Majestic Rev. 01

Biofouling Management Plan
IMO Number: 9694438
Revision : 01 Approved by: DPA
Issue Date 01 April 2017 Page 1 of 39
Biofouling
Management Plan
Majestic
IMO: 9694438
(For compliance with IMO Resolution MEPC.207(62): Guidelines for the Control and Management of Ships’ Biofouling to
Minimize the Transfer of Invasive Aquatic Species, adopted on 15 July, 2011, hereafter referred to as the Biofouling Guidelines).
Note:
1) This Plan is written in the working language of the crew i.e. English.
2) This plan has been issued by Bernhard Schulte Shipmanagement (Cyprus) who are the managers of the vessel. No
alteration or revision shall be made to any part of it without the prior approval of the issuer.
3) Changes to non-mandatory information in Appendices 3, 5 & 6 will not be required to be approved.

IMO Number: 9694438
Contents
1. Ship particulars 4
2. Introduction 5
3. Record of Circulation 7
4. Record of Amendments 9
5. Purpose of the Plan 10
6. Definitions 11
7. Objectives 12
8. Description of the ship’s anti-fouling systems 13
9. Description of the ship’s operating profile 14
10. Description of areas on the ship susceptible to biofouling 15
Biofouling Management Action Plan 16
11. Operation and maintenance of the anti-fouling system 17

11.1 Management measures for niche areas 17
11.1.1 Dry-docking support strips 17
11.1.2 Bow and stern thrusters 17
11.1.3 Edges and weld joints 17
11.1.4 Rudder hinges and stabilizer fin apertures 17
11.1.5 Propeller and shaft 17
11.1.6 Stern tube seal assemblies and the internal surfaces of rope guards 17
11.1.7 Cathodic protection (CP) anodes 18
11.1.8 Pitot tubes 18
11.1.9 Sea inlet pipes and overboard discharges 18
11.2 Management measures for sea chests 18
11.3 Timing of operational and maintenance activities 18
11.4 In-water inspections 18
11.5 In-water cleaning and maintenance 19
11.6 In-water cleaning and maintenance procedures 21
11.7 Operation of on board treatment processes 21

IMO Number: 9694438
12. Safety procedures for the ship and crew 23

13. Disposal of biological waste 24
14. Recording requirements 25
15. Duties of the Biofouling Management Officer 26
16. Crew training and familiarisation 27
16.1 Training Record for Biofouling Management Plan 27
Appendix 1 – Description of the onboard anti-fouling systems 29

Appendix 2 – International Antifouling System Certificate 30
Appendix 3 – Biofouling Record Book 31
Appendix 4 – Plans and drawings 35
Appendix 5 – Reference documents 36
Appendix 6 – National and local requirements 37
IMO Number: 9694438
1. Ship particulars
Contents Data
Ship’s name Majestic
Ship type 1 Container vessel
Flag Singapore
Port of registry Singapore
Gross tonnage 27279
IMO number 9694438
Keel laying date 23.06.2014
Delivery date 02.12.2015
Length (between perpendiculars) 180.15
Breadth (moulded) 30.4
International call sign 9V3401
Maritime Mobile Service Identity (MMSI) 563549000
Identification (rank) of Biofouling Management

Chief Engineer
Officer
IMO Number: 9694438
2. Introduction
By adopting the International Convention for the Control and management of Ships' Ballast
Water and Sediments, 2004 (the BWM Convention), member states of the International
Maritime Organization (IMO) made a clear commitment to minimising the transfer of invasive
aquatic species by shipping.
Studies have shown that biofouling can also be a significant vector for the transfer of invasive
aquatic species. Biofouling on ships entering the waters of states may result in the
establishment of invasive aquatic species which may pose threats to human, animal and
plant life, economic and cultural activities and the aquatic environment.
While the International Convention on the Control of Harmful Anti-Fouling Systems on Ships,
2001 (the AFS Convention) addresses anti-fouling systems on ships, its focus is on the
prevention of adverse impacts from the use of anti-fouling systems and the biocides they may
contain, rather than preventing the transfer of invasive aquatic species.
The potential for invasive aquatic species transferred through biofouling to cause harm has
been recognised by the IMO, the Convention on Biological Diversity (CBD), several UNEP
Regional Seas Conventions (e.g., the Barcelona Convention for the Protection of the
Mediterranean Sea Against Pollution), the Asia Pacific Economic Cooperation forum (APEC),
and the Secretariat of the Pacific Region Environmental Program (SPREP).
All ships have some degree of biofouling, even those which may have been recently cleaned
or had a new application of an anti-fouling coating system. Studies have shown that the
biofouling process begins within the first few hours of a ship's immersion in water. The biofouling
that may be found on a ship is influenced by a range of factors, such as:
1. design and construction, particularly the number, location and design of niche areas
2. the specific operating profile, including factors such as: operating speeds; ratio of time
underway compared with time alongside, moored or at anchor; and where the ship is
located when not in use (e.g., open anchorage or estuarine port)
3. places visited and trading routes; and
4. Maintenance history, including: the type, age and condition of any anti-fouling coating
system; installation and operation of anti-fouling systems; and dry-docking/slipping and
hull cleaning practices.
Implementing practices to control and manage biofouling can greatly assist in reducing the
risk of the transfer of invasive aquatic species. Such management practices can also improve
a ship's hydrodynamic performance and can be effective tools in enhancing energy
efficiency and reducing air emissions from ships. This concept has been identified by the IMO
in its Guidance for the Development of a Ship Energy Efficiency Management Plan (SEEMP).
The Biofouling Guidelines are intended to provide a globally consistent approach to the
management of biofouling. As scientific and technological advances are made, the
Guidelines will be refined to enable the risks to be more adequately addressed. Port states,
flag states, coastal states and other parties that can assist in mitigating the problems
associated with biofouling should exercise due diligence to implement the Biofouling
Guidelines to the maximum extent possible
Good record keeping is critical to the success of a sound biofouling management
programme. Compliance can be verified and managed more effectively if accurate records
are maintained and stored in an organised manner.
IMO Number: 9694438
The Biofouling Management Plan should be updated as necessary. It is the owner/operator’s

