HK LINE COMPANY LIMITED

ADD: No. 275, LACH TRAY STREET, DANG GIANG WARD, NGO QUYEN DISTRICT, HAI
PHONG CITY, VIET NAM
Mobile: +84901599212
Email: [email protected]

BIOFOULING MANAGEMENT PLAN

M/V: HAPPY LEADER

IMO Number: 9397262

Prepared in accordance with RESOLUTION MEPC.378(80)

Issue date: 18 January 2025

HK LINE CO., LTD

 HK LINE COMPANY LIMITED
ADD: No. 275, LACH TRAY STREET, DANG GIANG WARD, NGO QUYEN DISTRICT,
HAI PHONG CITY, VIET NAM
Mobile: +84901599212
Email: [email protected]

BIOFOULING MANAGEMENT PLAN

M/V: HAPPY LEADER

IMO Number: 9641912

Rev. Date Description of Revision Approved

0 18/01/2024 New development LE TIEN THANH

HK LINE CO., LTD

 SHIP PARTICULARS

Owner/Operator/Management Information
Company: HK LINE CO.,LTD
Address: 275A Lach Tray Stree, Dang Giang Ward , Hai Phong city, Viet Nam

Telephone: +84974185399
Email: [email protected]

Contact Person:
Name/Title: Trinh Van Truong
Email: [email protected]

Vessel-Specific Information:
Vessel: TAN BINH 279
Call Sign: 3EUZ4
Flag: PANAMA
Port of Registry: PANAMA
IMO Number: 9641912
Hull Type: Single Hull
Year Built: 2013
Vessel Type: Bulk Carrier

Dimensions:
Metter Feet
Length Over All: 169.37 555.67
Beam: 27.2 89.23
Draft max: F: 9.819/A: 9.819 F: 32.21/A: 32.21
Draft min: F: 3.68/A: 5.57 F: 12.07/A: 18.27

Tonnages:
Gross: Net: Deadweight:
17,019 10,108 28,222
 PREAMBLE
The function of the Biofouling and Sediment Management Plan is to assist in complying with port state
and quarantine measures intended to minimize the risk of transplanting harmful aquatic organisms and
pathogens from ships' hull, internal seawater piping and ballast water tanks, while maintaining ship safety.
As part of this function the plan will provide information to quarantine or Port State Control officers who
wish to learn about a ship's biofouling and sediment management system, or to confirm that biofouling
and sediment management has been effectively planned.

The plan should be used as a guide to biofouling and sediment control but does not replace biofouling
planning or use of maintenance and operation manuals for ship's equipment for ship's safety and stability.
Training and shipboard operational practices should already be well established.

This Biofouling and Sediment Management Plan is consistent with the company Safety Management
System, is intended as a supplement to the Ballast Water Management Plan, and contains the information
required by the IMO Resolution, and is compliant with the guidelines and requirements of:
•IMO Resolution MEPC.378(80) “2023 Guidelines for the Control and Management of Ships'
Biofouling to Minimize the Transfer of Invasive Aquatic Species.”
•The applicable portions of U.S. Environmental Protection Agency's Vessel General Permit
effective 19 December,2008
•U.S. regulations as published in 33 CFR Part 151.2050, effective 21 June,2012
•“California Biofouling Management Regulations for Vessels Operating in California Waters”
which entered into force on 1 October 2017.

INTRODUCTION
This Appendix is written in accordance with the recommendations of MEPC.378(80) and the associated
guidelines, referenced in this Appendix as “the Guidelines”.

The purpose of the Appendix is to meet the requirements for the control and management of ship's
biofouling in accordance with the “2023 Guidelines for the Control and Management of Ships' Biofouling
to Minimize the Transfer of Invasive Aquatic Species", IMO Resolution MEPC.378(80) It provides
standard operational guidance for the planning and management of ship's biofouling prevention and
maintenance, and sediment management, and describes safe procedures to be followed.

This Appendix is not required to be approved by either the Administration or the Classification Society.
No alteration or revision shall be made to any part of it without the prior approval of the vessel owners or
operators.

This Appendix may be inspected on request by an authorized authority.

This Appendix is written in the working language of the crew.

APPLICATION
The Guidelines are intended to provide useful recommendations on general measures to minimize the
risks associated with biofouling for al types of ships and are directed to States, shipmasters, operators and
owners, shipbuilders, ship cleaning and maintenance operators, port authorities, ship repair, dry-docking
and recycling facilities, ship designers, classification societies, anti-fouling paint manufacturers and
suppliers and any other interested parties. A State should determine the extent that the Guidelines are
applied within that particular State.

A separate guidance document, based on these Guideline, provides advice relevant to owners and/or
operators of recreational craft less than 24 metres in length, using terminology appropriate for that sector.
States should inform the Organization of any relevant biofouling regulations, management requirements or
restrictions they are applying to international shipping.

