Category: News

Technical Insurance Results For The 2014 Underwriting Year Deteriorated Strongly For Cargo, Hull And Energy Sectors Compared With Last Year’s Reported Data For The Same Period, IUMI SaidThere Were A Number Of Major Claims Occurring In 2015 Which Were Attached To The 2014 Underwriting Year But Actual Amounts Were Not Known When Last Year’s Figures Were Published. These Major Claims Included Tianjin, A Series Of Major Hull Losses, Representing An Increase In Costly Hull Losses Compared With The Relative Benign Previous Year; And A High Number Of Costly Offshore Energy Related Losses, According To IUMI. A Proportion Of These Losses Were Attributed To The 2014 Underwriting Year Whilst The Remainder Fell Within The 2015 Underwriting Year.
Premium Income In The Cargo Sector Reached USD 15.8 Bn For 2014 Which Is A 9.1% Reduction On The 2014 Figure. However, The Strong US Dollar Masked The Real Income Number Which Made It Difficult To Identify Any Real Market Development, IUMI Said.
The Tianjin Disaster Is The Largest Cargo Loss Ever Recorded And Its Full Effects On The 2014 And 2015 Underwriting Years Are Still Unclear. The Risks Of Costly Cargo Claims Are Expected To Increase In The Future With The Increasing Accumulation Of Values In Ports And On Single Vessels, And A Higher Probability For Claims Caused By Natural Catastrophes.
The 2015 Underwriting Year Began With A Cargo Loss Ratio That Was Higher Than In 2014.
IUMI Expects The Chinese Economic Slowdown, Coupled With A Slide In Commodity Prices, To Continue To Impact Negatively On World Trade And, Consequently, Cargo Insurance Premiums.
These Uncertainties Make It Difficult To Predict Future Earnings But 2016 Has The Potential For Large Claims Connected With Hanjin Shipping’s Current Difficulties And The Loss Of The Amos 6 Satellite.
The Hull Sector Achieved A Premium Income Of USD 7.5 Bn For 2014 Which Was A 8.4% Reduction On The 2014 Figure. Exchange Rates Are Likely To Have Impacted This Number But To A Lesser Degree Than For Cargo, Due To The Global Nature Of The Portfolio. Although The World Fleet Continues To Grow, The Average Insured Vessel Value Has Been Reducing Which Has Had A Correspondingly Negative Effect On Premium Income, According To IUMI.
Claims Frequency Continues A Downward Trend As Does Total Loss Frequency Despite A Minor Uptick In 2015. Repair Costs Are Stable Or Slightly Reducing Which Is Likely To Be A Result Of A Strong US Dollar – Premiums Are Collected In US Dollars Whereas Repair Costs Are Paid-out In Local Currencies.
2014 Saw An Exceptionally Low Number Of Major Losses But That Number Returned To Normal Levels Last Year. So Far The Losses This Year Have Been Low But Past Performance Is Not A Reliable Indicator Of Future Results, Therefore The Remainder Of This Year And Into 2017 Is Not Easy To Predict, IUMI Said.
The 2016 Market Remains Challenging For All Lines Of Business. Although Claims Reported During The First Six Months Of 2016 Appear To Be Relatively Modest, In All Marine Lines The Potential For A Major Claim Resulting From The Increased Accumulations Risk Is Always A Possibility.

“Commodity Prices Are Weak And Freight Rates Are Low And These Persistent Soft Market Conditions Are Challenging For Marine Insurers. Uncertainty Has Also Been Driven By The Increasing And Unknown Risk Of Accumulations And A Growth In M&A Activity Across The Globe. Although We Are Hopeful That The Continuing Global Economic Recovery Will Strengthen World Trade And Therefore Lend Greater Support To Our Sector, Marine Insurers Must Adapt To This Changing Environment If They Are To Survive And Remain Effective In The Future” 

World Maritime Day Is An Official United Nations Day. Every Year, It Provides An Opportunity To Focus Attention On The Importance Of Shipping And Other Maritime Activities And To Emphasize A Particular Aspect Of IMO's Work.
Each World Maritime Day Has Its Own Theme. For 2016, The Theme Is “Shipping: Indispensable To The World” – Chosen To Focus On The Critical Link Between Shipping And The Everyday Lives Of People All Over The Planet, And To Raise Awareness Of The Role Of IMO As The Global Regulatory Body For International Shipping. The Importance Of Shipping In Supporting And Sustaining Today's Global Society Gives IMO's Work A Significance That Reaches Far Beyond The Industry Itself.
According To The United Nations Conference On Trade And Development (UNCTAD), Around 80% Of Global Trade By Volume And Over 70% Of Global Trade By Value Are Carried By Sea And Are Handled By Ports Worldwide. These Shares Are Even Higher In The Case Of Most Developing Countries.