or Master’s responsibility to regularly review the plan and ensure that the information it
contains is accurate and up-to-date.
This plan must be reviewed at an interval not exceeding 12 months.
The Plan should be available for viewing on request by a port state authority.
IMO Number: 9694438
3. Record of Circulation
This document is to be circulated to the ship’s staff that will be responsible for biofouling
management.
Name Rank Date Signature and date

joined
IMO Number: 9694438
Record of Circulation (Continues…)
Name Rank Date Signature and date

joined
Note: Photocopy of this page may be used to record the circulation.

IMO Number: 9694438
4. Record of Amendments
The holder of the controlled copy of this Plan shall record all amendments in the table
below and send a notification to all holders of the Plan describing the changes that have
been made.
No. Date Revised part Details/description of Signature

revision
1. 08-July-15 Complete plan Re-written Office

2. 01-April-17 Complete plan Plan issued as ship specific FTK
IMO Number: 9694438
5. Purpose of the Plan
The purpose of the Plan is to outline measures for the control and management of ships'
biofouling in accordance with the Biofouling Guidelines. It provides operational guidance
for the planning and actions required for ships' biofouling management.
Organisations or shipping agents representing ship owners and operators should be familiar
with the requirements of state authorities with respect to biofouling management and
treatment procedures, including information that will be needed to obtain entry clearance.
Verification and detailed information concerning state requirements should be obtained by
the ship before arrival.
Implementation of an effective biofouling management regime is critical for minimising the
transfer of invasive aquatic species. The biofouling management measures to be
undertaken on a ship should be outlined in this Biofouling Management Plan, and records of
biofouling management practices should be kept in a Biofouling Record Book.
IMO Number: 9694438
6. Definitions
For the purposes of this Plan, the following definitions apply:
AFS Convention means the International Convention on the Control of Harmful Anti-Fouling Systems on
Ships, 2001.
Anti-fouling coating system means the combination of all component coatings, surface treatments
(including primer, sealer, binder, anti-corrosive and anti-fouling coatings) or other surface treatments,
used on a ship to control or prevent attachment of unwanted aquatic organisms.
Anti-fouling system means a coating, paint, surface treatment, surface, or device that is used on a
ship to control or prevent attachment of unwanted organisms.
Biofouling means the accumulation of aquatic organisms such as micro-organisms, plants, and
animals on surfaces and structures immersed in or exposed to the aquatic environment. Biofouling
can include micro fouling and macro fouling (see below).
In-water cleaning means the physical removal of biofouling from a ship while in the water. Invasive
aquatic species means a species which may pose threats to human, animal and plant life, economic
and cultural activities and the aquatic environment.
Marine Growth Prevention System (MGPS) means an anti-fouling system used for the prevention of
biofouling accumulation in internal seawater cooling systems and sea chests and can include the use
of anodes, injection systems and electrolysis.
Member states mean states that are members of the International Maritime Organization.
Macro fouling means large, distinct multi-cellular organisms visible to the human eye such as
barnacles, tubeworms, or fronds of algae.
Micro fouling means microscopic organisms including bacteria and diatoms and the slimy substances
that they produce. Biofouling comprised of only micro fouling is commonly referred to as a slime layer.
Niche areas means areas on a ship that may be more susceptible to biofouling due to different
hydrodynamic forces, susceptibility to coating system wear or damage, or being inadequately, or not,
painted, e.g., sea chests, bow thrusters, propeller shafts, inlet gratings, dry-dock support strips, etc.
Organization means the International Maritime Organization.
Port state authority means any official or organization authorized by the government of a port state to
verify the compliance and enforcement of standards and regulations relevant to the implementation
of national and international shipping control measures.
Ship means a vessel of any type whatsoever operating in the aquatic environment and includes
hydrofoil boats, air-cushion vehicles, submersibles, floating craft, fixed or floating platforms, floating
storage units (FSUs) and floating production storage and off-loading units (FPSOs).
States means coastal, port or member states as appropriate.
Treatment means a process which may use a mechanical, physical, chemical or biological method to
remove or render sterile, invasive or potentially invasive aquatic species fouling a ship.
IMO Number: 9694438
7. Objectives
The objectives of the Biofouling Management Plan (based on the Biofouling Guidelines) are
to provide practical guidance to any interested parties, on measures to minimise 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 minimise costs and delays to the ship, and based on the Guidelines whenever possible.
To minimise the transfer of invasive aquatic species, a ship should implement biofouling
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 biofouling as practical. A ship following this guidance and minimising macro fouling
would have a reduced potential for transferring invasive aquatic species via biofouling.
The management measures outlined within this Plan are intended to complement current
maintenance practices carried out within the industry.
IMO Number: 9694438
8. Description of the ship’s anti-fouling systems
The Plan describes the anti-fouling systems in place for different parts of the ship, including:
− the type(s) of anti-fouling coating systems applied
− details of where anti-fouling systems are and are not applied or installed
− the manufacturer and product names of all coatings or products used in the anti-fouling
coating systems; and
− the anti-fouling system specifications (including dry film thickness for coatings, dosing
and frequency for MGPSs, etc.) together with the expected effective life, operating
conditions required for coatings to be effective, cleaning requirements and any other
specifications relevant for paint performance.
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 (MGPSs) for sea chests and internal seawater cooling systems, or other
innovative measures to control biofouling. If an appropriate anti-fouling system is not
applied, biofouling accumulation increases.
The anti-fouling system used should comply with the AFS Convention, where necessary.
Previous reports on the performance of the ship's anti-fouling systems should be included, if
applicable, and the AFS certificate or statement of compliance or other documentation
should also be referenced, as appropriate.
Additional information about the installed anti-fouling system can be found in Appendix 1.
International Anti Fouling System Certificate in Appendix 2
IMO Number: 9694438
9. Description of the ship’s operating profile
Typical operating speeds 16-20 knots