OBJECTIVES
The objectives of these Guidelines are to provide practical guidance to States, ship masters, operators and
owners, shipbuilders, ship repair, dry-docking and recycling facilities, ship cleaning and maintenance
operators, ship designers, classification societies, anti-fouling paint manufacturers and suppliers and any
other interested parties, on measures to minimize the risk of transferring invasive aquatic species from
ships' biofouling. It is important that biofouling management procedures be effective as well as
environmentally safe, practical, designed to minimize costs and delays to the ship, and based upon these
Guidelines whenever possible.

The objective of this Appendix is to summarize the biofouling and sediment management techniques used
on board this ship to control and prevent marine growth.

To minimize the transfer of invasive aquatic species, a ship should implement biofouling and
sediment management practices, including the use of anti-fouling systems and other operational
management practices to reduce the development of biofouling. The intent of such practices is to keep
the ship's submerged surfaces, and internal seawater cooling systems, as free of biofoling as practical.
A ship following this guidance and minimizing macrofouling would have a reduced potential for
transferring invasive aquatic species via biofouling.

The management measures outlined within these Guidelines are intended to complement current
maintenance practices carried out within the industry.

DESCRIPTION OF OPERATING PROFILE

Ship's Operating Profile
A Typical operating speed:
11.5 knots
B. Typical amount of underway time per month (compared with berth, anchored or moored):
20 days per month
C. Typical operating area or trading route:
Ocean going world-wide trade
D. Planned duration between dry-docking:
Every 2.5 years

If the ship operates for extended periods outside of its normal operating profile (such as longer than usual
amount of time at anchor or berthed, or long periods operating in tropical waters, extended drydock cycle
beyond anticipated drydocking interval) the company shall assess the need to take additional actions to
address hull biofouling. These actions could include:
• Underwater survey of the hull
• In-water hull cleaning
• Drydocking the vessel

DESCRIPTION OF THE ANTI - FOULING SYSTEMS

Anti-fouling systems and operational practices are the primary means of biofouling prevention and control
for existing ships' submerged surfaces, including the hull and niche areas. An anti-fouling system can be a
coating system applied to exposed surfaces, biofouling resistant materials used for piping and other
unpainted components, Marine Growth Prevention Systems (MGPS) for sea chests and internal seawater
cooling systems, or other innovative measures to control biofouling.

The anti-fouling system used should comply with the AFS Convention, where necessary. Anti-Fouling
Systems on Board-List the Types of Systems on Board.
 1 Anti-fouling hull coating: Organotin-free self-polishing type
2 Biocides in AFC: Dicopper oxide, zineb, Copper Pyrithione .
3 Paint coating thickness (dry spec.): Vertical bottom 135 Microns / Flat bottom 80 Microns
4 Expected life of this coating: valid until February 2026
5 Expected life of this coating: valid until February 2026
6 Operating profiles which are suitable for the AFC including temperature, salinity, speed, periods of
inactivity: 250C/ 12 knots / 36 months.
7 Recommended regime for repairs, maintenance and/or renewal to receive the AFC optimal
performance:
8 Cleaning methods recommended for AFC: soft brushed
9 Cleaning methods not appropriate for AFC: hard brushed
10 IAFS Certificate: LR number 2186111
11 MGPS (Marine Growth Prevention System). : YUNISHELL SYSTEM
12 What is protected by the system?: Chemical
13 How often is the MGPS run? : Anchorage
14 Is cleaning or maintenance of the MGPS required once use is finished? Yes No
15 Service life of MGPS : N/A
16 Use of treatment chemical (describe the procedure and how often it is conducted). Yes
No

Different anti-fouling systems are designed for different ship operating profiles, so it is essential that ship
operators, designers and builders obtain appropriate technical advice to ensure an appropriate system is
applied or installed. If an appropriate anti-fouling system is not applied, biofouling accumulation
increases.
Some factors to consider when choosing an anti-fouling system include the following:
• Planned periods between dry-docking - including any mandatory requirements for ships survey.
• Ship speed - different anti-fouling systems are designed to optimize anti-fouling performance for
specific ship speeds.
• Operating profile - patterns of use, trade routes and activity levels, including periods of inactivity,
influence the rate of biofouling accumulation.
• Ship type and construction; and
• Any legal requirements for the sale and use of the anti-fouling systems.
Consideration should also be given to the need for tailored, differential installation of anti-fouling coating
systems for different areas of the ship to match the required performance and longevity of the coating with
the expected wear, abrasion, and water flow rates in specific areas, such as the bow, rudder, or internal
seawater cooling systems and sea chest interiors.
DESCRIPTION OF HULL AND NICHE AREAS WHERE BIOFOULING MAY ACCUMULATE
The hull and niche areas where biofouling may accumulate are described below.
Areas on hull flat-bottom- front
flat-bottom- mid
flat-bottom- aft
bow dome
boot top
vertical sides – port side
vertical sides – starboard side
vertical side – aft
rudder and stabilizer fin apertures
Niche areas Bow dome
Cathodic protection anodes
Bilge keels
Anchor chain and Chain locker
Rudder hinges
Dock block positions
A-brackets/stern tube
Cathodic protection anodes and systems
Inlet gratings
Sea inlet pipes
Stern thruster
Thruster body
Propeller
Stern tube seal
Rope guards
Low Sea chest
High Sea chest
Inlet gratings
Internal pipework
Ballast uptake system
Engine cooling system
fire-fighting system
auxiliary service system
Heat exchanger

