BluePorts 4 th Workshop Madrid 12 th February 2020 Presentation on: ATLANTIC BLUE PORT SERVICES Captain Michael McCarthy:
The BWM Convention M.V “Stena Arctica ” Length 250m. Beam 44m. Draft 13.5 m Deadweight : 117,000t. Quantity of Ballast ?
The BWM Convention will be compliant with the D-2 standard.
The BWM Convention General rights and obligations set out in the articles As at November 2018, the treaty has been ratified by more than 80 countries, representing more than 85% of world merchant shipping tonnage - Parties will undertake comprehensive actions to prevent transfer of harmful aquatic organisms and pathogens through the control and management of ballast water and sediments. Articles 2 & 4. - Parties undertake to ensure that ports and terminals provide infrastructures to retain and dispose of sediments removed from ballast tanks . Article 5. - Parties should facilitate scientific and technical research on BWM and monitor the effects of BWM in waters under their jurisdiction. Article 6. - In addition to Flag survey and Certification, ships may be inspected by Port State Control Officers (PSCOs). They may check for a valid certificate and an approved Ballast Water Management Plan (BWMP) as well as carry out inspections and take samples. - Inspections and administrative responsibilities shall be structured in order to avoid undue delays to ships .
New Schedule for Implementation • 8 September 2024 : MEPC scheduled implementation agreed by compliance with the D-2 standard phased in over time for individual ships. • From 8 September 2017: New ships must meet the D-2 standard. • All ships must have: • - A ballast water management plan; • - A ballast water record book; and • - An International Ballast Water Management Certificate. • Existing ships must meet at least the D-1 (ballast water exchange) standard. • they may also choose to install a ballast water management system or otherwise meet the D- 2 (discharge) standard but this is not mandatory until the corresponding compliance date. • 8 September 2019 : IOPPC Renewal survey. • A ship undergoing a renewal survey linked to the ship's International Oil Pollution Prevention Certificate after 8 September 2019 will need to meet the D-2 standard by the date of this renewal survey. • 8 September 2017 and 8 September 2019. • IOPPC Renewal survey between 8 September 2014 and 8 September 2017, the ship must now comply with D-2 standard. • 13 th October 2019: IMO amendments to an international treaty aimed at preventing the spread of potentially invasive species in ships’ ballast water came into force.
D-1 Ballast Water Exchange (BWE) standard • At least 95% of volumetric exchange or if using the pumping through methods, three times the volume of each tank. • Conduct the operation at least 200 nautical miles from the nearest land and in water at least 200 metres deep. • In cases where the ship is unable to conduct ballast water exchange in accordance with the above, as far from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water at least 200 metres deep. • In sea areas where the minimum distance and depth criteria cannot be met, the Parties to the Convention have the ability, within their waters, to designate BWE areas.
Ballast Water Management Convention Documentary evidence EXEMPTIONS. • ✓ International Ballast Water Management A ship shall not be required to deviate Certificate from its intended voyage, or delay the • ✓ Ballast Water Management Plan voyage, in order to comply with any • ✓ Ballast Water Record Book. particular requirement of the D-1 Ballast Water Exchange Standard. • Ballast Water Record Book • Electronic record system. A ship conducting Ballast Water • Maintained on board-min period of 2 years, exchange shall not be required to • Shall contain: comply with the D-1 standard, if the • ➢ Each operation concerning Ballast Water master reasonably decides that such (fully) exchange would threaten the safety or • ➢ Accidental or exceptional discharge of stability of the ship, its crew, or its BW describing the circumstances and the passengers. reason for discharge.
D-2 Treatment System MONITORING OF INVASIVE SPECIES IN PORT WATERS Objective group Permissible values . Discharge line . . . . (OMI and VGP) (OMI and VGP) . . + + + + . . Plancton ≥50µm <10 Individuos/m³ . Ballast water . . Treatment Plancton <10 Individuos/ml discharge ≥10µm<50µm Escherichia coli <250 ufc/100ml Ballast water tank Enterococcos <100 ufc/100ml Vibrio cholerae <1 ufc/100ml Mechanical treatment Physical treatment Chemical treatment Most used treatments: • Ultraviolet • • Filtration Electro-chlorination irradiation • • Exchanging water Ozonation • De-oxygenation • on the high seas Chemical injection • Pressure/Vacuum - Sampling must be representative of the total discharge and isocinic. - There are no recommended sampling methods. - There are no recommended analysis methods.