(range)
~ 250 -300
Period underway (average
days per year)
~ 50 -100
Period static (berthed,
anchored, moored)
(average days per year)
~ 70 / 30
Percentage of period
underway/period static
World wide
Typical operating areas
or trading routes
30 to 60 months depending on owners requirements
Planned duration between
dry docking In water cleaning of the hull is also acceptable. This will be
performed when needed.
Not More Than 15 days

Continuous Static Period
IMO Number: 9694438
10. Description of areas on the ship susceptible to biofouling
The diagram below identifies the location of those areas of the ship that are particularly
susceptible to biofouling (including access points in the internal seawater cooling systems).
If necessary these should show both the side and bottom views of the ship.
See also Appendix 4 for plans and drawings of the ship identifying the relevant locations.
Low Sea
Chest
Bow Thruster
High Sea Chest
MGPS
Low sea
chest
MGPS
High Sea Chest

Bow Thruster
IMO Number: 9694438
Biofouling Management Action Plan
Areas of the ship which are Management actions Management actions to

particularly susceptible to biofouling required for each area be undertaken if ship
(e.g., inspections, cleaning, operates outside its usual
repairs and maintenance) operating profile
External hull surfaces: Areas above water level to 1. Propeller turning for ½ hour every
- vertical sides be inspected in port and day after first 7 days of static
- flats
maintained. All other areas condition and henceforth every
to be inspected and day. 2. Short Sailing for min. 1 hour at
boot top
-
maintained in dry dock as Full speed after 15 days of static
- bow dome required. condition , OR
- transom Ahead/Astern short kick every 3
days in static condition.
Hull appendages and fittings: Inspections, cleaning and As above.

- bilge keels maintenance in dry dock as
- A-brackets
required.
- stabiliser fins
- CP anodes
Steering and propulsion: Inspections, cleaning and As above.

- propeller maintenance in dry dock as
- propeller shaft
required.
- stern tube seal
- anchor chain
- chain locker
- rope guard
- rudder
- bow/stern thrusters
- propeller
- thruster body
- tunnel
- tunnel grates
Seawater intakes and Inspections, cleaning and As above.

internal seawater cooling systems: maintenance in dry dock as
- engine cooling system
required.
- sea chests (identify number
and position)
- sea chest grate
- internal pipework and heat
exchanger
- fire-fighting system
- ballast uptake system
- auxiliary services system
IMO Number: 9694438
11. Operation and maintenance of the anti-fouling system
11.1 Management measures for niche areas

Whether installing, re-installing or repairing the anti-fouling system, care should be taken in
surface preparation to ensure all biofouling residues, flaking paint, or other surface
contamination is completely removed, particularly in niche areas, to facilitate good
adhesion and durability of the anti-fouling system.
Management measures for niche areas are outlined below:
11.1.1 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 specialised coatings or
procedures.
11.1.2 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 housings/recesses and
retractable fittings, such as stabilisers and thruster bodies, should have an anti-fouling
coating system of adequate thickness for optimal effectiveness.
11.1.3 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 optimise system
effectiveness.
11.1.4 Rudder hinges and stabilizer fin apertures

Recesses within rudder hinges and behind stabiliser fins need to be carefully and effectively
cleaned and re-coated at maintenance dry-dockings. Rudders and stabiliser 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.
11.1.5 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 minimised.
11.1.6 Stern tube seal assemblies and the internal surfaces of rope guards
IMO Number: 9694438
Exposed sections of stern tube seal assemblies and the internal 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.
11.1.7 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.
11.1.8 Pitot tubes

Where retractable pitot tubes are fitted, the housing should be internally coated with an
anti-fouling coating system suitable for static conditions.
11.1.9 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.
11.2 Management measures for sea chests

For sea chests the following should be considered when installing, re-installing, or repairing
their anti-fouling systems:
− Inlet grates and the internal surfaces of sea chests should be protected by an anti-
fouling coating system that is suitable for the flow conditions of seawater over the grate
and through the sea chest.
− Care should be taken in surface preparation and application of any anti-fouling coating
system to ensure adequate adhesion and coating thickness. Particular attention should
be paid to the corners and edges of sea chests, blowout pipes, holding brackets and
the bars of grates. Grates may require a major refurbishment type of surface preparation
at each dry-docking to ensure coating durability.
− A careful evaluation of the consequential effects of MGPSs should be made before
installation, including potential effects on the ship and/or the environment and the
existence of regulations affecting the use of MGPSs.
11.3 Timing of operational and maintenance activities