These niche areas can be particularly susceptible to biofouling growth. Management measures for niche
areas are outlined below.

1. Dry-docking support strips:

Positions of dry-docking blocks and supports should be varied at each dry-docking, or alternative
arrangements made to ensure that areas under blocks are painted with anti-fouling, at least at alternate dry-
dockings. These areas should receive a major refurbishment type of surface preparation and be coated at
each dry-docking that they are accessible. Where it is not possible to alternate the position of dry-docking
support strips, e.g., in critical weight bearing areas such as under the engine-room, these areas should be
specially considered and managed by other means, e.g., the application of specialized coatings or
procedures.

2. Bow and stern thrusters:

The body and area around bow, stern and any other thrusters prone to coating damage, should be routinely
maintained at dry dockings. Particular attention should be paid to any free flooding spaces which may
exist around the thruster tunnel. The housing/recesses, and retractable fittings such as stabilizers and
thruster bodies, should have an anti-fouling coating system of adequate thickness for optimal
effectiveness.

3. Edges and weld joints:

Exposed edges on the hull, such as around bilge keels and scoops, and weld joints, should be faired and
coated to ensure adequate coating thickness to optimize system effectiveness.

4. Rudder hinges and stabilizer fin apertures:

Recesses within rudder hinges and behind stabilizer fins need to be carefully and effectively cleaned and
re-coated at maintenance dry-dockings. Rudders and stabilizer fins should be moved through their full
range of motion during the coating process to ensure that all surfaces are correctly coated to the
specification of the anti-fouling system. Rudders, rudder fittings and the hull areas around them should
also be adequately coated to withstand the increased wear rates experienced in these areas.

5. Propeller and shaft:

Propellers and immersed propeller shafts should be coated with fouling release coatings where possible
and appropriate, to maintain efficiency and enable self-cleaning, so that the need for regular in-water
cleaning and polishing is minimized.

6. Stern tube seal assemblies and the internal surfaces of rope guards:
Exposed sections of stern tube seal assemblies and the interna! The surfaces of rope guards should be
carefully painted with anti-fouling coating systems appropriate to the degree of water movement over and
around these surfaces.

7. Cathodic protection (CP) anodes:

Niche areas for biofouling can be minimized if: anodes are flush fitted to the hull, a rubber backing pad is
inserted between the anode and the hull; or the gap is caulked. Caulking the gap will make the seam or
joint watertight. If not flush-fitted, the hull surface under the anode and the anode strap should be coated
with an anti-fouling coating system suitable for low water flow to prevent biofouling accumulation. If
anodes are attached by bolts recessed into the anode surface, the recess should be caulked to remove a
potential niche.

8. Pitot tubes:
Where retractable pitot tubes are fitted, the housing should be internally coated with an anti-fouling
coating system suitable for static conditions.

9. Sea inlet pipes and overboard discharges:

Anti-fouling coating systems should be applied inside the pipe opening and accessible internal areas. The
anti-corrosive or primer coating selected should be appropriate to the specific pipe material if this material
is different to the hull. Care should be taken in surface preparation and coating application to ensure good
adhesion and coating thickness.

INSTALLATION OF ANTI-FOULING SYSTEM

The areas on the ship which are protected with the selected AFS are described below.
If necessary, the individual AFS could be identified as A and B, respectively. Areas with no
protection are also described.
AFS applied Areas on ship where Date of Recommended cleaning
AFS is applied application technique
AFC (anti-fouling flat-bottom- front 2/2023 at dry dock soft brush
coating) flat-bottom- mid
flat-bottom- aft
bow dome
Transom
vertical sides – port side
vertical sides – starboard side
vertical side – aft
rudder and stabilizer fin
apertures
Sea chests
MGPS Sea chests 2/2023 Steaming
Internal pipework
Ballast system
Cooling system

No AFS Boot top soft brush

Cathodic protection anodes
Propeller
Anchor chain
Chain locker

INSPECTION SCHEDULE OF HULL AND NICHE AREAS

An inspection will be carried out by organizations or personnel competent to undertake
inspections in line with the fixed intervals described below:

Inspection areas Initial Subsequent inspections

inspection
Areas installed with AFS and 2/2023 When utilizing a performance monitoring system that
operating within the profile indicates adequate performance of the AFS, an inspection
will be conducted within 18 months.
If the monitoring indicates that the AFS is not performing
effectively, an inspection should be carried out as soon as
possible
Areas with no AFS 2/2023 When utilizing a performance monitoring system that
indicates adequate performance of the AFS, an inspection
will be conducted within 18 months.

