory@dnvgl.com.

What will be the consequences if I de-couple the IOPP?

Answer:
Answer:
It should be taken into consideration that not all flag states or port states are guaranteed to accept the decoupling of IOPP. This might lead to difficulties in operating ships in these territorial waters or even to ships being stopped from trading. It is recommended that owners investigate if the ports that will be visited will accept IOPP de-coupling before proceeding.

My vessel is operating only between several locations e.g. Baltic Sea and North Sea, do I still have to comply with the convention?

Answer:
Answer:
Yes, but the Convention is open for exemption for vessels voyaging only between specified ports or locations within the same risk area. Exemption may be given by the parties in waters under their jurisdiction (local authorities). The exempting parties shall communicate the exemption to the IMO. This exemption can be given for a period of maximum five years and is subject to intermediate review (Regulation A-4). A full overview of the application procedure is given in the Guidelines for Risk Assessment Under Regulation A-4 of the BWM Convention (G7).

Can I use electronic BWM record book for recording my ballast operations?

Answer:
Answer:
In principal, yes, the Convention allows the use of an electronic record book. The BWM record book may be even integrated in to another record book or system on board. It is required that each entry is signed by the officer in charge of the operation and each completed page is signed by the master. An electronic record book must therefore be able to make use of an electronic signature.

I need to do a single voyage between two locations. Can I apply for an exemption?

Answer:
Answer:

A ship operating exclusively under the jurisdiction of one Party to the Convention pursuant to articles 3.2(b) to 3.2(d) may be granted an exemption under reg. A-4 for a single voyage on the condition that the ship performs ballast water exchange in accordance with regulations B-4 and D-1 and an approved Ballast Water Management plan. The requirements of regulation A-4.1.4 (risk assessment) should be addressed to the satisfaction of the countries of origin and destination of the ship.

Do MOUs need to carry out BW discharge in accordance with the regulations D-1 or D-2 as well?

Answer:
Answer:
Yes, MOU are affected by the convention as soon as they move to a new location4 (in-transit condition). However, while operating within the local waters of the authority vessels can apply for exemption from all requirements of BWM convention based on the Article 3.2 of the BWM convention. Authorization shall be granted by the local authority, vessel flag administration has to be informed.

4 New location is not the original location of the ballast water and sediments in the ballast water (defined by the local authorities).

What about water ballast carried in the cargo tank of the oil tanker, does it need to be treated?

Answer:
Answer:
No, during the MEPC.70 it was concluded that such cases will be covered only by MARPOL Annex I and there will be no amendment for the BWM Convention.

My ship has a BWM Plan approved to Resolution A.868(20). What do I have to do for my plan to be approved to the G4 Guidelines of the Convention?

Answer:
Answer:
There is no need for re-approval of BWM Plans approved to Resolution A.868(20), as long as the BWM methods described still are applicable for the vessel. DNV GL is able, upon request, to issue a Statement confirming that the BWM Plan also complies with the G4 Guidelines.

What should I do if the treatment system malfunctions?

Answer:
Answer:

IMO has established a generic guidance in BWM.2/circ.62. In case of ballast water determined to be non-compliant, communication between the ship and the port state should occur. The ship and the port state should consider the following as possible contingency measures on a case-by-case basis

  1. actions predetermined in the Ballast Water Management plan of the ship;
  2. discharging ballast water to another ship or an appropriate shipboard or land-based reception facility, if available;
  3. managing the ballast water or a portion of it in accordance with a method acceptable to the port State;
  4. ballast water exchange carried out to an approved plan in accordance with regulation B-4 to meet the standard in regulation D-1. The ship and the port State should consider the potential disruption to the cargo handling operation plan of the ship and the potential impact to relating parties including port operators and cargo owners; or
  5. operational actions, such as modifying sailing or ballast water discharge schedules, internal transfer or ballast water or the retention of ballast water on board the ship. The port state and the ship should consider any safety issues and avoid possible undue delays,

Having considered all of the above options, the ballast water may be discharged in the port or any suitable area, as acceptable to the port State. Port State consideration may include environmental, safety, operational and logistical implications of allowing or disallowing the discharge. The discharge of ballast water is subject to any conditions of the port State. In any case, the ship is required to do its best to correct malfunction of the Ballast Water Management system as soon as possible and submit its repair plan to the port State control authorities and the flag State. 