This section stipulates the schedule of planned inspections, repairs, maintenance and
renewal of the anti-fouling systems.
To be carried out in Dry dock every 30 to 60 months, as per Owner’s arrangement.
11.4 In-water inspections

In-water inspection can be a useful and flexible way of inspecting 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
IMO Number: 9694438
inspections as necessary to address any situations of elevated risk. Specific occasions when
an in-water inspection may be appropriate, include:
− before and after any planned period of inactivity or significant or unforeseen change to
the ship's operating profile
− before 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
− following damage to, or premature failure of, the anti-fouling system.
It is recommended that ship operators identify niche areas on the ship that may
accumulate biofouling to enable these areas to be effectively targeted during inspections.
These areas may include:
- propeller thrusters and propulsion units
− sea chests
− rudder stock and hinge
− stabiliser fin apertures
− rope guards, stern tube seals and propeller shafts
− cathodic protection anodes
− anchor chain and chain lockers
− free flood spaces inherent to the ship’s design
− sea chest and thruster tunnel grates
− echo sounders and velocity probes
− overboard discharge outlets and sea inlets
− areas prone to anti-fouling coating system damage or grounding (e.g., areas of the hull
damaged by fenders when alongside, leading edges of bilge keels and propeller shaft
"y" frames).
Diver 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
biofouling prone niches.
11.5 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., micro fouling versus macro fouling), the amount of anti-fouling coating
system residue released and the biocidal content of the anti-fouling coating system.
Relative to macro fouling, micro fouling can be removed with gentler techniques that
minimise degradation of the anti-fouling coating system and/or biocide release. Micro
fouling 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 micro-fouling occurs. In-water cleaning can also
reduce the risk of spreading invasive aquatic species by preventing macro fouling
accumulation.
IMO Number: 9694438
It may be appropriate for states to conduct a risk assessment to evaluate the risk of in-water
cleaning activities and minimise potential threats to their environment, property and
resources.
Risk assessment factors could include:
− biological risk of the biofouling organisms being removed from the ship (including viability
of the biofouling organisms or the ability to capture biofouling material)
− factors that may influence biofouling accumulation, such as changes to the operating
profile of the ship
− the geographical source of the biofouling on the ship, if known
− toxic effects related to substances within the anti-fouling coating system that could be
released during the cleaning activity, and any subsequent damage to the anti-fouling
coating system.
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 macro fouling 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 minimise the release of both
anti-fouling coating and paint debris, and viable adult, juvenile, or reproductive stages of
macro fouling 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 minimise 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 minimise
the risk of transferring invasive aquatic species. Cleaning techniques should be used which
do not damage the coating and impair its function.
Regular polishing of uncoated propellers to maintain operational efficiency will also
minimise macro fouling 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 macro fouling.
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.
IMO Number: 9694438
11.6 In-water cleaning and maintenance procedures

Monitoring and recording data of ICCP and MGPS (daily) such as DC current/voltage and
flow of water.
Anodes & pipe inspection every 3 months.
Water ballast exchange carried out every ballast voyage as per ballast management plan.
In water hull cleaning if required between dry docks, will be carried out with the help of
divers using pneumatic brushes and / or water jet.
Moreover, all vessels have anti fouling paint coating on the hull.
11.7 Operation of on board treatment processes

The installation of MGPSs is encouraged to assist in treating the sea chest and internal
seawater piping as part of the biofouling management plan.
Care should be taken to ensure that any MGPSs installed are operating effectively to
prevent accumulation of biofouling.
MGPS DETAILS: REFER APPENDIX 1
MGPS is always running. Both, high & low sea chests are protected by MGPS system and
changeover is possible.
This system is applied to the sea chests and sea water pipe lines to protect them against fouling
and prevention of pipes from marine growth.
MGPS is continuously running through whether the ship is at sea or at port.
Maintenance is done as mentioned in the instruction book for MGPS system and detailed in the
ships Planned Maintenance System.
In case the system is non-operational then following procedure to carry out:
1. In the power supply unit turn off the AC power input.

2. Close ship side valves fitted on sea chests on the inlet side of the cell and distribution valves
on the outlet side of the cell.
3. Then drain the sea water off from the cell by opening drain valve.
4. Sea chest filters to blow with air and frequency of sea chest filters inspection and cleaning
(mechanical) to increase.
MGPS is anode & electrical system, so no such chemical inspection or treatment carried out
on board
IMO Number: 9694438
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.
IMO Number: 9694438
12. Safety procedures for the ship and crew
During the implementation of biofouling management procedures, the applicable safety

procedures included in the Company’s QMS (Quality Management System) must be strictly
followed. If there is a conflict of interest between the two systems, the QMS shall be
followed.
Diver and remotely operated vehicle (ROV) surveys should be undertaken only by people
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.
• Sea chest and MGPS inspection precautions:
• As per SMS checklist SHE 31, SHE 35, SHE 38 to be followed prior doing any
maintenance.
• Risk assessment to be carried out.
• Work permit system to be followed.