CLEANING
Reactive cleaning should be performed as a result of any inspection with a fouling rating ≥2. It should be
performed in line with procedures of the ship cleaning operator or the dry-dock facilities used, and the
cleaning practices should be conducted in accordance with the jurisdiction's policies or regulations of the
relevant authority. Preferred cleaning methods and procedures that can be used are described below. The
methods and cleaning operator used in each cleaning occasion should be recorded in the BFRB.

Areas where Reactive Operating Cleaning schedule

cleaning method cleaning condition when
will be applied method(s) cleaning method
will be applied
flat-bottom- front Removes old At drydock 36 months from 2/2023
flat-bottom- mid coating and renew
flat-bottom- aft
bow dome
Transom Use soft brushes, Moored in harbor, When recommended based on
vertical sides – port side blades, metal drifting in open sea, monitoring of biofouling
vertical sides – brushes or water jet on anchorage in parameters and/or in case
starboard side by Diver or coastal waters, on unforeseen biofouling levels are
vertical side – aft submersible ROV voyage detected on hull or in niche areas
rudder and stabilizer fin
apertures
Sea chests
Seawater intakes and Steaming and At sea and Enter and examine ballast tanks
internal seawater manual clean, Flush drydock once every 12months for
Cooling systems fire main inspection.
Sea chests Examine sea strainers weekly
Sea chest grate Internal Maintain an internal cooling
pipe work and heat system anti-fouling system as per
exchanger manufacturer's instructions.
Fire – fighting system.
Ballast system
Auxiliary services
system
Boottop Removes old At drydock 36 months from 2/2023
Cathodic protection coating and renew,
anodes Clean
Propeller
Anchor chain
Chain locker

In-water cleaning and maintenance procedures:

Despite the use of effective anti-fouling systems and operational practices, undesirable amounts of
biofouling may still accumulate during the intended lifetime of the anti-fouling system. To maintain a ship
as free of biofouling as practical, it may be advisable for the ship to undertake in-water inspection,
cleaning, and maintenance.

In-water inspection of ships:

In-water inspection can be a useful and flexible means to inspect the condition of anti-fouling systems and
the biofouling status of a ship. In-water inspections should be undertaken periodically as a general means
of routine surveillance, augmented by specific inspections as necessary to address any situations of
elevated risk. Specific occasions when an in-water inspection may be appropriate, include the following:
• Before and after any planned period of inactivity or significant or unforeseen change to the ship's
operating profile
• Prior to undertaking in-water cleaning to determine the presence of known or suspected invasive
aquatic species or other species of concern on the ship.
• After a known or suspected marine pest or other species of concern is discovered in a ship's internal
seawater cooling systems; and
• Following damage to, or premature failure of, the anti-fouling system.
Dive and remotely operated vehicle (ROV) surveys can be practical options for in-water inspections
although they do have limitations regarding visibility and available dive time compared with the area to be
inspected, and difficulties with effectively accessing many biofoulings prone niches. Such surveys should
be undertaken by persons who are suitably qualified and experienced and familiar with biofouling and
associated invasive aquatic species risks and the safety risks relating to in-water surveys. Regulatory
authorities may have recommended or accredited biofouling inspection divers.
Prior to dive surveys and/or hull underwater cleaning, divers should be provided with a list of the niche
types and locations for this ship.