Do I need to discharge ballast water in accordance with the regulations D-1 or D-2 and do the records in the BWM record book if my vessel is trading in the waters of non-signatory countries / under the non-signatory flag?

Answer:
Answer:
The Ballast Water Management convention is international. And even if there are number of countries that have not ratified the convention and not require a vessel to fulfill the requirements, DNV GL recommends following the convention at any time to avoid possible comments from PSC of the signatory state.

Are there additional requirements beyond the convention in certain countries?

Answer:
Answer:
Yes, some countries, such as Ukraine, have stricter requirements than those listed in the convention. DNV GL recommends clarifying local requirements prior to conducting discharge of the ballast water in a new port.

I have a pleasure craft, or a craft used primarily for search and rescue, less than 50m in length overall and with maximum ballast water capacity of 8m3. Will my ship be required to comply with the Convention?

Answer:
Answer:
Yes, Regulation A-5 of the Convention allows equivalent compliance with the requirements, but no exceptions. Equivalent compliance must be determined by the Administration taking into account the G3 Guidelines: Guidelines for ballast water management equivalent compliance.

USCG

Where can I find the drydock definition by the USCG, and what does it say about unscheduled dry dockings for e.g. repairs?

Answer:
Answer:
The BWM convention applies to all ships using ballast water in international trade, except: The USCG issued clarifying guidance applicable to the first scheduled drydocking in its CG-OES Policy Letter, No. 13-01, Revision 2 under Section 5. Original compliance date & first schedule drydocking.

Underwater inspection in lieu of dry docking is not considered the first scheduled dry-docking. Emergency repairs are not considered the first scheduled drydocking. However, if this drydocking satisfies the flag for endorsing the Certificate of Inspection, passenger ship safety certificate, cargo ship safety certificate, or cargo ship safety construction certificate as the required survey of the bottom of the ship, then this drydocking date is considered the first scheduled drydocking.

How does a vessel sailing in US waters comply with USCG requirements?

Answer:
Answer:
Vessels may meet the USCG discharge standard in one of five ways:

1. Use a USCG type-approved BWTS
2. Temporarily use a foreign type-approved BWMS that the USCG has accepted as an Alternative Management System (AMS);
3. Use and discharge ballast water obtained from a US public water system;
4. Discharge ballast water to a reception facility;
5. Refrain from discharging waters with within 12 nautical miles of the US coast.

It is also possible to apply for an extension, but the vessel’s management must document that none of the options above are viable.

Local restrictions

Except USCG, are there any other special local regulations in the US?

Answer:
Answer:
Some territorial waters may be divided into different zones for exchange. An exhaustive list of special regulations is not available, and additional regulations may be subject to change now that the Convention has been ratified. It is recommended that vessel operators contact the relevant flag administrations.

The US is the only country which requires type approved systems that satisfy a standard other than that IMO.

Certain states have specific ballast water requirements:

Arizona
California
Connecticut
Hawaii
Illinois
Indiana
Minnesota
Michigan
Maine
New York
Ohio
Oregon
Rhode Island
Vermont
Washington
Wisconsin

With the exception of Oregon, the requirements of these states are found in the 2013 VGP.

Are there any special regulations in Californian waters?

Answer:
Answer:
The discharge requirements for ballast water in California are stricter than federal requirements. However, no treatment systems are available which can satisfy the California requirements, and the compliance is not currently required.

Are there any limitations / local prohibition for chemical treatments systems?

Answer:
Answer:
The type approval process covers the possibilities of toxic discharge according to the IMO and/or USCG standards. Chemical treatment systems are required to satisfy minimum toxicity requirements just as other systems.

The requirements related to toxic discharge for different states are addressed in the 2013 VGP and the US EPA’s Generic Protocol for the Verification of Ballast Water Treatment Technology, known as the ETV Protocol.

Technical questions

Can the ballast water pump capacity be larger than BWTS capacity?

Answer:
Answer:
In accordance with DNV GL rules, Pt. 6, Ch. 7, Sec. 3, 4.5.4.1, the BWM system is always to be operated within the approved flow range and not exceed the treatment rated capacity (TRC) specified in the flag administration type approval certificate. In case the installed ballast water pump capacity is higher than the total TRC of the BWM system, flow control measures shall be installed and described in the BWMP.

Is it true that species impacted by UV irradiation are able to reproduce within a few days after treatment?

