PAKISTAN NATIONAL SHIPPING CORPORATION RESEARCH … · 2019-09-08 · Pakistan National Shipping...

PAKISTAN NATIONAL SHIPPING CORPORATION

RESEARCH PAPER ON BALLAST WATER MANAGEMENT SYSTEM

SPECIAL PROJECTS AND PLANNING DIVISION

Pakistan National Shipping Corporation Special Project and Planning Division Working paper on Ballast Water Management Convention

Page 2 of 11 Date: 6th July 2019

1- INTRODUCTION ....................................................................................................................................... 3

2- TYPES OF BWM SYSTEMS ........................................................................................................................ 3

2.1- Filtration .............................................................................................................................................. 4

2.2- Chemical Disinfection (Oxidizing and non-oxidizing biocides) Ballast Water Treatments ....................... 4

2.2.1- Oxidizing biocides .......................................................................................................................... 5

2.2.2- Non-oxidizing biocides ................................................................................................................... 5

2.3- Ultra-Violet Treatment Method ............................................................................................................ 5

2.4- De-Oxygenation ................................................................................................................................... 5

2.5- Heat Treatment .................................................................................................................................... 6

2.6- Cavitation or Ultrasonic Treatment ...................................................................................................... 6

2.7- Electric Pulse / Plasma Treatment ........................................................................................................ 6

3- A TYPICAL BALLAST TREATMENT TREATMENT SYSTEM ON SHIPS ............................................................ 6

4- COMPLIANCE OF BWM CONVENTION ..................................................................................................... 7

4.1- A ballast water management plan (approved) ...................................................................................... 7

4.2- A ballast water record book ................................................................................................................. 7

4.3- An International Ballast Water Management Certificate ....................................................................... 7

5- BALLAST WATER MANAGEMENT STANDARDS ......................................................................................... 8

6- PRACTICE ADOPTED BY OTHERS .............................................................................................................. 9

7- CURRENT PRACTICE OF PNSC ................................................................................................................ 10

8- SOLUTION ............................................................................................................................................. 10

9- REFERENCES .......................................................................................................................................... 11



1- INTRODUCTION

Ballast water is essential to control trim, list, draft, stability or stresses of the ship. However, it may contain aquatic organisms or pathogens, which, if introduced into the sea including estuaries, or into fresh water courses, may create hazards to the environment and impair biological diversity. It is estimated that at least 7000 different species are being carried in ships’ ballast tanks around the world. According to IMO estimates, ships carry some 3 billion tons to 5 billion tons of ballast water globally each year. As a result, International Maritime Organization (IMO) has adopted the International Convention for the Control and Management of Ships' Ballast Water and Sediments, also known as (BWM Convention). The main objective of BWM Convention is to protect biodiversity and natural riches of the earth from serious ecological, economic and health problems due to multitude of marine species carried in ships’ ballast water contains a variety of organisms including bacteria and viruses of marine and coastal species. In other words, it is a process of removing or killing the biological organisms such as algae, bacteria, and zooplankton from the water, before discharging to the marine environment. Initially, BWM Convention was adopted on 13 February 2004. However, it could not be implemented due to requirement of ratification by a minimum of 30 states, representing 35% of world merchant shipping tonnage, subject to which it would enter into force 12 months later. After the consent given by Finland to BWM Convention, the combined tonnage exceeded to 35.14% on 8 September 2016, which elicited the applicability of the BWM Convention on 8 September 2017. As of August 2018, 75 countries were party to the convention, representing more than 75% of global shipping tonnage. Given that more than 40,000 ships will have to install ballast water treatment systems, ship owners and operators want insight into the cost and operational implications of complying with the convention. In accordance with the BWM Convention, the Ballast Water Management System (BWMS) installed on board vessel is to be an IMO Member State type-approved and certified system and the installation of this system must have the prior approval/ acceptance of the vessel’s flag administration.

2- TYPES OF BWM SYSTEMS

A variety of technologies are available in the market for treating ballast water on ships. However, constraints such as availability of space, cost of implementation, and level of environmental friendliness play an important role in usage of a particular type of ballast water treatment system.



A number of factors are taken into account for choosing a ballast water treatment system for a ship. Some of the main factors taken into consideration are;

Effectiveness on ballast water organisms Environment-friendliness Safety of the crew Cost effectiveness Ease of installation and operation Space availability on board

The main types of ballast water treatment technologies available in the market are:

Filtration Systems (physical) Chemical Disinfection ( oxidizing and non-oxidizing biocides) Ultra-violet treatment Deoxygenation treatment Heat (thermal treatment) Acoustic (cavitation treatment) Electric pulse/pulse plasma systems Magnetic Field Treatment

A typical ballast water treatment system on board ships use two or more technologies together to ensure that the treated ballast water is of IMO standards.