IMO Number: 9694438
13. Disposal of biological waste
If the crew cleans the ship from biofouling such works shall be conducted by, or under
the direct supervision of the ship owner, master or responsible officer. The biological
waste is taken care of and disposed in accordance with the relative Conventions and
local requirements.
Ship maintenance and recycling facilities should adopt measures (consistent with
applicable national and local laws and regulations) to ensure that viable biofouling
organisms or chemical and physical pollutants are not released into the local aquatic
environment. These measures include:
1. capturing biological material to minimise the risk of organism survival and establishment
and other impacts of biological material being released into the aquatic environment
2. treating and/or disposing of captured biological material in an environmentally
appropriate manner
3. scheduling of ships' arrival and departure at cleaning and maintenance facilities and at
locations where ships are moored while waiting for cleaning and maintenance to
minimise the risk of fouled ships contaminating other ships and the surrounding
environment
4. removing biofouling from all underwater surfaces of a ship when in dry-dock, including
niche areas
5. lowering or extending retractable equipment such as stabilisers, thrusters, transducers
and similar when a ship is in dry-dock or slipped, to permit access for the removal of
biofouling from the equipment and its housing.
IMO Number: 9694438
14. Recording requirements
A Biofouling Record Book is maintained onboard each ship and records are also available
in the Planned Maintenance System.
The Book should record details of all inspections and biofouling management measures
undertaken on the ship. This is to assist the ship owner and operator in evaluating the
efficacy of the specific anti-fouling systems and operational practices on the ship in
particular, and of the Biofouling Management Plan in general.
The Record Book could also help interested state authorities to quickly and efficiently assess
the potential biofouling risk of the ship, and thus minimise delays to ship operations.
The Biofouling Record Book may be a stand-alone document, or integrated in part, or fully,
into the existing ships' operational and procedural manuals and/or planned maintenance
system.
It is recommended that the Biofouling Record Book be retained on the ship for the life of the
ship.
Information that should be recorded in a Biofouling Record Book includes:
1. details of the anti-fouling systems and operational practices used (where appropriate as
recorded in the Anti-fouling System Certificate), where and when the systems were
installed, the areas of the ship coated, system maintenance and, where applicable,
system operation
2. the dates and location of dry-dockings, including the date the ship was re-floated, and
any measures taken to remove biofouling or to renew or repair the anti-fouling system
3. the date and location of in-water inspections, the results of those inspections and any
corrective action taken to deal with observed biofouling
4. the dates and details of inspection and maintenance of internal seawater cooling
systems, the results of these inspections, and any corrective action taken to deal with
observed biofouling and any reported blockages
5. details of when the ship has been operating outside its normal operating profile,
including any details of when the ship was laid-up or inactive for extended periods of
time.
An example Biofouling Record Book and the information to be recorded are included in
Appendix 3 of this Plan.
IMO Number: 9694438
15. Duties of the Biofouling Management Officer
The Biofouling Management Officer (Chief Engineer) is responsible for implementing the
procedures of the Biofouling Management Plan.
His role is to:
− ensure the safety of the ship and crew
− ensure that biofouling management and/or treatment procedures are followed and
recorded
− ensure adequate personnel and equipment are available for the execution of the
planned biofouling management operations
− ensure all required biofouling management records are maintained and up-to-date,
including the Biofouling Record Book
− where required, prepare the appropriate national or port biofouling declaration form
before arrival
− undertake familiarisation and training of crew in biofouling management requirements
and applicable shipboard systems and procedures
− perform other duties, as specified by the company.
The Master must ensure that the Biofouling Management Plan is clearly understood by the
appointed officer and by any other ship’s staff that may be involved.
The Biofouling Management Officer must keep the Master advised on the progress of
biofouling management operations and any envisaged deviations from the agreed Plan.
IMO Number: 9694438
16. Crew training and familiarisation
Training for ships' masters and crews should include instructions on the application of
biofouling management and treatment procedures, based on the information contained in
Appendices 5 and 6.
Instruction should also be provided on:
1. maintenance of appropriate records and logs
2. impacts of invasive aquatic species from ships' biofouling
3. benefits to the ship of managing biofouling and the threats posed by not applying
management procedures
4. biofouling management measures and associated safety procedures
5. relevant health and safety issues.
Training frequency: Max. 12 months

Attendees: All crew
Trainer: Chief Engineer / Superintendent
16.1 Training Record for Biofouling Management Plan
Date Name Rank Signature Remarks Verified by

IMO Number: 9694438
Training Record for Biofouling Management Plan (continues…)
Date Name Rank Signature Remarks Verified by
(Crew Training Record SHE 18 may be used in lieu of the Record)

IMO Number: 9694438
Appendix 1 – Description of the on board anti-fouling systems
Marine Growth Prevention System

The vessel is fitted with a Marine Growth Prevention System (MGPS) made by K.C. LTD.
The system produces anti-fouling ion using specially alloyed anodes.
There are two types known as the CU(copper) anodes and AL(aluminium) anodes.
CU Anodes are manufactured from copper as major part for system. The copper anode produces
ions which are transported by the seawater and carried into the pipework system to prevent marine
growth.
They release ions during electrolysis as following reactions.
Maintenance of the equipment is done in in accordance with makers recommendations and are
recorded in the PAL PMS under equipment code 278.03
Antifouling Paint System

