BluePorts 4 th Workshop Madrid 12 th February 2020 Presentation on: - - PowerPoint PPT Presentation

BluePorts 4th Workshop Madrid 12th February 2020

Presentation on: ATLANTIC BLUE PORT SERVICES Captain Michael McCarthy:

M.V “Stena Arctica” Length 250m. Beam 44m. Draft 13.5 m Deadweight : 117,000t. Quantity of Ballast ?

The BWM Convention

The BWM Convention

will be compliant with the D-2 standard.

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
• rganisms 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
• f 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.

The BWM Convention

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.

• 13th October 2019: IMO amendments to an international treaty aimed at preventing the

spread of potentially invasive species in ships’ ballast water came into force.

• 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.

D-1 Ballast Water Exchange (BWE) standard

Ballast Water Management Convention

Documentary evidence

• ✓ International Ballast Water Management

Certificate

• ✓ Ballast Water Management Plan
• ✓ Ballast Water Record Book.
• Ballast Water Record Book
• Electronic record system.
• Maintained on board-min period of 2 years,
• Shall contain:
• ➢ Each operation concerning Ballast Water

(fully)

• ➢ Accidental or exceptional discharge of

BW describing the circumstances and the reason for discharge. EXEMPTIONS. A ship shall not be required to deviate from its intended voyage, or delay the voyage, in order to comply with any particular requirement of the D-1 Ballast Water Exchange Standard. A ship conducting Ballast Water exchange shall not be required to comply with the D-1 standard, if the master reasonably decides that such exchange would threaten the safety or stability of the ship, its crew, or its passengers.

D-2 Treatment System

MONITORING OF INVASIVE SPECIES IN PORT WATERS Ballast water tank Discharge line

Treatment

+ + + +

Ballast water discharge

. . . . . . . . . . .

• Sampling must be representative of the total discharge and isocinic.
• There are no recommended sampling methods.
• There are no recommended analysis methods.

Objective group (OMI and VGP) Permissible values (OMI and VGP) Plancton ≥50µm <10 Individuos/m³ Plancton ≥10µm<50µm <10 Individuos/ml Escherichia coli <250 ufc/100ml Enterococcos <100 ufc/100ml Vibrio cholerae <1 ufc/100ml

.

Mechanical treatment Chemical treatment Physical treatment

• Filtration
• Exchanging water
• n the high seas
• Ultraviolet

irradiation

• De-oxygenation
• Pressure/Vacuum
• Electro-chlorination
• Ozonation
• Chemical injection

Most used treatments:

15th 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.
• 1st January 2010: Sulphur Cap on fuel (SOx) limit of 0.10% applies in all EU Ports.
• 1st January 2015: Baltic, English Channel, North Sea (ECA Zone) currently also

0.1% SOx – in force since.

• 1st 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%
• f 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
• f 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.

• Singapore (the world’s busiest port) has banned the use of open-loop scrubbers and discharge
• f wash water in its waters.
• Ships will have to use compliant fuel once the IMO 2020 sulphur cap comes into force.
• Reason: To protect the marine environment and ensure that the port waters are clean.
• Ships fitted with open-loop scrubbers calling at Singapore will be required to use compliant

fuel.

• 1 January 2020 , ships fitted with hybrid scrubbers they will be required to switch to closed

loop mode while in Singapore waters.

• As a party to MARPOL Annex VI, Singapore would be providing reception facilities for

residues generated from scrubbers.

• With the discharge of wash water into the sea open loop scrubbers are seen by some as

simply transferring the sulphur pollution from the air to the sea.

• As a major hub for large tankers and containerships, the move by Singapore will have a

significant impact on all shipping.

Singapore/Malaysia has banned the use of open-loop scrubbers

Sample of Scrubber Waste Volumes (One Month) from Closed Loop System- Baltic Port

3.09.2019 VIKING SEA 15.0 5.09.2019 MSC MERAVIGLIA 16.0 12.09.2019 MSC POESIA 1.0 13.09.2019 VIKING SKY 27.0 17.09.2019 VIKING JUPITER 17.0 19.09.2019 MSC MERAVIGLIA 18.0 20.09.2019 MEIN SCHIFF 3 90.0 27.09.2019 VIKING JUPITER 19.3 Grand Total Year 2019 847.8

Ocean Guardian

Goal: Compliance Anytime- Any Place- A Web Based Global Rules Portal

• Total Marine Solutions, is a supplier of MARPOL compliant solutions.
• Ocean Guardian matches a vessel’s location to a proprietary global regulatory

database that includes thousands of regulations worldwide.

• Environmental voyage planning at your fingertips.
• Verified and vetted database of international, national, regional, and port regulations
• Data on demand.
• Portal allows for Client Customisation/ Company Policy or Standing Orders.
• Special Areas Defined on Maps and Charts with Automatic Updates

Port Management” Module

• Provides access to port contact information and reception facilities
• Details specific environmental regulations per port
• Allows for a repository for port forms and documentation

Summary: Key Challenges for all Ports

• Most ports actively engaged with PERS Certification. (Port Environmental Review

System) Ports are carrying out a multitude of assessments to accurately monitor:

• Risks and Incidents Management of all aspects.
• Air Quality. Monitoring adjacent to activities.
• Noise Sensors

Installing in port areas at the Port-Population Interface.

• Ballast Water Management Enforcement of Compliance
• Water Quality to assess MARPOL and Water Framework Directive.
• Waste

(liquid & solid) PRF- collection services.

• Over-tourism : Large Ports reviewing the maximum number of cruise

vessels/passengers per day, eg. Venice, Dubrovnik, Bergen, Amsterdam, Barcelona….