A Single Ship Can Carry Enough Grain To Feed Nearly Four Million People For A Month; Another, Enough Oil To Heat An Entire City For A Year, And Others Can Carry The Same Amount Of Finished Goods As Nearly 20,000 Heavy Trucks On The Road. Ships Are Among The Engineering Wonders Of The Modern World.

Shipping Is The Only Truly Cost-effective And Sustainable Delivery Mechanism For International Trade And The Global Economy.  People All Over The World Rely On Ships To Transport The Commodities, Fuel, Foodstuffs, Goods And Products That Are So Vital In Their Everyday Lives.

“As The World Maritime Day Theme For 2016 So Rightly Acknowledges, Shipping Is Indispensable To The World – And Is Set To Remain Central To World Economic Growth As We Make The Inevitable Transition Towards An Era Of Clean And Sustainable Development,” Said IMO Secretary-General Kitack Lim In His Annual World Maritime Day Message.
“This Is A Message That Needs, And Deserves, A Wider Audience. Almost Everyone In The World Today Relies On Shipping To Some Extent – But Very Few Are Aware Of It,” Mr. Lim Said, Urging All All Those Involved In Shipping To Take The Opportunity To Highlight This Vital Industry, On Which So Many Depend.

United Nations Secretary-General Ban Ki-moon Also Issued A Message For World Maritime Day,
The Importance Of Shipping In Supporting And Sustaining Today's Global Society Makes It Indispensable To The World, And To Meeting The Challenge Of The 2030 Agenda For Sustainable Development,” Mr. Ban Said.
Individual Governments Are Encouraged To Mark The World Maritime Day, On A Date Of Their Choosing But Usually In The Last Week Of September.

The Minimum Wage For Able Seafarers Recommended By The International Labour Organization (ILO) Will Remain At Its Current Level Of USD 614 Basic Pay Per Month Until At Least 2018.
This Follows An ILO Joint Maritime Commission (JMC) Meeting Held In Geneva Last Week, Comprising Representatives Of Maritime Employers Co-ordinated By The International Chamber Of Shipping (ICS) And Seafarers’ Unions Co-ordinated By The International Transport Workers’ Federation (ITF).
“The Continuation Of The Current Minimum Wage Until At Least 2018, At The Increased Level Which Came Into Effect In January 2016 As A Result Of The Previous JMC Agreement, Means That Employers Should Benefit From A Period Of Stability In What Are Otherwise Very Challenging Markets For The Global Industry,” The Spokeperson For The Shipowners’ Group, Max Johns (German Shipowners’ Association) Said After The ILO JMC Meeting.
ICS, In Its Role As An Official ILO Social Partner, Says That It Firmly Continues To Support The Global Minimum Wage, A Concept Unique To The International Shipping Industry.
While The ILO Minimum Only Refers To The Basic Wage For The Non-officer Grade Of Able Seafarer, The Total Minimum Payable Is Actually Much Higher When Account Is Taken Of Overtime Payments And Other Pay Related Entitlements Under The ILO Maritime Labour Convention.
The ILO Joint Maritime Commission Is Next Expected To Review The ILO Minimum Wage During 2018.

Hurricane Harvey’s disastrous effects  to the coastal cities of Corpus Christi and Houston in  the state of Texas , USA a few days ago brought back many memories of our frequent  calls to these ports, though  they were more than two decades  ago.
                                                                                                                                                                                                                                                                                                                                                                                                     Over our morning cup of tea it  occurred  to us  that the weather in the Gulf of Mexico  had  surely changed for the worse since then .  Hurricane Katrina devastated New Orleans in 2005 and  Hurricane Sandy in 2012 hit the East Coast of USA causing a lot of destruction . These are two of these storms which will be remembered for long by sailors. Tornado’s are also being reported with increasing frequency in this region.

 

 Can we blame the  frequency and severity of these extreme weather conditions to today’s  buzz words  “ Global Warming “ or as some prefer to term it “Climate Change” ? It seems we can. In fact not only is the U. S gulf getting effected but every ocean region in the world  is reporting  similar happenings of intense storms over the seas.
The Earth’s average rate of rise of surface  temperature due to the effects of global warming is steadily increasing every year and is  now almost  touching  1 degree Celsius  as indicated in the graph below.