The underwater hull is coated with KCC (Kunshan), Egispacific, details of the system is in App. 2.
IMO Number: 9694438
Appendix 2 – International Antifouling System Certificate
Copy of the certificate is available in the PAL certificate module and in the vessels certificate file.
IMO Number: 9694438
Appendix 3 – Biofouling Record Book
Period from: 02.12.2015 To:
Name of ship: Majestic
IMO number: 9694438
Gross tonnage: 27279
Flag: Singapore
The ship is provided with a Biofouling Management Plan: (Y)
Diagram of ship indicating underwater hull form (showing both side and bottom views of the ship, if
necessary) and recognised biofouling niches:
See section 10 of this plan.
IMO Number: 9694438
1. Introduction
The Biofouling Guidelines recommend that a Biofouling Record Book is maintained for each ship.
This should record the details of all inspections and biofouling management measures undertaken
on the ship.
2. Entries in the Biofouling Record Book
The following information should be recorded in the Biofouling Record Book:

2.1 After each dry-docking:
1. date and location that the ship was dry-docked
2. date that the ship was re-floated
3. any hull cleaning that was performed while dry-docked, including areas cleaned,
method used for cleaning and the location of dry-dock support blocks
4. any anti-fouling coating system, including patch repairs, that was applied while dry-
docked (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))
5. 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:
1. date and location of the ship when diver-surveyed and reason for survey
2. area or side of the ship surveyed
3. general observations with regard to biofouling (i.e., extent of biofouling and

predominant biofouling types, e.g., mussels, barnacles, tubeworms, algae and slime)
4. what action was taken, if any, to remove or otherwise treat biofouling
5. any supporting evidence of the actions taken (e.g., report from the classification society
or contractor, photographs and receipts)
6. name, position and 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:
1. date and location of the ship when cleaning/treatment occurred
2. hull areas, fittings, niches and voids cleaned/treated
3. methods of cleaning or treatment used
4. general observations with regard to biofouling (i.e., extent of biofouling and

predominant biofouling types, e.g., mussels, barnacles, tubeworms, algae and slime)
6. records of permits required to undertake in-water cleaning if applicable

IMO Number: 9694438
2.4 When the internal seawater cooling systems have been inspected and cleaned or treated:
1. date and location of the ship when inspection and/or cleaning occurred
2. general observations with regard to biofouling of internal seawater cooling systems (i.e.,
extent of biofouling and predominant biofouling types, e.g., mussels, barnacles,
tubeworms, algae, slime)
3. any cleaning or treatment undertaken
4. methods of cleaning or treatment used
2.5 For ships with a MGPS fitted:
1. records of operation and maintenance (such as regularly monitoring the electrical and
mechanical functions of the systems)
2. 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:
1. date and location where the ship was laid up
2. date when the ship returned to normal operations
3. maintenance action taken before and following the period laid up
4. 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:
1. duration and dates when the ship was not operating in accordance with its normal
operating profile
2. 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):
1. date and location of the ship when inspection or review occurred
2. port state authority conducting the inspection/review and details of procedures

followed or protocol adhered to and inspector/s involved
3. result of inspection/review
4. name, position and signature of the person in charge of the activity for the ship.
2.9 Any additional observations and general remarks:
1. 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)?
IMO Number: 9694438
Record of biofouling management actions
Sample Biofouling Record Book page
Name of ship: Majestic

Registration number: 9694438
Date Item (number) Record of management actions Signature of officer in charge
Dec. 2015 2.1.1 Zhoushan

2.1.3 Vessel delivered from new
building yard. Block arranged
in accordance to block
diagram.
2.1.4 Entire underwater hull coated
with Egispacific. Records as
stated in certificate.
Signature of Master: ………………………………

IMO Number: 9694438
Appendix 4 – Plans and drawings
All plans and drawings are available in the vessel’s library.

IMO Number: 9694438
Appendix 5 – Reference documents
Table of Ship types as classified by Lloyd’s Register
- Resolution MEPC.207(62)
- Resolution MEPC 1/Circ. 792
- Resolution MEPC 1/Circ. 811
- IMO Guidelines for the Control and Management of Ship’s Biofouling
- Ballast Water Management Plan
- Vessel’s General Permit (VGP)