Answer:
Answer:
The main mode of action of UV irradiation is to damage the organisms’ genetic material (DNA and RNA) so that they are not able to reproduce. Common to the filtration + UV technology based systems used for treatment of ballast water is that while the filter component mainly has effect on the >50 micron organisms, UV affects all organisms but with the highest impact on those in the 0-50 micron sized range , mainly algea, due to the size related penetration depth. Algae that are irreversibly damaged by UV appear to be “live”, even if they are doing nothing useful and they are not able to reproduce. Without any reproductive capability, colonization of a new environment is not possible.

My vessels use gravity based de-ballasting from the topwing tanks – how can I comply with treatment of this ballast water?

Answer:
Answer:
Vessels with topwing tanks employing gravity de-ballasting are still subject to the Convention. This is a vessel-specific question. We suggest contacting environmentadvisory@dnvgl.com. Gravity flow through the treatment system is allowed, given that this is specified in the Type Approval Certificate. See DNV GL Rules Pt.6 Ch.7 Sec.1 item 4.5.4.1. For systems that only treat the ballast water during intake, there are no restrictions on the discharge of water by gravity.

My vessels faces a challenge with respect to the power balance when operating cranes and de-ballasting at the same time. Do you have any practical advice?

Answer:
Answer:
Systems which use active substances usually only use power for neutralization of the active substance, and monitoring of total residual oxidants (TRO) during de-ballasting. Such systems include electrolysis, chemical injection, ozone, etc. These can be an option for a vessel which does not have much available power during de-ballasting.

My vessels will face a challenge with respect to finding space for a treatment system and the associated piping. Do you have practical experience and can we offer some guidance?

Answer:
Answer:
This is a vessel-specific question, the answer to which will also depend on the vessels trading pattern, ballast water pump capacity, available power, etc. We suggest contacting environmentadvisory@dnvgl.com.

I have a fishing vessel with a Refrigerated Sea Water (RSW) tank. Is the water in the RSW tank subject to treatment?

Answer:
Answer:
RSW tanks are not considered as ballast tanks as defined by the BWM Convention. However, if the vessel is using RSW tanks also for stability purposes with only ballast water inside the tanks, it meets the definition of a ballast tank according to the BWM Convention.

The below is DNV GL interpretation on how fishing vessels may comply with the BWM Convention. DNV GL recommends to enquire to the Flag of the vessel on this requirement.
  1. The RSW tanks when used as ballast tanks, can only discharge according to the D-1 (exchange) or D-2 (treatment) effluent standards.
  2. When in RSW mode (i.e. containing fish), those are cargo tanks and no consideration for discharge with regard to the BWM Convention needs to be taken.
  3. All other ballast tanks, anti-roll tanks etc. must follow the BWM Convention as usual.
  4. Such ships would need a BW treatment system installed. Administrations/Class should require a BWM Plan that in detail explains to the captain when he must use the treatment system or not.
  5. The total ballast water capacity as defined in Regulation A-1.2 must include the RSW tanks for ships that use them as ballast water tanks in some conditions.

My ship has OILREC notation. How does this affect the installation of a ballast water management system?

Answer:
Answer:
It is up to the ship owner to decide whether or not the ship shall have operational restriction in accordance with the requirements of Article 3.2 or Regulation A-3 of the BWM Convention, when the ship is in OILREC mode:

Situation 1: Ship has restricted operations when in OILREC mode.
  1. The BWMS can be installed anywhere in the ship and need not be certified safe for any zone.
  2. The BWMS is de-energized at all times when the ship is in OILREC mode.
  3. Instructions for disconnection of the BWMS must be included in the ORO Manual and the BWM Plan.
  4. The ship cannot operate unless as allowed to by the BWM Convention in Article 3.2 or Regulation A-3, or under a specific exemption from the flag accepted by the Party having jurisdiction over the waters in which the ship operates.
  5. DNV GL will issue a Memo to Owners (MO) summarizing the above.
  6. Safety requirements given in DNV GL Rules Pt.6 Ch.7 Sec.1 fully apply.
  7. The International Ballast Water Management Certificate is not affected by the above. In practice, these restrictions mean that the ship can only operate in waters under the jurisdiction of one Party when in OILREC mode.
Situation 2: Ship does not have any restrictions when in OILREC mode. If the ship owner decides not to have any restrictions on the ship when in OILREC mode, the following applies:
  1. The BWMS can be installed in any gas safe area and must be fully operational when the ship is in OILREC mode. The BWMS does not then need to be certified safe.
  2. If installed in hazardous zones, the BWMS must be certified safe to the applicable standard and zone; and thus can be fully operational when the ship is in OILREC mode.
  3. Safety requirements given in DNV GL Rules Pt.6 Ch.7 Sec.1 fully apply.
  4. The ORO Manual, the BWM Plan or the International Ballast Water Management Certificate are then not affected by the above.