So how does all this affect us – the seafarers; some could be considered  positive though . As the sea temperatures rise,  they give more energy to these storms increasing their frequency and the associated  wind force . In the Arctic Ocean the ice has already  melted enough to allow ships to navigate from Japan to Europe using the new “Northern Sea Route”  saving almost half a month of sailing time as compared to the usual route through the Suez.

Low lying nations such as Maldives, Seychelles , Kiribati, Solomon Islands and even the coastal region of Bangladesh  are threatened to disappear  under water due to the rise in sea levels which is taking place as the ice keeps melting in the Arctic, Antarctic and other  regions .
Over land, the severity of forest fires in Australia , US and Europe has been increasing over the last decade, though this does not directly affect us.
The world has woken up to these facts and almost all nations are taking   steps to slow down the rate of “global warming” by increasing the production of electricity by solar and wind energy harvesting methods thereby reducing carbon dioxide emissions. 

India ratified the Paris climate agreement on Mahatma Gandhi Ji’s birthday, 2016 and has promised the world that it has set Nationally Determined Contribution (NDC) targets to lower the emissions intensity by 2030  to below 2005 levels, to increase the share of non-fossil based power generation capacity to 40% of installed electric power capacity by 2030 and to substantially increase the  forest and tree cover by 2030.
However the recent pulling out by the US from the Paris climate agreement has slowed down  the momentum considerably though it is the second biggest  emitter of CO₂ after China.
 
 

Where would it be safer to locate a nuclear power plant, on land or at sea ? This question has been in the minds of people after three nuclear power plant reactors at Fukushima , Japan were severely damaged due to earthquake and tsunami in 2011. This incident led the nuclear power engineers to think that placing them on land is not such a good idea and shifting them to sea would be safer.

              Marine power plants are cheaper to make in shipyards and much safer to run on a floating platform . A reactor at sea would never run out of emergency cooling water . The Fukushima reactor meltdown happened due to this problem. Additionally the effect of a tsunami wave 10 NMor more  from the coastline is negligible. The electricity generated would be transmitted by a submarine cable . In case of an emergency natural or man made,   the reactor is sufficiently far from  densely populated areas.

               Russia is already constructing  “ Akademik Lomonosov” named after a famous academician Mikhail Lomonosov , as the first Russian floating power station at a Baltic shipyard .It is scheduled to be launched this year and towed to Pevek a port in Russia’s far east and will come into operation in 2019. It has on board two 35MW reactors . It’s length is 144 m , breadth 30 m and  has a displacement of 21,500 tonnes. It has accommodation for 70 crew members.The total cost is estimated to be around 500 million USD.

                                China is partnering with  Russia to jointly build another floating nuclear power plant which indicates that this concept has already found acceptance. However typhoons in the south china sea can cause havoc to these floating installations . To weather such storms a new type of  anchoring system  has  been developed which will keep the ship’s bow  always heading into the wind, giving it the best chance of riding out any storm that nature cares to throw at it. The ships bow are also built high in order to cut through the waves.

 Ships operating in the vicinity will need to keep a safe distance from these floating nuclear power plants(FNPP’s) whose positions would soon appear on nautical charts probably with a new symbol!
 
 

Career Growth in shore based roles – from an ex seafarers perspective
The shift from active seafaring to a position ashore involves a shift in mindset, adaptability to conditions ashore which are very different from those at sea and above all preparing oneself for the challenges that await every “new comer” who makes the transition from ship to shore.

Many times this “shift” is like starting a new chapter as a “trainee” all over again. Is everyone cut out for it or should we say how does one cope up with this change?

Maritime shore based roles are broadly divided into Technical and Commercial Roles which are then further subdivided into a variety of roles covering various facets of the Marine Industry. Whether it be the role of a Superintendent – Marine/ Technical or that of a Surveyor, the basic qualifications and requirements of seagoing experience are common. It would then depend on the specific requirements of each role as all of them differ in what is required to be done. Officers from the Navigation as well as Engineering branches do find ample opportunities when they move ashore and it all boils down to one thing – what are you best suited to? The job requirements of an Operations Manager are very different from those that are required in an HSSEQ role. Similarly, the job demands of a Technical Superintendent managing 5 vessels is far different from a Surveyor who works for a classification society.