IMO Number: 9694438
Appendix 6 – National and local requirements
National or local requirements for the Guidelines for the Control and Management of Ships’
Biofouling to Minimize the Transfer of Invasive Aquatic Species, including report forms (where
applicable).
This section should be maintained up-to-date by the Biofouling Management Officer by inserting local
regulations as applicable.
1 General
The regional requirements described in this section include particular requirements specified by the
United States of America. If and when other Flag Administrations issue requirements additional to
the IMO Resolution MEPC.207(62) “2011 Guidelines for the Control and Management of Ship’s
Biofouling to Minimize the Transfer of Invasive Aquatic Species”, these will be included in future
updates of these guidance notes.
2 United States of America
To support the ongoing objective of further reducing the potential risk of the spread of invasive
aquatic species by shipping, the U.S. Coast Guard and the State of California have incorporated
regulations specifying operational measures aimed at preventing the spread of invasive aquatic
species via biofouling. The prevention of biofouling is an important component of the ballast water
management plan.
2.1 U.S. Coast Guard
In accordance with 33 CFR 151.2050(e), every vessel equipped with ballast tanks operating in U.S.
Waters is required to rinse anchors and anchor chains when the anchor is retrieved to remove
organisms and sediments at their places of origin. In addition, these vessels are required by 33 CFR
151.2050(f) to remove fouling organisms from the vessel’s hull, piping, and tanks on a regular basis
and dispose of any removed substance in accordance with local, State and Federal regulations.
To assist the Owners/operators and ship’s crew, as well as Coast Guard Inspecting Officers/Teams,
in the management of biofouling, the U.S. Coast Guard regulations specify that the required Ballast
Water Management Plan shall include detailed fouling maintenance procedures. While the
regulations do not detail the items to be included within the fouling maintenance procedures, the
Coast Guard has advised that IMO Resolution MEPC.207(62) and the latest draft of the California
State Lands Commission (specifically Section 2298.4 entitled “Biofouling Management Plan”)
provide a basis for developing a vessel-specific biofouling management plan. The Coast Guard has
also advised that inclusion of such a biofouling management plan in the required Ballast Water
Management Plan or a reference in the Ballast Water Management Plan to an independent
vessel-specific Biofouling Management Plan would satisfy this regulation.
Coast Guard regulations do not currently require Ballast Water Management Plans to be approved.
However, approval of the Ballast Water Management Plan will be required when the IMO Ballast
Water Management Convention enters into force.
2.2 U.S. Environmental Protection Agency
As required by part 4.1.3 of the 2008 Vessel General Permit (VGP), a comprehensive vessel
inspection must be conducted by qualified personnel at least once every 12 months. Qualified
personnel include the Master or Owner/operator of the vessel, if appropriately trained, or
appropriately trained marine or environmental engineers or technicians or an appropriately trained
representative of a vessel’s class society acting on behalf of the Owner/operator (Class Surveyor).
These comprehensive annual inspections must cover all areas of the vessel affected by the
requirements in the VGP that can be inspected without forcing a vessel into dry-dock. Special
attention should be paid to those areas most likely to result in a discharge, likely to cause or
contribute to non-compliance of water quality standards, or violate effluent limits established in the
VGP. Areas that inspectors must examine include, but are not limited to:
i) Vessel’s hull for attached living organisms, flaking anti-fouling paint, exposed organotin
(tin based chemicals used in marine anti-fouling paints) surfaces such as TBT (tributyltin)
IMO Number: 9694438
ii) Ballast water tanks, as applicable