Laid up vessels

I have a vessel that is laid up, what are my options?

Answer:
Answer:

For vessels laid up for longer periods (cold layup) all statutory certificates are not maintained by periodical surveys, while the class status is maintained by periodical surveys with a limited scope. In the background and in the DNV GL systems, the normal survey schedule is dormant and will be reinstated with the original dates after the layup by performing the periodical surveys which will be due at that time. 

In relation to the implementation of the BWM convention this could lead to the need for the installation of the BWM treatments system (D-2 Compliance) immediately after the layup. Alternative options to provide increased flexibility for the D-2 compliance date might be considered, e.g. advancement of IOPP renewal to before Entry into force of the convention 8th of September 2019. 

Such cases would require an individual evaluation and a consultation with and a case by case decision by the flag state administration.

If I have a vessel that is laid up, can I get a single voyage declaration?

Answer:
Answer:
Such declaration/exemption will be subject to the port state and flag state in question. (See question ‎"I need to do a single voyage between two locations. Can I apply for an exemption?" under Convention basics).

FSRU/FSU, etc.

I have a ship lying as FSU, FSRU or similar, what are my options with respect to installation of treatment plants?

Answer:
Answer:
Tankers operating as Floating Storage Units (FSU) and Floating and Regasification Units (FSRU) and the like may be exempted from the BWM operation and construction requirements. The Flag determines if they are exempted from compliance with the Convention. (See Question 1.1).

If an owner would like to change the status of these vessels to a normal seagoing vessel (s)he needs to consider that such a change could lead to the need for the immediately installation of a BWM system. Alternative options to provide increased flexibility for the D-2 compliance date might be considered, e.g. advancement of IOPP renewal to before Entry into force of the convention.

Such cases would require an individual evaluation and a consultation with and a case by case decision by the flag state administration and the administration of the shelf state.

Tankers

What about the aft peak tank on a tanker, should a separate treatment system be installed for it?

Answer:
Answer:
In DNV GL’s opinion, a connection between the aft peak tank and the ballast system in the cargo area is possible. Connections between the aft peak tank ballast piping and the ballast system in the cargo area, pump-room or cargo pump-room are acceptable provided the following are observed:
  • Water from compartments adjacent to cargo tanks for liquids with a flash point not exceeding 60°C is not allowed to be pumped to the engine room, aft peak tank or other gas safe area unless as accepted specifically by other regulations.
  • Arrangements for pumping water from the aft peak tank to the cargo area, pump-room or cargo pump-room are acceptable provided the following are met:

    a. Two non-return valves mounted in series or an equivalent arrangement are installed according to IACS UR M74; and
    b. All connections between the aft peak tank and the cargo area, pump-room or cargo pump-room must be led above deck with penetrations to the pump-room and aft peak tank from the main deck level. Penetrations of the engine room/pump-room bulkhead are not acceptable.

Will any treatment system be adequate for installation on board a tanker if the requirements mentioned in the question above are to be met?

Answer:
Answer:
Ballast water to the aft peak tank must be pumped from a non-hazardous zone (usually the engine room); discharge from the aft peak tank can be led to the cargo area (for example pump room) where it must be treated before being discharged overboard. This means in practice that the treatment system must be able to treat the water to the D-2 standard during one run only, and the water must have a low enough TRO level (i.e. less than 0.2 mg/L) before being discharged overboard.

What are hazardous areas on tankers and how do they affect the installation of ballast water treatment systems?

Answer:
Answer:
Due to the fact that they carry liquids with a flash point below 60°C, tankers have areas that are defined as hazardous areas. In those areas, electrical equipment or mechanical equipment with moving parts that can cause static electricity are not allowed to be installed. The definition of hazardous areas varies depending on the ship’s date of construction. The hazardous area on tankers that are constructed prior to 1 January 2007 are defined as either gas dangerous or gas safe areas. For those ships, only intrinsically safe electrical equipment is allowed in the gas dangerous areas, apart from exceptions for luminaries etc, in the pump room. Tankers that are constructed after 1 January 2007 comply with a newer standard (IEC 60092-502) and their areas are defined as zone 0, zone 1, zone 2 or a safe area. For those ships, electrical equipment can be installed in areas for which it is certified safe.

