Day zero for ballast water treatment

Abstract

Just over a week ago, Finland ratified the Ballast Water Management Convention (BWMC) drawn up by the IMO (International Maritime Organisation), a specialised agency of the UN. This, in itself, might not have hogged the limelight on media portals, if only it weren’t for its sheer significance and implications. With Finland’s adherence, in fact, the BWMC has now come of age, a full 12-13 years after it was first conceived way back in 2004, with the threshold of over 30 countries representing 35% of the global merchant shipping tonnage having been finally breached. This has automatically set the clock ticking, with the BWMC coming into force in September 2017. But to fully embrace the ramifications of such developments, one must first trace the context within which ballast is used and the environmental impact of its discharge. Different forms of transport vehicles, especially but not exclusively merchant ships, have a dire need for stabilisation, and this role is fulfilled by ballast. In fact, the major purposes of ballasting a vessel prior to embarking on a voyage are to increase its manageability and safety, particularly under inclement weather conditions, to control its draft and trim for maximum efficiency by submerging the propeller and rudder and reducing stress on the hull and compensating for weight loss through fuel and water consumption, and to control its stability to ensure safe passage.