15 th January 2019- an InvaSave 300 Mobile Ballast Water D-2 Treatment System was transported from Damen Green Solution’s premises in Gorinchem, the Netherlands, to Las Palmas de Gran Canaria to be used for a demonstration programme as part of the “Atlantic Blue Port Services” project, made possible by the INTERREG Atlantic Area Programme, funded by the European Regional Development Fund (ERDF).
Fuels Directive- January 2020- Scrubbers- Wash Water
IMO – Fuels Directive • IMO – Ship Emission regulations now in force. • 1 st January 2010: Sulphur Cap on fuel (SOx) limit of 0.10% applies in all EU Ports. • 1 st January 2015: Baltic, English Channel, North Sea (ECA Zone) currently also 0.1% SOx – in force since. • 1 st January 2020: World Wide limit of SOx reduced from current 3.5%. to 0.5% • 2020 transition has increased fuel costs from 20-30% for vessels operating older ships. (without scrubbers fitted) • Scrubbers are largely being fitted to vessels such as Cruise Ships, VLCCs and ultra-large containerships (ULCs) where the economics of scrubbers provide the shortest payback period on the investment in the equipment. • This allows these vessels to continue to burn 3.5% fuel worldwide and inside ECA Zone and EU Ports – once the scrubber system is in compliance with <0.1% SOx emissions. • Scrubbers operate either “Open Loop”, “Closed Loop” or “Hybrid” systems. • This has led to issues with “Open Loop” water wash problems in ports. • Some ports have banned Open Loop in ports under the Water Framework Directive.
Carbon Emissions- Wash Water- Advanced Wastewater Systems. • Dec 2018 : Cruise lines made a fleet-wide commitment in to reduce the rate of carbon emissions by 40% by 2030 compared to 2008. — a challenging goal. • 1% of the global maritime community are Cruise ships • CE Delft : analysed the long-term impact of wash-water discharges from EGCS (300 EGCS wash-water samples) on port water and sediment. • Results : found that such discharges have minimal environmental impact on water and sediment quality as compared to new European environmental quality standards entering into force in 2021. • DNV GL :A 2 year study found wash-water samples from 53 cruise ships equipped with EGCS to be below the limits set by major international water quality standards. • • 10 Study : Conducted by the Japanese Ministry of Land, Infrastructure, Transport and Tourism, found the impact of scrubbers on water quality and marine life to be negligible. This report states that EGCS systems are designed to effectively remove 98% of sulfur and over 50% of particulate matter. • 68% : of global shipping capacity fitted with Advanced wastewater treatment systems, this represents an increase in capacity of 13% compared to last year. • 100% :of new builds will have advanced wastewater treatment systems
IMO – Fuels Directive- EGCS • 11% : of the global fleet in terms of gross tonnage is either scrubber-fitted or pending retrofit. • Suez Canal: SCA Circular No 8/2019, said that “cleaning water from (exhaust gas) is forbidden to discharge to Suez Canal during transition of ships at any circumstances. • 8.3% : of all global sea trade passes through the canal and 25% of all containerised cargoes. • Most of the top container lines have fitted scrubbers to some of their vessels. • Dreary Maritime Research : “The business case for retrofitting scrubbers will eventually “disappear” as the price spread between high sulphur fuel oil (HSFO) and low sulphur fuel oil (LSFO) will keep on narrowing. • LSFO will continue to hold the price premium of around $75 per tonne over HSFO even beyond 2023 • IEA : “Demand for HSFO will decline from 3.5m bpd in 2019 to 1.4m bpd in 2020, and will further decline slightly to 1.1m bpd by 2022 • >5,000 vessels will be fitted with scrubbers by end-2024 ,” • LSFO: Environmental impact of very low sulphur fuels that comply with the IMO 2020 regulation is questioned by some Greek shipping executives who believe that LNG or even nuclear power would be a cleaner option for the future. • LNG has virtually zero sulfur emissions, a 95% to 100% reduction in particulate emissions, an 85% reduction in NOx emissions, and up to a 20% reduction in greenhouse gas emissions.
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