iii) Bilges, pumps, and oily water separator (OWS) sensors, as applicable
iv) Oil discharge monitoring systems
v) Protective seals for lubrication and any hydraulic oil leaks
vi) Oil and chemical storage areas, cargo areas, and waste storage areas
vii) All visible pollution control measures to verify that they are functioning properly
The annual inspections must also include a review of monitoring data collected in
accordance with Part 5 of the VGP, where applicable, and routine maintenance
records to verify that required maintenance is being performed. Furthermore, the
inspections must verify whether all monitoring, training, and inspections are logged and
documented according to permit requirements.
If any inspection reveals deficiencies that would result in a violation of effluent limits, or
indicates that a control measure is not functioning as anticipated or is in need of repair
or upgrade, the Master or Owner/operator must take corrective action to resolve such
deficiencies in accordance with Part 3 of the VGP. All results from the comprehensive
annual inspection must be recorded in the vessel’s recordkeeping documentation or
logbook.
Whenever possible, rigorous hull-cleaning activities should take place in dry dock, or at
other land-based facilities where the removal of fouling organisms or spent antifouling
coatings paint can be contained. If water-pressure based systems are used to clean the
hull and remove old paint, use facilities which treat the wash water prior to discharge to
remove the antifouling compound(s) and fouling growth from the wash water.
Vessel owner/operators who remove fouling organisms from hulls while the vessel is
waterborne must employ methods that minimize the discharge of fouling organisms and
antifouling hull coatings. These shall include:
• Selection of appropriate cleaning brush or sponge rigidity to minimize removal of
antifouling coatings and biocide release into the water column
• Limiting use of hard brushes and surfaces to the removal of hard growth
• When available and feasible, use of vacuum control technologies to minimize the
release or dispersion of antifouling hull coatings and fouling organisms into the water
column.
Vessel owners/operators must minimize the release of copper based antifouling paint
into the water column when they clean their vessel. Cleaning of copper based
antifouling paints must not result in any visible cloud or plume of paint in the water: if a
visible cloud or plume of paint develops, shift to a softer brush or less abrasive cleaning
technique. A plume or cloud of paint can be noted by the presence of discoloration or
other visible indication that is distinguishable from hull growth or sediment removal.
Production of a plume or cloud of sediment or hull growth is normal in some cases
during the hull cleaning, but this plume or cloud should be substantially paint free (e.g.
paint should not be clearly identified in the plume or cloud).
Vessels that use copper based anti-fouling paint must not clean the hull in copper
impaired waters within the first 365 days after paint application unless there is a
significant visible indication of hull fouling.
For purposes of the VGP, tributyltin is a toxic organometallic compound which was
previously registered for use as a biocide in anti-fouling paints applied to vessel hulls and
other underwater parts of ships. Organotins are the larger family of organometallic
compounds to which tributyltin belongs. When used in the text of the VGP, the EPA is
referring to “organotins” as compounds in their capacity as biocides. In many IMO
Member States, including the United States, the use of anti-fouling paints containing
tributyltin has been phased out due to concerns about its environmental impacts.
The U.S. Environmental Protection Agency has prohibited the use of anti-fouling paints
containing TBT or any other organotin compounds as a biocide. In cases where TBT anti-
fouling coatings have been applied to a vessel, all residual TBT must be removed from
IMO Number: 9694438
immersed surfaces or a sealer-coat must be applied to prevent any residual TBT leaking
in to the environment. The EPA is unaware of any non-biocidal use of TBT which would
result in a residual presence in anti-fouling paints, hence, the EPA has reaffirmed that
there must be zero discharge of TBT from vessel hulls.
Other less toxic organotins, such as dibutyltin, are used in very small quantities as
catalysts in biocide-free coatings that can be applied to immersed areas of ships to
control fouling. Biocidal-free coatings create a slick surface to which fouling organisms
cannot firmly attach. To function properly, the coating surface must remain smooth and
intact, and not leak into the surrounding water. Because these less toxic organotins are
used as a catalyst in the production of biocide-free coatings, such production may
result in trace amounts of organotin in anti-fouling coatings. The EPA has interpreted the
provisions of Part 2.2.4 of the VGP which apply to TBT “or any other organotin
compound” to authorize the use of non-biocidal coatings which contain these trace
amounts of catalytic organotin (other than TBT) under the following conditions:
i) The trace amounts of organotin are not used as biocides. On a practical level,
when used as a catalyst, organotin compounds should not be present above
2500 mg total ton per kilogram of dry paint.
ii) The coating is not designed to slough or otherwise peel from the vessel’s hull.
Incidental amounts of coating may be released by abrasion during cleaning or
after contact with other hard surfaces (e.g., moorings).
In addition and in accordance with Part 4.1.4 of the 2008 VGP, the vessel’s
Owner/operator must make any dry dock reports prepared by the class or their
flag Administrations available to EPA or an authorized representative of EPA
upon request. If a dry dock report from either class or the flag Administrations is
not available, the Owner/operator must prepare a dry dock report that is to be
made available to the EPA or an authorized representative of EPA upon request.
The dry dock report is to include the following:
• The chain locker has been cleaned for both sediments and living organisms.
• The vessel hull, propeller, rudder, thruster gratings, sea chests, and other
surface areas of the vessel have been inspected for attached living organisms
and those organisms have been removed or neutralized.
• Any anti-fouling hull coatings have been applied, maintained and removed
consistent with the Federal Insecticide, Fungicide, and Rodenticide Act (FIFRA
Label), if applicable. Any exposed existing coating or any new coating does not
contain biocides or toxics that are banned for use in the United States.
• All cathodic protection, anodes or dielectric coatings have been cleaned
and/or replaced to reduce flaking.
• All pollution equipment is properly functioning.
2.3 State of California
In addition to the above U.S. Federal requirements, the State of California will require the
Master, Owner, operator, or person in charge of a vessel carrying or capable of carrying
ballast water that operates in the waters of the State of California to maintain a Biofouling
Management Plan that was prepared specifically for the vessel that shall, upon request, be
made available to commission staff for inspection and review.
For vessels that intend to operate in California waters, it is recommended that the biofouling
management plan be established as a standalone document referenced in the ballast
water management plan so that amendments to the biofouling management plan can be
made when California finalizes its regulations. Additional information on the California State
Lands Commission (CSLC) draft regulations is available on the CSLC website.
Owners/operators, Masters, and crew are to note that the draft State of California Biofouling
Regulations requires vessel’s to maintain and retain a vessel-specific Biofouling Record Book
on board the vessel.

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Biofouling Management Plan

IMO Number: 9694438

Revision : 01 Approved by: DPA

Issue Date 01 April 2017 Page 1 of 39

3) Changes to non-mandatory information in Appendices 3, 5 & 6 will not be required to be approved.

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Issue Date 01 April 2017 Page 2 of 39

11. Operation and maintenance of the anti-fouling system 17

11.1.1 Dry-docking support strips 17

11.1.2 Bow and stern thrusters 17

11.1.3 Edges and weld joints 17

11.1.4 Rudder hinges and stabilizer fin apertures 17

11.1.5 Propeller and shaft 17

11.1.7 Cathodic protection (CP) anodes 18

11.1.8 Pitot tubes 18

11.1.9 Sea inlet pipes and overboard discharges 18

11.2 Management measures for sea chests 18

11.3 Timing of operational and maintenance activities 18

11.4 In-water inspections 18

11.5 In-water cleaning and maintenance 19

11.6 In-water cleaning and maintenance procedures 21

11.7 Operation of on board treatment processes 21

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12. Safety procedures for the ship and crew 23

Appendix 1 – Description of the onboard anti-fouling systems 29

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Port of registry Singapore

Gross tonnage 27279

IMO number 9694438

Keel laying date 23.06.2014

Delivery date 02.12.2015

Length (between perpendiculars) 180.15

Breadth (moulded) 30.4

International call sign 9V3401

Maritime Mobile Service Identity (MMSI) 563549000

Identification (rank) of Biofouling Management

Revision : 01 Approved by: DPA

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Revision : 01 Approved by: DPA

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The Biofouling Management Plan should be updated as necessary. It is the owner/operator’s

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Name Rank Date Signature and date

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Record of Circulation (Continues…)

Name Rank Date Signature and date

Note: Photocopy of this page may be used to record the circulation.

Revision : 01 Approved by: DPA

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No. Date Revised part Details/description of Signature

1. 08-July-15 Complete plan Re-written Office

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5. Purpose of the Plan