In-water cleaning and maintenance

In-water cleaning can be an important part of biofouling management. In-water cleaning can also
introduce different degrees of environmental risk, depending on the nature of biofouling (i.e. microfouling
versus macrofouling), the amount of anti-fouling coating system residue released and the biocidal content
of the anti-fouling coating system. Relative to macrofouling, microfouling can be removed with gentler
techniques that minimize degradation of the anti-fouling coating system and/or biocide release.
Microfouling removal may enhance a ship's hull efficiency, reducing fuel consumption and greenhouse
gas emissions. It is, therefore, recommended that the ship's hull is cleaned when practical by soft methods
if significant microfouling occurs. In-water cleaning can also reduce the risk of spreading invasive aquatic
species by preventing macrofouling accumulation.
Personnel proposing to undertake in-water cleaning should be aware of any regulations or requirements
for the conduct of in-water cleaning, including any regulations regarding the discharge of chemicals into
the marine environment and the location of sensitive areas (such as marine protected areas and ballast
water exchange areas). Where significant macrofouling growth is detected, it should be removed or treated
(if this can be done without damaging the anti-fouling system) in accordance with such regulations. Where
available, appropriate technology should be used to minimize the release of both anti-fouling coating or
paint debris, and viable adult, juvenile, or reproductive stages of macrofouling organisms. The collected
material should be disposed of in a manner which does not pose a risk to the aquatic environment.
For immersed areas coated with biocidal anti-fouling coatings, cleaning techniques should be used that
minimize release of biocide into the environment. Cleaning heavily fouled anti-fouling coating systems
can not only generate biofouling debris, but prematurely depletes the anti-fouling coating system and may
create a pulse of biocide that can harm the local environment and may impact on future applications by the
port authority for the disposal of dredge spoil. Depleted anti-fouling coating systems on hulls will rapidly
re-foul. In-water cleaning or scrubbing of hulls for the purpose of delaying dry-dockings beyond the
specified service life of the coating is, therefore, not recommended.
Immersed areas coated with biocide-free anti-fouling coating systems may require regular in-water
cleaning as part of planned maintenance to maintain hull efficiency and minimize the risk of transferring
invasive aquatic species. Cleaning techniques should be used which do not damage the coating and impair
its function.
Any maintenance or repair activities should take care not to impede future in-service cleaning and/or
maintenance e.g., care should be taken to ensure sea chest grates do not become welded shut during repair
work.
Care should be taken to ensure that any MGPSs installed are operating effectively to prevent accumulation
of biofouling.
Regular polishing of uncoated propellers to maintain operational efficiency will also minimize
macrofouling accumulation. Uncoated propeller shafts may require cleaning at the same time as the
propeller. As a ship's routine propeller polishing will involve the use of divers, it is recommended that this
opportunity is taken to assess sea chests, and other similar areas, for macrofouling.
Internal seawater cooling systems need to be regularly monitored to ensure effective biofouling control is
maintained. Seawater cooling systems that operate while the ship is in port may be vulnerable to
biofouling accumulation and should be closely monitored. If seawater cooling systems become fouled,
they should be appropriately treated. Any discharge of treated water from internal seawater cooling
systems should be undertaken in accordance with applicable regulations.

MONITORING OF BIOFOULING RISK PARAMETERS AND CONTINGENCY ACTIONS

The biofouling risk parameters given below should be monitored when the ship is in operation.
When a parameter goes beyond the deviation limit, the risk of biofouling is increased, and the
recommended contingency actions should be used as described.
Biofouling risk Evaluation of a Contingency Long-term actions
parameters to deviation including actions
monitor deviation limit of the
risk parameter
When the ship operates If the maintenance and An inspection should be Regular maintenance
outside the expected service time, specified carried out for the and repair (e.g.) may be
operating profile by the manufacturer, is relevant area. necessary actions for
specified in the BFMP exceeded, the risk of proper protection by the
(e.g. speed, temperature biofouling is elevated, AFC.
or salinity) and contingency actions
 should be implemented
Maintenance/service or Failure caused by An inspection should be
damage to AFC mechanical damage carried out for the
to the AFC may result relevant area. Repair
in higher risk of should be performed at
biofouling in the areas earliest opportunity.
affected, if not More frequent
rectified within inspections of damaged
reasonable time. area should be
implemented until a
repair is undertaken
Maintenance/service or Observed downtime More frequent
downtime/malfunction of an MGPS could inspections of relevant
of MGPS have a direct impact area should be
on risk of biofouling implemented until
accumulation. the MGPS is back in
The impact will operation
depend on the
duration of
malfunction and
operating areas
Exceeding expected Once an AFS has More frequent The performance of
lifetime of AFS exceeded its lifetime, inspections should be the AFS, and any
as specified by the implemented until the necessary change in
manufacturer, the AFS is back in operation maintenance or
biofouling risk is inspection schedule,
increased. based on experience,
should be included in
the next update of this
BWMP
Ship idletime (berthed, If the idle time is If the idle time is Evaluate the need for a
anchored, moored) longer than estimated within the guarantee potential improvement
in the ship's operating of the AFS supplier, of the AFS selection
profile, it could lead to a short voyage with prior to the next dry-
an elevated risk of speed as specified docking
 biofouling. for the AFS could be
If the idle time is conducted, sea
beyond the guarantee chests could be
of the AFS supplier, blanked off or, when
the risk of biofouling recommended by the
accumulation AFS manufacturer,
increases. more frequent
The risk also depends proactive cleaning
on biofouling activities could be
pressure, e.g. implemented.
temperature and If the idle time is
distance to the beyond the
coastline. If the ship is guarantee of the
idle in an area far AFS supplier, an
from shore (>200 nm inspection should be
and >200 m depth) carried out.
and far from other
installations, the risk
may still be
considered low.
Performance loss as Performance monitoring When the data show a Experience from
per Performance of fuel consumption trend in performance fuel consumption
Monitoring System may give indication on loss over time, the time and cleaning activity
possible biofouling since last cleaning over time may lead
accumulation on the activity in combination to optimization and
hull Percentage of the with operating profile changes to the cleaning
speed loss and should be evaluated schedule.
percentage of increased to determine if an
fuel consumption, that inspection should be
may indicate light carried out.
biofouling on the ship