I am buying a system that is certified for zone 1. Can I just install it on my tanker in a hazardous area?

Answer:
Answer:
Not completely. Depending on the liquid cargo your ship is certified to carry, certain standards must be met before the electrical equipment can be installed. Ships are measured against two standards: for the apparatus group and the temperature. The apparatus group standard is given as IIA, IIB or IIC. The temperature group standard is given as T1, T2… T6. However, T3 is the minimum standard required for oil tankers. For an easy explanation of what these standards refer to, consult the IBC Code Item 21.4.9. The minimum SOLAS requirements for oil tankers are IIA, T3. For chemical tankers, those standards may be as high as IIC and T6. IIC is typical for stainless steel chemical tankers intended for the carriage of acids (refer to IBC Code Item 11.5).

We have the standards and the zones, is that enough to make a decision on whether or not a system can be installed on board a tanker?

Answer:
Answer:
No. Last but not least, depending on the location of the electrical equipment, the equipment should be certified as being explosion-proof in accordance with the EXia, Ex… standard as required for the different hazardous zones. For an easy explanation of those standards, refer to DNV Rules Pt.4 Ch.8.

The explosion-proof standards are applicable when the treatment system is installed in the cargo area. What if I just install it in the engine room?

Answer:
Answer:
The engine room is a gas safe area. The transfer of ballast water from ballast tanks adjacent to cargo tanks carrying liquid chemicals or oils with a flash point not exceeding 60° C is not allowed due to the dangers of gas transfer.

Is the only way for my ship to have a treatment system to have it installed in the cargo pump room or a similar space?

Answer:
Answer:
No. Usually, tankers have their ballast pump rooms within the cargo area. Another way of avoiding EX-proof equipment for tankers is to use treatment systems that only need to treat the intake and not the discharge. In that way, a system installed in the engine room would be able to pump ballast water from a sea chest in the engine room through the treatment system, up to the open deck and down to the ballast tanks. Since the water is then clean, it could easily be discharged through the cargo pump room using the normal ballast system. The IBC Code Item 3.5.1 already allows for such arrangements.

If I have a ship constructed prior to 1 January 2007, can I only install the system in the engine room?

Answer:
Answer:
No, another possibility is to change the hazardous area classification regime from pre-2007 to post-2007.

What are the requirements for changing the hazardous area regime from pre-2007 to post- 2007?

Answer:
Answer:
The following must be submitted for approval: 1) Area classification drawings for the complete ship. 2) Drawings showing the location of all the electrical equipment in hazardous areas (applies to old and new equipment). 3) A single line diagram showing intrinsically safe circuits and data to verify the compatibility between the barrier and the field component (applies to new equipment only). 4) A list of explosion-protected equipment with reference to drawings. See also DNV GL rules Pt.4 Ch.8 Sec.11, Table B1 (applies to new equipment only). 5) A maintenance manual as specified in Sec.8 E101 for electrical installations in hazardous areas must be submitted for approval (applies to old and new equipment).

Do you foresee any issues due to the change in the hazardous area regime from pre-2007 to post-2007?

Answer:
Answer:
The only ships that may encounter a problem are oil and chemical tankers with transverse deck girders above deck, where openings to the accommodation in the aft of the ship and equipment for and openings to gas safe spaces at the fore of the ship will fall under zone 2 (the extra 1.5m required in addition to the 3m of zone 1). Most oil tankers have the transverse deck girders below deck and do not have this problem. Most chemical tankers with transverse deck girders below deck have a raised forecastle and openings to accommodation far from the cargo area; they do not have a problem. Ships for which the change-over procedure will be problematic will be handled on a case-by-case basis by DNV.

What are the zone classifications of cargo pump rooms, ballast pump rooms, ballast tanks, cargo tanks and closed hazardous spaces on deck?

Answer:
Answer:
The hazardous classification on board tankers carrying liquid products with a flash point not exceeding 60°C is as follows: 1) Cargo pump room: Zone 1. 2) Ballast pump room: Zone 2 when not adjacent to a cargo tank. 3) Spaces above, below or adjacent to a cargo tank without cofferdam separation: Zone 1. 4) Cargo tank: Zone 0. 5) Closed hazardous space on deck:
  • Zone 1 if openings or doors into zone 1.
  • Zone 2 if built in a safe zone with ballast water flowing through it.
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