Commercial Shipping jobs are available and more suited to those who wish to function in the commercial or trade functions within the Maritime Sector. They require a different skill set altogether. There are number of people who have taken up roles within the S&Q domain only to shift to Commercial Shipping at a later stage. There are professionals who have made transitions from a pure technical role to one that deals with Business Development. It is again not a matter of right vs wrong or good vs bad. It is just about finding what you are good at and identifying the role that you are most suited to. Such shifts sometimes may not prove beneficial as they may be made for the wrong reasons. I remember making such a shift a few years back only to realize that it was not my cup of tea. I eventually reverted back to what I was doing initially as that’s where the expertise lay.

Whilst Technical and Commercial roles are the traditional ones, there are a variety of roles available within and outside the shipping industry.  Demand for qualified mariners come from a variety of industries including Financial Institutions, Trading houses Insurance Companies, Training establishments and many more. Hence it becomes even more important to know how to match the skill sets that one possesses with the job responsibilities.

A number of seafarers have also taken to further their careers by choosing to enhance their skills by upgrading their knowledge. With adequate amount of maritime knowledge under their belt, they have decided to spruce it up with management studies. This could be by way of an MBA – full time or part time or a diploma through distance education. What is important is that seafarers need to identify what kind of education is best suited to them. Career opportunities would be available in various sectors where ex seafarers could fit in. However, the transition from a seafaring role to that of a shore based one is not as easy as it may seem. Many other Maritime focused diploma programmes are also available but it needs to be seen which one is suited to what kind of roles. Whilst it is rightly said that no education goes waste, it is vital that the right course of study is chosen so that one can benefit maximum from the time and money that is invested. Thus it can be seen that there are number of factors to be considered when making the decision to step ashore and more importantly when choosing the right role.

A recently launched programme called CAPS – Career Advancement Program for Seafarers is an initiative that would help seafarers build upon their seafaring career and make a shift to shore based roles in a well planned manner. Why does it need to be planned? Why not just shift to a career ashore like has been done in the past? The answer to this is that in today’s fast paced and competitive market, it is important that job scope and requirements are well understood before such a decision is made. A structured path enables one to factor in the various limitations, linked to the job that he is looking to take up. The 5 day program in Singapore helps seafarers get the much required exposure to the industry requirements and what is expected from them.

For seafarers who are actively seeking a shift to a shore based role, this is a unique opportunity to blend into the lifestyle shore. It will bring about a shift in mindset and the ever important adjustment that is required when making a shift ashore. Further details on CAPS can be made available and those who are keen to know more about this and enrol for the programme that is conducted in Singapore should send their queries to the author.

A sailor, seaman, mariner, or seafarer is a person who navigates waterborne vessels or assists as a crewmember in their operation and maintenance. They stay continuously in international water for more than 4-8 months or more/less as per contract.
 
Residential status of Marine Engineer under Income Tax Act of India
Provision of Indian Income Tax Act
A person resident in India in any year is liable to pay tax in India on his global income. A nonresident, on the other hand, is charged to tax in India only on income which is received or is deemed to be received in India or which accrues or arises or is deemed to accrue or arise to him in India. Thus, in the case of a non-resident, income which accrues or arises outside India and is also received outside India is not subjected to tax in India. So now the question arises, whether Indian Citizen being a crew member is a RESIDENT or NONRESIDENT under Indian Income Tax Act –
An Indian Citizen who is a member of crew of foreign going ships is regarded as a resident in India only if he is in India for 182 days or more during the relevant year irrespective of the extent of his stay in India in earlier years. The above days calculation shall be beginning on the date entered into the Continuous Discharge Certificate (CDC) in respect of joining the ship by the said Individual for the eligible voyage and ending on the date entered into the Continuous Discharge Certificate (CDC) in respect of signing off by that individual from the ship in respect of such voyage.

         Big relief to Seafarer, the period spent by a ship In Indian coastal waters during sign in and sign off period is also taken into account for computing the non-resident status. Thus, generally, Indian members of the crew of a foreign-going Indian ship would be non-resident in India if they are on board such ship outside the territorial waters of India for 182 days or more during any year. Accordingly, such seamen will be charged to tax in India only in respect of earnings received in India or the earnings for the period when they are working within the Indian waters on coastal ships, etc.

           However, unfortunately the Income Tax Tribunal, Kolkata in its judgment dated 1st June, 2016 took away the Income tax benefit of our seafarers on account of receiving remuneration in NRE (NON-RESIDENT EXTERNAL) account maintained with an Indian Bank, resulting many seafarers were served notice by the Income Tax department and had negative effect on the Income of seafarers all over India.