SAFETY PROCEDURES FOR THE SHIP AND CREW

Ballast Tank Inspections:

Crew shall follow confined space entry procedures in accordance with the approved SMS manual. Tanks
shall be well ventilated, and the oxygen content of the space measured prior to entry. There shall always
be a safety observer standing at the entrance to the tank.

Use of biofouling treatment chemicals:

Treatment chemicals shall always be used in accordance with manufacturer's instructions. Crew shall wear
safety equipment (gloves, goggles, face shield) as recommended by the manufacturer.

Underwater dive activity:

The Chief Officer shall meet with the dive team supervisor prior to dive operations and discuss at least the
following:
• Ship's design
• Securing seawater intakes during the diving operations
• Providing an on-deck safety observer
• Emergency procedures for diver injury
• Communications during the diving activities

Maintenance of biofouling equipment:

Maintenance of all biofouling equipment shall be coordinated with the Chief Engineer to ensure safe lock
out/tag out of electric power prior to work on the system.

DISPOSAL OF BIOLOGICAL WASTE

All collected wastes shall be disposed of in accordance with applicable port state and international
regulations.

Waste type Disposal method Applicable regulations

Sediment collected from ballastSediment collected at sea during routine MARPOL,

tanks tank inspections may be dischargedVessel General Permit
overboard provided the ship is at least (US), 33 CFR part
200miles from shore, not in a Special151(US),
Area as defined in MARPOL Annex V,
and in depths of at least 200 meters.
Sediment collected during drydock or
shipyard period mustbe discharged ashore
to a certified reception facility
Entries shall be made in the Ballast Water
Record Book
These shall be disposed of ashore and
Used anodes logged in the Garbage Record Book MARPOL Annex V

Marine growth removed fromContractors shall be responsible for the

safe disposal of any collected wastes MARPOL Annex V
the hull by contractors

Marine growth removed fromThis shall be discharged ashore to a MARPOL Annex V

the hull by ship's crew certified reception facility but may be
retained on board for discharge at sea.
Discharge at sea shall be at least 200
miles from coordinators of at least 2000
meters, and not in Special Areas as
defined in MARPOL Annex V

Th is s h all be discharged ashore and

Expired biofouling chemicals MARPOL Annex V
logged in the Garbage Record Book

RECORDING REQUIREMENTS
Records associated with biofouling management shall be maintained in the following locations and made
available to port state control or quarantine officials:
 Activity or waste Record Location

Ballast Tank Inspection Log or Chief Officers

Ballast tank inspections
records
Ballast tank maintenance Ballast Waterlog
Ballast water reports shall be retained on board for
Ballast water reports
at least two (2) years
Ballast tank sediment disposal Ballast Waterlog
Underwater hull cleaning Biofouling Record Book
Diver inspections Biofouling Record Book
Inspection, cleaning, or treatment of internal
Biofouling Record Book
seawater cooling systems
Records of MGPS operation Biofouling Record Book
Record of periods of time when the ship is
Biofouling Record Book
inactive or laid up
Periods of time when the ship is operating outside
Biofouling Record Book
of its normal operating areas
With ship's certificates in Masters cabin or ship's
Port state authority inspection reports
office
With ship's certificates in Masters cabin or ship's
Anti-fouling System Certificate
office
Biofouling equipment maintenance Biofouling Record Book
Biofouling Record Book. Also note the requirement
for a separate drydock report in accordance with the
Drydock maintenance
Vessel General Permit (US only)

CREW TRAINING AND FAMILIARIZATION

Training for ships' masters and crews as appropriate should include instructions on the application of
biofouling management and treatment procedures, based upon the information contained in this plan.
Instruction should also be provided on the following and logged as per instructions in the SMS Manual for
the ship:
• Maintenance of appropriate records and logs.
• Impacts of invasive aquatic species from ships ‘biofouling.
• Benefits to the ship of managing biofouling and the threats posed by not applying management
procedures.
• Biofouling management measures and associated safety procedures; and
• Relevant health and safety issues.
States and industry organizations should ensure that relevant marine training organizations are aware of
these Guidelines and include this in their syllabuses as appropriate.
DUTIES OF THE BIOFOULING MANAGEMENT OFFICER
Duties of the appointed officer in charge of biofouling management:
1. Ensure that the ballast water treatment or exchange follows procedures in the Ballast Water
Management Plan.
2. Provide training to the crew as necessary so they understand the importance of biofouling as a means
of transport of aquatic organisms from one port to another, and the importance of the company biofouling
management program on board. Training should be conducted at least once each year.
3. Be available to assist the port state control or quarantine officers for any sampling that may need to be
undertaken.
4. Maintain the Biofouling Record Book.
5. Ensure the Master is informed of all biofouling management operations and/or any problems
associated with biofouling management equipment.
6. Coordinate diver surveys and/or underwater cleaning of the hull.
 SEDIMENT MANAGEMENT
Ship-SpecificSediment removal procedures
A. Number of Ballast Tanks on board ?:
20 tanks
B. How often are ballast tanks entered for inspection?
Every 2.5 years during class intermediate and special surveys