2.1- Filtration Physical separation or filtrations systems are used to separate marine organisms and suspended solid materials from the ballast water using sedimentation or surface filtration systems. The suspended/filtered solids and waste water from the filtration process is either discharged in the area from where the ballast is taken or further treated on board ships before discharging.

2.2- Chemical Disinfection (Oxidizing and non-oxidizing biocides) Ballast Water Treatments Biocides (Oxidizing and non-oxidizing) are disinfectants, a chemical liquid that destroy bacteria, which have been tested to potentially remove invasive organisms from ballast water. Biocides remove or inactivate marine organisms in the ballast water. However, it is to note that the biocides used for ballast water disinfectant purpose must be effective on marine organisms and also readily degradable or removable to prevent discharge water from becoming toxic in nature.

On the basis of their functions, biocides are mainly divided into two types:



Oxidizing Non-Oxidizing

2.2.1- Oxidizing biocides:

Oxidizing biocides are general disinfectants such as chlorine, bromine, and iodine used to inactivate organisms in the ballast water. This type of disinfectants acts by destroying organic structures of the micro-organisms such as cell membrane or nucleic acids. Some of the processes utilizing oxidizing biocides used on board ships are: Chlorination – Chlorine is diluted in water to destroy the micro-organisms. Ozonation – Ozone gas is bubbled into the ballast water using an ozone generator. The ozone gas decomposes and reacts with other chemicals to kill organisms in the water. Other oxidizing biocides such as chlorine dioxide, peracetic acid, and hydrogen peroxide are also used to kill organisms in the ballast water. 2.2.2- Non-oxidizing biocides:

Non-oxidizing biocides are a type of disinfectants which when used, interfere with reproductive, neural or metabolic functions of the organism

Though there are several non-oxidizing biocides available in the market, only a few such as Menadione/ Vitamin K are used in ballast water treatment system as they tend to produce toxic by-products. A lot of research is being made in this field to make more non-oxidizing biodes feasible for use in ballast treatment plant.

2.3- Ultra-Violet Treatment Method

Ultraviolet ballast water treatment method consists of UV lamps which surround a chamber through which the ballast water is allowed to pass. The UV lamps (Amalgam lamps) produce ultraviolet rays which act on the DNA of the organisms and make them harmless and prevent their reproduction. This method has been successfully used globally for water filtration purpose and is effective against a broad range of organisms.

2.4- De-Oxygenation

The de-oxygenation ballast treatment method involves removing of oxygen from the ballast water tanks to make the organisms asphyxiated. This is usually done by injecting nitrogen or any other inert gas in the space above the water level in the ballast tanks.

Note: It generally takes approximately 2-4 days for the inert gas to asphyxiate the organisms. Thus, this method is usually not suitable for ships having short transit time. Moreover, such type of systems can be used on ships with perfectly sealed ballast tanks. If



a ship is already installed with an inert gas system, then a de-oxygenation system will not require more space on board ships.

2.5- Heat Treatment This treatment involves heating the ballast water to reach a temperature that will kill the organisms. A separate heating system can be utilized to heat the ballast water in the tanks or the ballast water can be used to cool the ship’s engine, thus disinfecting the organisms from the heat acquired from the engine. However, such treatment can take a lot of time before the organisms become inactive and would also increase the corrosion in the tanks.

2.6- Cavitation or Ultrasonic Treatment Ultrasonic energy is used to produce high energy ultrasound to kill the cells of the organisms in ballast water. Such high pressure ballast water cavitation techniques are generally used in combination with other systems.

2.7- Electric Pulse / Plasma Treatment The electric pulse /plasma for ballast water treatment is still in the development stage. In this system, short bursts of energy are used to kill the organisms in ballast water. In the pulse electric field technology, two metal electrodes are used to produce energy pulse in the ballast water at very high power density and pressure. This energy kills the organisms in the water.

3- A TYPICAL BALLAST TREATMENT TREATMENT SYSTEM ON SHIPS

Most of the ballast water treatment system use 2-3 disinfectant methods together, divided into different stages. A general ballast water treatment plant comprises of two stages with one stage using physical separation while the second stage employing some disinfectant technology. The choice of treatment system used in combination depends on a variety of factors such as type of ship, space available on the ship, and cost limitations as mentioned before. A typical ballast water treatment system on ships looks like this:



4- COMPLIANCE OF BWM CONVENTION

From the date of entry into force, ships in international traffic are required to manage their ballast water and sediments. All ships have to carry;

Ballast Water Management Plan Ballast Water Record Book International Ballast Water Management Certificate (ships of 400gt and above)