          National Union of Seafarers of India (NUSI) and the Maritime Union of India (MUI) together strongly challenged the ruling of the Kolkata Tribunal. NUSI and MUI took up the matter with the Government of India at various levels at National Shipping Board, National Welfare Board, Maritime Administration, Ministry of Shipping, Ministry of Finance. NUSI and MUI also received thousands of petitions from seafarers in support. Central Board of Direct Taxes (CBDT), on receive of representation regarding the above matter, examined section 5(2)(a) of the Income Tax Act provide that only such income of a non-resident shall be subjected to tax in India that is either received or is deemed to be received in India. It is hereby clarified that salary accrued to a non-resident seafarer for services rendered outside India on a foreign ship shall not be included in the total income merely because that said salary has been credited in the NRE account maintained with an Indian bank by the seafarer. (vide CBDTcircular no. 13/2017 dated 11th April’ 2017)

Conclusion :
1. Income by way of remuneration earned outside India shall not taxed in India.
2. But, Income which is received or is deemed to be received in India or which accrues or arises or is deemed to accrue or arise to him in India other than sl no. 1 taxable in India.

Some other important points:
a. Requirement of filling Income tax Return (ITR) by the NON-Resident in following cases :
1. Indian Income exceed basic exemption limit (i.e. Rs. 2,50,000/- presently).
2. Tax Deducted at sources (TDS) and wants to claim refund
3. Have a loss that they want to carry forward.
b. Last date of return filling date is 31st July’ 2017 for the Financial Year 2016-17 and so on.
c. If the Tax liabilities of NRI exceeds Rs. 10,000/- in a financial year then required to pay advance tax.

What Do You Mean By Classification Society?
A Classification Society Is An Organisation Which Publishes Its Own Classification Rules (including Technical Requirements) In Relation To The Design, Construction And Survey Of Ships2, And Has The Capacity To (a) Apply, (b) Maintain And (c) Update Those Rules And Regulations With Its Own Resources On A Regular Basis.It Also Verifies Compliance With These Rules During Construction And Periodically During A Classed Ship's Service Life.It Is Not Controlled By, And Does Not Have Interests In, Ship-owners, Shipbuilders Or Others Engaged Commercially In The Manufacture, Equipping, Repair Or Operation Of Ships.
           Classification Society  is Authorised By A Flag Administration As Defined In SOLAS Chapter XI-1, Regulation 1 And Listed Accordingly In The IMO Database, Global Integrated Shipping Information System (GISIS).

What Is The Purpose Of Classification Society?
The Purpose Of A Classification Society Is To Provide Classification And Statutory Services And Assistance To The Maritime Industry And Regulatory Bodies As Regards Maritime Safety And Pollution Prevention, Based On The Accumulation Of Maritime Knowledge And Technology. The Objective Of Ship Classification Is To Verify The Structural Strength And Integrity Of Essential Parts Of The Ship’s Hull And Its Appendages, And The Reliability And Function Of The Propulsion And Steering Systems, Power Generation And Those Other Features And Auxiliary Systems Which Have Been Built Into The Ship In Order To Maintain Essential Services On Board. Classification Societies Aim To Achieve This Objective Through The Development And Application Of Their Own Rules And By Verifying Compliance With International And/or National Statutory Regulations On Behalf Of Flag Administrations. The Vast Majority Of Commercial Ships Are Built To And Surveyed For Compliance With The Standards Laid Down By Classification Societies. These Standards Are Issued By The Society As Published Rules. It Is An Independent, Self-regulating, Externally Audited, Body.

What Are The Scope Of Classification Societies?
Implementing The Published Rules, The Classification Process Consists Of: 
1. A Technical Review Of The Design Plans And Related Documents For A New Vessel To Verify Compliance With The Applicable Rules.

2.  Attendance At The Construction Of The Vessel In The Shipyard By A Classification Society Surveyor(s) To Verify That The Vessel Is Constructed In Accordance With The Approved Design Plans And Classification Rules.

3. Attendance By A Classification Society Surveyor(s) At The Relevant Production Facilities That Provide Key Components Such As The Steel, Engine, Generators And Castings To Verify That The Component Conforms To The Applicable Rule Requirements.

4. Attendance By A Classification Society Surveyor(s) At The Sea Trials And Other Trials Relating To The Vessel And Its Equipment Prior To Delivery To Verify Conformance With The Applicable Rule Requirements.

5. Upon Satisfactory Completion Of The Above, The Builder’s/shipowner’s Request For The Issuance Of A Class Certificate Will Be Considered By The Relevant Classification Society And, If Deemed Satisfactory, The Assignment Of Class May Be Approved And A Certificate Of Classification Issued.

6. Once In Service, The Owner Must Submit The Vessel To A Clearly Specified Programme Of Periodical Class Surveys, Carried Out Onboard The Vessel, To Verify That The Ship Continues To Meet The Relevant Rule Requirements For Continuation Of Class. 

Assignment, Maintenance, Suspension And Withdrawal Of Class :
Class Is Assigned To A Vessel Upon The Completion Of Satisfactory Review Of The Design And Surveys During Construction Undertaken In Order To Verify Compliance With The Rules Of The Society. For Existing Vessels, Specific Procedures Apply When They Are Being Transferred From One Class Society To Another. Ships Are Subject To A Through-life Survey Regime If They Are To Be Retained In Class. These Surveys Include The Class Renewal (also Called “special Survey”), Intermediate Survey, Annual Survey, And Bottom/docking Surveys Of The Hull. They Also Include Tailshaft Survey, Boiler Survey, Machinery Surveys And, Where Applicable, Surveys Of Items Associated With The Maintenance Of Additional Class Notations. 
The Surveys Are To Be Carried Out In Accordance With The Relevant Class Requirements To Confirm That The Condition Of The Hull, Machinery, Equipment And Appliances Is In Compliance With The Applicable Rules. 
It Is The Owner's Responsibility To Properly Maintain The Ship In The Period Between Surveys. It Is The Duty Of The Owner, Or Its Representative, To Inform The Society Of Any Events Or Circumstances That May Affect The Continued Conformance Of The Ship With The Society’s Rules. 
Where The Conditions For The Maintenance Of Class Are Not Complied With, Class May Be Suspended, Withdrawn Or Revised To A Different Notation, As Deemed Appropriate By The Society When It Becomes Aware Of The Condition.

Ballast water Is Pumped In To Maintain Safe Operating Conditions Throughout A Voyage. This Practice Reduces Stress On The Hull, Provides Transverse Stability, Improves Propulsion And Manoeuvrability, And Compensates For Weight Changes In Various Cargo Load Levels And Due To Fuel And Water Consumption.​

How Ballast Water Management Came In Focous?
Ballast Water Taken Onboard By Ships Contain Thousands Of Aquatic Or Marine Microbes, Plants And Animals,small Invertebrates, Eggs, Cysts And Larvae Of Various Species,, Which Are Then Carried Across The Globe. Untreated Ballast Water Released At The Ship’s Destination Could Potentially Introduce A New Invasive Marine Species. Hundreds Of Such Invasions Have Already Taken Place, Sometimes With Devastating Consequences For The Local Ecosystem.Countries Like Canada And Australia Were Among Countries Experiencing Particular Problems With Invasive Species, And They Brought Their Concerns To The Attention Of IMO's Marine Environment Protection Committee (MEPC).

Why BWM Is Important?
The Spread Of Invasive Species Is Now Recognized As One Of The Greatest Threats To The Ecological And The Economic Well Being Of The Planet. These Species Are Causing Enormous Damage To Biodiversity And The Valuable Natural Riches Of The Earth Upon Which We Depend. Direct And Indirect Health Effects Are Becoming Increasingly Serious And The Damage To The Environment.

What Is Required On The Ship By This Convention?
The Ballast Water Management Convention Will Require All Ships In International Trade To Manage Their Ballast Water And Sediments To Certain Standards, According To A Ship-specific Ballast Water Management Plan. All Ships Will Also Have To Carry A Ballast Water Record Book And An International Ballast Water Management Certificate. The Ballast Water Performance Standard Will Be Phased In Over A Period Of Time. Most Ships Will Need To Install An On-board System To Treat Ballast Water And Eliminate Unwanted Organisms. 
  
When International Convention For BWM Will Come In Fore?
The International Convention For The Control And Management Of Ships' Ballast Water And Sediments (BWM Convention) Will Enter Into Force On 8 September 2017
Under The Convention’s Terms, Ships Will Be Required To Manage Their Ballast Water To Remove, Render Harmless, Or Avoid The Uptake Or Discharge Of Aquatic Organisms And Pathogens Within Ballast Water And Sediments.