C. How is accumulated sediment removed?

At the shipyard only Y N
At the shipyard and/or at sea Y N
At sea only Y N
If disposal is done at sea:
Is this done by hand with shovels and buckets? Y N
Is this done with sat water flushing? Y N
Is this done with a combination of both methods? Y N
Is another method used? Describe: Y N

D. Particulars of vessel design and construction intended to minimize the uptake and undesirable
entrapment of sediments, facilitate removal of sediments, and provide safe access to allow for
sediment removal and sampling:

Manhole

Sediment Reduction Procedures:

• In accordance with the requirements of 33 CFR 151.2050(e), this vessel must rinse the anchor
and anchor chain when the anchor is retrieved to remove organisms and sediments at their places
of origin. These actions are permitted in US waters, even those subject to the Vessel General
Permit. The vessel should avoid uptake of ballast water in areas where sediment collection is
likely. All efforts should be made to minimize ballast water uptake in the following areas or
circumstances: Areas of known infestations or populations of harmful organisms and pathogens
(e.g. Toxic algal blooms)
Near sewage outfalls or in port areas without primary sewage treatment.
• Near dredging operations.
• Areas with reduced tidal flushing action, or where tidal flushing is known to be poor or times when a
tidal stream is known to be turbid.
• In darkness when bottom-dwelling organisms are active and may rise up in the water column to
near the surface.
• Where propellers may stir up sediment; and
• Areas with pods of whales, convergence zones, and boundaries of major currents.

Sediment Removal and Disposal

In accordance with 33 CFR 151.2050(f) all vessels must remove fouling organisms from the vessel's hull,
piping, and tanks on a regular basis and dispose of any removed substances in accordance with local, State
and Federal regulations. “Fouling organisms' includes sediment accumulation in ballast water tanks.
Where practical, cleaning of the ballast tanks to remove sediments should be undertaken. The longer
ballast sediment is retained in the tank, the more likely organisms will survive despite exchange of ballast
water at sea. All sediments are to be disposed of in accordance with local and regulations. Check with
your local agent for reception facilities available in each port of call. Under IMO regulations, sediment
from ballast tanks may not be disposed of in Special Areas but may otherwise be disposed of at sea
provided the location is at least 200 miles from shore and in depths of at least 200 meters.
The volume of sediment in all ballast tanks should be monitored on a regular basis in accordance with the
table at the beginning of this section. When personnel enter ballast water tanks to collect samples or to
remove sediment, extreme caution should be used. Enclosed space permits shall be completed in
accordance with company policy including, but not limited to ventilation of the tank, testing for oxygen
and the presence of combustible gasses, providing two-way communications between personnel inside the
tank with monitoring personnel outside of the tank, and having adequate rescue personnel available for an
emergency.
Sediment in ballast tanks should be removed on a timely basis and/or as necessary. The frequency and
timing of removal will depend on factors such as sediment build up, the ship's trading pattern, availability
of reception facilities, and workload of the ship's personnel, weather and sea conditions, and safety
considerations.
Removal of sediment from ballast tanks should preferably be undertaken under controlled conditions in
port, at a repair facility, or in dry dock. The removed sediment should preferably be disposed of in a
sediment reception facility if available, reasonable, and practical. If sediment is removed and disposed of
at sea, such disposal shall only take place in areas outside 200 nm from land and in water depths of over
200 meters.
Mid-Ocean Flushing of Ballast Tanks
Ship may choose to flush tanks during mid-ocean exchange of ballast water when using the sequential
method of exchange. Saltwater flushing is defined as the addition of mid ocean water into empty tanks.
This flush water is mixed with residual water will residually water and sediment in the tanks through the
motion of the ship. Discharge of this water will reduce the sediment accumulation un the tank. Flushing of
the tank with this method is dependent upon good weather and sea conditions and may not be safe to
conduct if conditions are not ideal. The vessel should take on as much mid-ocean water as is safe (for the
vessel and crew) in order to conduct saltwater flushing.
 BIOFOULING MANAGEMENT PLAN AND RECORD BOOK