4.1- A ballast water management plan (approved) It Specific to each ship, the ballast water management plan includes a detailed description of the actions to be taken to implement the ballast water management requirements and supplemental ballast water management practices. 4.2- A ballast water record book Is is used to record when ballast water is taken on board, circulated or treated for ballast water management purposes and discharged into the sea. 4.3- An International Ballast Water Management Certificate (ships of 400 GT and above) – this is issued by or on behalf of the Administration (Flag State) and certifies that the ship carries out ballast water management in accordance with the BWM Convention and specifies which standard the ship is complying with, as well as the date of expiry of the Certificate. Once the BWM Convention enters into force, ships may be subject to inspections by port states to determine whether they comply with the BWM Convention’s requirements. These inspections include: verifying certification inspecting the ballast water record book sampling ballast water in accordance with the IMO’s guidelines While there are about 70-80 IMO-approved Ballast Water Management systems, only ten BWM systems have received US Coast Guard approval. The global ballast water treatment market was valued at USD 17.4 billion in 2018 and is likely to expand to USD 106.3 billion by 2024, witnessing a CAGR of 29.4% over the forecast period. Some of the key companies operating in the industry include Alfa Laval; Xylem; Evoqua Water Technologies LLC; Veolia Water Technologies; Calgon Carbon Corporation; Wartsila; Mitsubishi Heavy Industries, Ltd.; Optimarin; JFE Engineering Corporation; Damen Shipyards Group; ballast Water Containers Ltd.; Trojan Technologies; Headway Technology Co., Ltd.; Ecochlor, Inc.; ATG UV Technology. Asia-Pacific emerged as the leading regional market in 2017 and is expected to maintain its dominance over the next seven years. The major factors fuelling growth in the region include rise in the volume of seaborne trade and increasing IMO adoption due to growing



environmental concerns. Moreover, Europe is expected to be the second largest regional market over the forecast period.

5- BALLAST WATER MANAGEMENT STANDARDS During the BWM Convention development process, two appropriate standards were formulated namely the ballast water exchange standard (the D-1 standard) and the ballast water performance/ discharge standard (the D-2 standard).

a- D-1 standard requires ships to exchange their ballast water in open seas, away from coastal waters. Ideally, this means at least 200 nautical miles from land and in water at least 200 meters deep.

b- D-2 is a performance standard which specifies the maximum amount of viable organisms allowed to be discharged, including specified indicator microbes harmful to human health. It requires the installation of system which processes to remove, render harmless, or to avoid the uptake or discharge of harmful aquatic organisms and pathogens within ballast water.

Generally, compliance with the D-2 standard translates to the date that individual ships must have a ballast water treatment system installed. The agreement ensures full global implementation by 8 September 2024 and contains the following key elements:

I. Ships constructed on or after 8 September 2017 need to comply with the D-2 standard upon delivery.

II. Existing ships should be D-2 compliant on the first International Oil Pollution Prevention

Certificate (IOPP Certificate) renewal following entry into force if:

a) survey is completed on or after 8 September 2019, or

b) a renewal IOPP survey is completed on or after 8 September 2014 but prior to 8 September 2017.

Furthermore, the ship should be D-2 compliant on the second IOPP renewal survey following entry into force, if the first renewal survey following the date of entry into force of the convention is completed prior to 8 September 2019 and if conditions 1 or 2 above are not met. It was also agreed that a ship to which the IOPP renewal survey does not apply (generally ships less than 400 GT in size) shall be D-2 compliant no later than 8 September 2024.

The D-2 standard specifies that ships can only discharge ballast water that meets the following criteria:



less than 10 viable organisms per cubic metre which are greater than or equal to 50 micrometres in minimum dimension;

less than 10 viable organisms per millilitre which are between 10 micrometres and 50 micrometres in minimum dimension;

less than 1 colony-forming unit (cfu) per 100 mililitres of Toxicogenic Vibrio cholerae;

less than 250 cfu per 100 millilitres of Escherichia coli; and

less than 100 cfu per 100 milliliters of Intestinal Enterococci.

However, the D-1 deadline stays firm, i.e., 8 Sept 2017. By this date, affected ships should have on-board an International BWM Certificate. This means to submit the plan for approval and order the initial survey in due time before 8 September. It should also be noted that the applicable USCG implementation requirements on ballast water is totally unaffected by these recent decisions.

c- Regulation D-3 of the Convention covers approval requirements for ballast water management systems. Ballast water management systems must be approved by the Administration taking into account IMO Guidelines. Revised Guidelines for approval of ballast water management systems (G8) were adopted in 2016 and have now been reworked for approval of ballast water management systems (BWMS Code), expected to be adopted by April 2018. The BWMS Code includes test and performance specifications as well as detailed requirements for type approval reporting and control and monitoring equipment.

6- PRACTICE ADOPTED BY OTHERS

Safe Bulkers Inc, an international provider of marine dry-bulk transportation services, announced in November 2017 that it has agreed with Erma First, a Greece based company, to install in all Company's vessels a Ballast Water Treatment System (BWTS). Erma First BWTS has also received the United States Coast Guard (the USCG) type approval certificate in October 2017. First installation of Erma First BWTS is expected to take place in our next dry-docking scheduled for first quarter 2018. The installation on all our vessels and related capital expenditure is expected to be expanded over a period of five years according to Company's dry-docking schedule.

Foreship ltd., a ship design and engineering company, has secured a major design

consultancy contract covering the first post-Ballast Water Convention treatment systems to be specified by Norwegian Cruise Line. The contract calls for consultancy services to ensure installations on five NCL ships are fully IMO-compliant.

According to Hellenicshippingnews.com, Columbia Ship-management technical advisor Uwe Koerber expressed his frustration with the costs associated with BWTSs and the reliability of those systems. He also said that Ballast water regulation is something which comes at the



wrong time, because the shipping industry has to invest a lot during a time when we are all suffering.

Mr. Gregory Callimanopulos, owner of Toisa shipping empire also cited new international requirements for ballast water treatment and emission regulations “coming all too soon” as adding to the adverse climate for owners.

7- CURRENT PRACTICE OF PNSC Currently, PNSC has its own Ballast Water Management System (BWM System). Vessels exchange their ballast water in open seas, away from coastal waters at least 50 nautical miles from land and at least 200 meters deep in water. The current methods adopted by PNSC for ballast exchange are;

1- Empty-Refill Method 2- Flow Through Method

Empty-Refill Method: Under this method, Ballast tank intended for the carriage of ballast water is first emptied and then refilled with replacement ballast water to achieve at least a 95% percent volumetric exchange. Flow-through Method: It is a process by which replacement ballast water pumped into a Ballast tank intended for the carriage of ballast water, allowing water to flow through overflow or other arrangements to achieve at least 95% volumetric exchange is met.

PNSC’s vessels also record procedures of exchange ballast water into the sea according to the arrival port requirement and BWM System.

8- SOLUTION PNSC should exchange their vessels’ ballast water in open seas, away from coastal waters which should be at least 200 nautical miles from land and in water at least 200 meters deep. This will lead to compliance with D-1 standard of BWM Convention. This will also require modification in current BWM System. The applicability of D-1 is from 8 September 2017. For compliance with D-2 standard, PNSC has to install approved Ballast Water Management System on all vessels. The applicability of this standard is dependent upon the last IOPP certificate of PNSC vessels. That means existing ships should be D-2 compliant on the first IOPP Certificate renewal following entry into force if:

a- If the next renewal of IOPP Certificate is on or after 8 September 2019, D-2 should be compliant with such renewal;



b- If the previous IOPPC renewal survey was between 8 September 2014 and 8

September 2017, install BWM system at the first IOPP renewal survey on or after 8 September 2017; or

c- Furthermore, the ship should be D-2 compliant on the second IOPP renewal survey following entry into force, if the first renewal survey following the date of entry into force of the convention is completed prior to 8 September 2019 and if conditions 1 or 2 above are not met. Hence, it will be after 8 September 2019 but not later than 8 September 2024.

Sr. No. Vessel Year of Built Age (in years)

1 Multan 2002 16 2 Chitral 2003 15 3 Malakand 2004 14 4 Hyderabad 2004 14 5 Sibi 2009 9 6 Quetta 2003 15 7 Lahore 2003 15 8 Karachi 2003 15 9 Shalamar 2006 12

Although installation costs of ballast water management systems (BWMSs) are considerable and estimates by shipowner organization BIMCO suggest up to US$5 million per ship. The age of 5 vessels of PNSC are 15 years or above which means these vessels need to be replaced in upcoming years. Therefore, installation of BWTS on these vessels may not be feasible for PNSC as it may not be able to recover its cost inccured in installation process.

9- REFERENCES

1- www.imo.org 2- www.safebulkers.com 3- www.foreship.com 4- www.Hellenicshippingnews.com 5- Ballast Water Management Plan of PNSC 6- India Register of Shipping 7- www.ermafirst.com 8- www.globalnewswire.com 9- www.marineinsight.com

Mr. Khurram Mirza

Mr. Khurram Mirza is an Executive Director of Special Projects and Planning at

Pakistan National Shipping Corporation (PNSC). He has been a part of various

projects nationally and internationally. He secured his MBA from Institute of Business

Administration (IBA), Karachi and is a Certified Management Accountant (CMA)

from Institute of Management Accountants (IMA), USA. His professional interests

include project planning & execution, relationship building, financial modeling,

strategy formulation and capacity building.

PAKISTAN NATIONAL SHIPPING CORPORATION RESEARCH … · 2019-09-08 · Pakistan National Shipping...

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