2023 Guidelines for the control and management of ships' biofouling to minimize the transfer of invasive
aquatic species.
Period From: Jan. 2023 To: Jan. 2026
Name of Ship: TAN BINH 279
IMO Number: 9641912
Gross tonnage: 17,019 GT Flag:_PANAMA
1 Introduction
The Guidelines recommend that a Biofouling Record Book is maintained for each ship, in which
the details of all inspections and biofouling management measures undertaken on the ship are
recorded.
2 Entries in the Biofouling Record Book
The following information should be recorded in the Biofouling Record Book:
2.1 After each dry-docking:
a. Date and location that the ship was dry-docked.
b. Date that ship was re-floated.
c. Any hull cleaning that was performed while dry-docked, including areas cleaned, method used for
cleaning and the location of dry-dock support blocks.
d. Any anti-fouling coating system, including patch repairs, that was applied while dry-docking. Detail the
type of anti-fouling coating system, the area and locations It was applied to, the coating thickness
achieved and any surface preparation work undertaken (e.g., complete removal of underlying anti-fouling
coating system or application of new anti-fouling coating system over the top of existing anti-fouling
coating system).
e. Name, position and signature of the person in charge of the activity for the ship.

2.2 When the hull area, fittings, niches and voids below the waterline have been inspected by
divers:
a. Date and location of ship when dive surveyed and reason for survey.
b. Area or side of the ship surveyed.
c. General observations with regard to biofouling (i.e.extent of biofouling and predominant biofouling
types, e.g., mussels, barnacles, tubeworms, algae and slime).
d. What action was taken,if any, to remove or otherwise treat biofouling.
e. Any supporting evidence of the actions taken (e.g.,report from the classification society or
contractor, photographs and receipts).
f. Name, position, signature of the person in charge of the activity.

2.3 When the hull area, fittings, niches and voids below the waterline have been cleaned by
divers:
a. Date and location of ship when cleaning/treatment occurred.
b. Hull areas,fittings,niches and voids cleaned/treated.
c. Methods of cleaning or treatment used.
d. General observations with regard to biofouling (i.e. extent of biofouling and predominant
biofouling types, e.g., mussels, barnacles, tubeworms, algae and slime).
e. Any supporting evidence of the actions taken (e.g., report from the classification society or
contractor, photographs and receipts).
f. Records of permits required to undertake in-water cleaning if applicable.
g. Name, position and signature of the person in charge of the activity.

2.4 When the internal seawater cooling systems have been inspected and cleaned or treated:
a. Date and location of ship when inspection and/or cleaning occurred.
b. General observations with regard to biofouling of internal seawater cooling systems (i.e. extent
of biofouling and predominant biofouling types,e.g., mussels,barnacles,tube worms, algae, slime).
c. Any cleaning or treatment undertaken.
d. Methods of cleaning or treatment used.
e. Any supporting evidence of the actions taken (e.g., report from the classification society or
contractor, photographs and receipts).
f. Name, position and signature of the person in charge of the activity.

2.5 For ships with a MGPS fitted:

a. Records of operation and maintenance (such as regularly monitoring the electrical and
mechanical functions of the systems).
b. Any instances when the system was not operating in accordance with the biofouling
management plan.

2.6 Periods of time when the ship was laid up/inactive for an extended period of time:
a. Date and location where ship was laid up.
b. Date when ship returned to normal operations.
c. Maintenance action taken prior to and following the period laid up.
d. Precautions taken to prevent biofouling accumulation (e.g.,sea chests blanked off).
2.7 Periods of time when ship operating outside its normal operating profile:
a. Duration and dates when ship not operating in accordance with its normal operating profile.
b. Reason for departure from normal operating profile (e.g., unexpected maintenance required).

2.8 Details of official inspection or review of ship biofouling risk (for ships arriving
internationally, if applicable):
a. Date and location of ship when inspection or review occurred.
b. Port State authority conducting the inspection/review and details of procedures followed or
protocol adhered to and inspector/s involved.
c. Result of inspection/review.
d. Name, position, signature of the person in charge of the activity for the ship.

2.9 Any additional observations and general remarks:

Since the ship was last cleaned, has the ship spent periods of time in locations that may significantly
affect biofouling accumulation (e.g., fresh water, high latitude (Arctic and Antarctic) or tropical ports).
Completed pages of the Biofouling Record Book shall be countersigned by the Master and retained
on board for a period of three (3) years. The Biofouling Record Book is subject to inspection by Port
State Control authorities.
 RECORD OF BIOFOULING MANAGEMENT ACTIVITIES

Name of Ship: IMO Number:

Code Item Record of activity / signature of

Date
(letter) (number) officer in charge

Signature of Master:
 RECORD OF BIOFOULING MANAGEMENT ACTIVITIES

Name of Ship: IMO Number:

Code Item Record of activity / signature of

Date
(letter) (number) officer in charge

Signature of Master: