BALLAST WATER TREATMENT IN PORTS. FEASIBILITY STUDY

Transcription

1 BALLAST WATER TREATMENT IN PORTS. FEASIBILITY STUDY This study investigates the possibilities and feasibility of the port based ballast water treatment by mobile units

2 TITEL: BALLAST WATER TREATMENT IN Projektgruppe: A consortium of Danish Ship Owners Association, Maersk A/S, DFDS A/S and Danish Ports PORTS. FEASIBILITY STUDY Udgiver: Naturstyrelsen Haraldsgade København Ø Redaktion [evt. fotos og illustrationer]: Danish Partnership on Ballast Water År: ISBN nr Ansvarsfraskrivelse: Naturstyrelsen offentliggør rapporter inden for vandteknologi, medfinansieret af Miljøministeriet. Offentliggørelsen betyder, at Naturstyrelsen finder indholdet af væsentlig betydning for en bredere kreds. Naturstyrelsen deler dog ikke nødvendigvis de synspunkter, der kommer til udtryk i rapporterne. Må citeres med kildeangivelse.

3 ADDRESS COWI A/S Parallelvej Kongens Lyngby Denmark TEL FAX WWW cowi.com NOVEMBER 2012 DANISH SHIPOWNERS' ASSOCIATION, MAERSK, DFDS, DANISH PORTS BALLAST WATER TREATMENT IN PORTS. FEASIBILITY STUDY PROJECT NO. A DOCUMENT NO. A27616-FS-01 VERSION 3.0 DATE OF ISSUE PREPARED CKI,MHO,LEGL, JNAN, JOVP, PSP CHECKED CKI, PSP APPROVED PSP

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5 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 5 CONTENTS 1 Executive Summary 7 2 Introduction Methodology 11 3 Treatment of ballast water in ports a possibility General Modes of operation Environmental considerations 15 4 Logistical challenges - Equipment, operation, costs General Principles of treatment Equipment Mode of operation Capital investments (Capex) Operating cost (Opex) Conclusion 37 5 Scenarios, business cases Scenario A-1 - Esbjerg Scenario A-2 - Esbjerg Scenario A-3 - Service ships Summary Esbjerg Scenario B-1 - Fredericia Scenario A-4 - Treatment from barge Scenario A-5 - Supply of treated water Summary 52 A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

6 6 Financial analyses Basic assumptions Results Evaluation and sensitivity check Comparative scenario Scenario A-4 - Treatment from barge Scenario A-5 - Supply of treated water Cost and price Recapitulation 58 7 Summary - conclusions The study results Conclusions 60 8 Testing the concept Description Programme 63 APPENDICES Appendix A Regulations D-1 and D-2 64 Appendix B Regulation B-3 65 Appendix C Guideline G-5 66 Appendix D Regulation A-3 72 Appendix E Regulation A-4 73 Appendix F Ships at berth 1/1-31/

7 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 7 1 Executive Summary The spreading of possible harmful invasive aquatic organisms from one region to another caused by discharge of ship s ballast water, represents a threat to the world s oceans and has gained increasing awareness worldwide. Since 1992 voluntary guidelines have been issued and adopted by the UN for prevention of the spread of invasive species from ship s ballast water. In 2004 the International Maritime Organisation (IMO) adopted the International Convention for the Control and Management of Ships Ballast Water and Sediments. When the convention enters into force all ships in international traffic will be required to manage and treat their ballast water to certain standards and regulations. The convention will enter into force 12 months after a total of 30 states, representing 35% of the world s shipping tonnage, have ratified it. (At the end of 2012 in total 36 states with 29% of the world s tonnage have ratified the convention). In general, the convention s requirements for ballast water management and treatment will, within a certain time line, require special treatment units onboard the ships navigating internationally. The convention also mentions the option of establishing treatment facilities in ports, as an alternative to the onboard treatment. This study investigates the possibilities and feasibility of the port based ballast water treatment by mobile units. The study was carried by COWI A/S assigned by a consortium of Danish Ship Owners Association, Maersk, DFDS and Danish Ports. The study has been based on two Danish ports and several scenarios and business cases have been addressed, mainly involving freight ferries and service ships in regular service. The investigations have covered the following main issues: Conditions and process for the environmental approvals A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

8 Technical and operational challenges and feasibility Financial feasibility of the business cases The results and conclusions of the study can be summarized as follows: Environmental approvals by the authorities can probably be obtained The technical and operational concepts can be considered feasible The port based treatment seems only realistic for ships in regular sailings and with a yearly minimum amount of ballast water treated of 0.2 mill. ton per unit The business case with best results includes several selected Ro-Ro ferry routes in the North Sea, operated by one company The estimated cost of the onboard treatment seems somewhat lower than the calculated treatment cost of the best case, however that needs to be investigated further, taking all conditions into account, to reach a more solid base for comparison between the concepts.

9 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 9 2 Introduction In February 2004 the International Maritime Organization (IMO) adopted the International Convention for the Control and Management of Ships Ballast Water and Sediments (BWM). The convention aims to prevent the spread of harmful aquatic organisms from one region to another, by establishing standards and procedures for the management and control of ships ballast water and sediments. Under the convention and when entering into force all ships in international traffic will be required to manage and treat their ballast water to certain standards especially regulations D-1 & D-2. These set the requirements for ballast water exchange (D-1) and the final requirements for treatment of ballast water (D-2). Regulations D-1 and D-2 can be found in Appendix A. The convention will enter into force 12 months after a total of 30 states, representing 35 % of the world s shipping tonnage, have ratified it. At mid year 2012 in total 36 states have ratified the convention, representing 29 % of the world s shipping tonnage. The time-frame for implementation depends on whether the ship is newly built or existing and when the construction took place. The rules are as follows: In general, the convention s requirements for ballast water management and treatment according to regulation D-2, within a certain time line, will require special treatment units onboard the ships navigating internationally in several biological zones. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

10 Regulation B-3.6 refers to the option of establishing reception facilities for ballast water in ports. If implemented the planning and design of those facilities should follow the guidelines G5 of the Convention. Regulation B-3 can be found in Appendix B, and the guidelines G-5 in Appendix C. Certain exceptions are listed in Regulations A-3 (mainly concerning situations of distress and if the ballast water is discharged where it was taken in, see Appendix D) and possibilities for exemptions are described in A-4 (see Appendix E). The consortium of Danish Ship Owners Association, Maersk A/S, DFDS A/S and Danish Ports has engaged COWI A/S to carry out a feasibility study with the purpose of investigating and clarifying the possibilities of treatment of ballast water from ships in ports, as an alternative to the treatment onboard the ships. There are various reasons for taking an interest in this option. Retrofitting equipment in existing vessels is expensive and may lead to suboptimal operation and maintenance conditions. One on-quay plant may service many ships and thereby use the invested capital better. If the process takes place on land, the authorities environmental monitoring will be easier; and a dedicated organization can ensure better management than if the process is an addition to ship crews many other duties. Finally, although Regulation A-4 allows exemptions for ships operating exclusively between specified locations, it is far from certain that such exemptions will be granted. The consortium envisages that for ships sailing in fixed routes with regular calls at few ports or for ships with rare exchange of ballast water, mobile treatment units could be employed in the ports to service the ships. In this way the installations on each ship could be avoided, with the anticipated resulting savings in space, cost of installations and operational costs. Establishing and operating land based mobile treatment plants is envisaged as a possible approach to ballast water treatment, as a relatively small number of treatment plants can service a greater number of ships. The principal purpose of this study is to investigate and clarify the possibilities and the feasibility of implementation of port based mobile treatment units for ships ballast water, hereunder: The conditions and process for the environmental approvals of the land based treatment solution The technical and operational challenges of the mobile treatment facilities in the ports The financial basis and the feasibility of the realistic business cases Presenting conclusions and the basis for carrying out tests of a prototype plant

11 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY Methodology Two major ports in Denmark have been selected as case studies Esbjerg Port located on the west coast of Jutland and Fredericia Port, located on the east coast of Jutland. The port of Esbjerg has been chosen because of the high frequency of calls from ships on fixed routes between the port and a limited number of other ports. Furthermore, the port of Esbjerg is the base for the service ships to the offshore platforms in the North Sea. Such shipping activities seem the most likely to be able to utilize land based ballast water treatment facilities instead of onboard treatment units. The port of Fredericia services shipping lines with more random calls at the port and by various types of vessels. The port also includes a major terminal for export of crude oil. As concerns equipment, DESMI s OceanGuard TM has been chosen. It has been developed by DESMI Pumping Technology A/S in Nørresundby, Denmark, and it has received approval from IMO for treatment of ballast water Main approach The main approach of the study and investigations has been the following: Investigation of the conditions and the main changes with regard to regulations and environmental approvals by adopting the land based treatment of ballast water instead of the onboard treatment plants. Clarification of the possible barriers and solutions related to the environmental aspects and approvals. On the basis of two Danish ports, selected as case studies, investigation of the logistics and the technical possibilities, challenges and solutions. Development of the concepts of the mobile treatment units and their mode of operation. Selection of realistic scenarios for the treatment operations with regard to the frequency and number of ship-calls at the ports and the operational aspects. Financial analyses for the chosen business cases. Evaluation and conclusions It must be noted that the described equipment and technical processes are on a conceptual base and shall be further investigated and designed for a development of a prototype plant, if so decided Structure The investigations and analyses have been structured as follows: A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

12 Initial assessments, selection of the ports for the case studies Meetings with the port organisations for discussions of the conditions and logistics in the ports including the data for ship-calls at the ports Data and registration of calls at the ports for the ships involved. Meetings with the selected supplier of treatment plants in Denmark, DESMI A/S Development with DESMI of the preliminary features and concept of operation of the mobile treatment unit Environmental considerations and investigations of the possible solutions for handling of residual material. Evaluation of barriers for approvals Establish the cost data and economical basis for the mobile units Interviews with the relevant parties Development of the various possible scenarios for the implementation of the mobile units at the two ports and the connecting ports of call Perform the financial analyses for the scenarios selected and the assessment of the comparable solution with the treatment onboard the ships Summary evaluation - conclusions Interviews, in addition to the meetings, have been made with among others: Maersk Maritime Technology, Copenhagen DFDS Technical org., Esbjerg; DFDS Stevedore, Esbjerg; Danbor, Esbjerg; OW Bunkers, Ålborg; Bek & Verburg, Rotterdam, (barge services); Shell Terminal, Fredericia; Fredericia Shipping; Unifeeder, Århus; IMO, London.

13 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 13 We thank all the interviewed parties for their valuable contributions. Terminology This study has used the following terminology for the main elements: The convention: Ballast Water Management Convention IMO Ballast water treatment: Treatment process by filtering and UV irradiation as approved by IMO and under approval of the flag state, Denmark. Mobile treatment unit: The complete treatment plant mounted on a flatbed trailer, with truck unit. Residue / filtrate: The residual material from the backflushing of filters. Slurry: The slurry pumped to the tank on the trailer via a hydrocyclone contained in the treatment unit. The content of suspended material will be around 5 %. Barge: Self-propelled harbour barge, 35 40m in length. Operator: The stevedoring company which carries out the operation of the mobile treatment units. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

14 3 Treatment of ballast water in ports a possibility 3.1 General Of the various options for managing ballast water, on-quay treatment at arrival is not an obvious one. It means that ships will carry potentially invasive species in their ballast tanks and that emergency dumping of ballast water, although rare, will entail environmental risks. If de-ballasting before entering a port is necessary, due to e.g. tidal conditions, on-quay treatment is not an option. Reasonable guarantees of availability are also needed to avoid costly waiting time. On the other hand, on-board treatment has drawbacks. The space needed for the equipment could be used for cargo; retrofitting equipment can be inconvenient in terms of working conditions under installation, operation and maintenance; and operation will require crew s attention at moments when this attention is required elsewhere. Capital is invested in equipment with little operating time. Environmental authorities monitoring of the activities is difficult. On-quay treatment of ballast water therefore merits a study. 3.2 Modes of operation Various types of equipment, based on different technologies, have been developed for this purpose. At present, 22 types of approved equipment are available on the market. Of these, 12 are based on UV irradiation and filtration, 7 on electrolysis and filtration, one on de-oxygenation, one on chemical injection and one on pure ozone. The present study considers only DESMI s OceanGuard TM, a system based on UV irradiation and filtration. For the onboard plants with filters, which probably will be installed in many vessels not sailing in regular routes, the treatment takes place both during ballasting and during de-ballasting. In this way the backflushing material is dumped into the sea where it was taken from. During the de-ballasting in the port of arrival the ballast water contains only a small amount of suspended material and

15 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 15 the backflushing material is returned to ballast tanks or the filters are bypassed. This is the modus operandi for which DESMI s equipment is intended. The principal difference between ballast water treatment onboard ships and on the quay by mobile treatment units lies in the process of handling the return material from the backflushing of the filters of the treatment units in question. The treatment process itself within the units will be similar, both in the onboard plants and in the land based units. The land based treatment units will have to treat the ballast water in one single operation during de-ballasting and the backflushing material must be handled in a safe and appropriate way. This means that in most cases the operation of the mobile treatment units in ports must be approved by the local environmental authorities. This is in addition to the required testing and approvals of the treatment plants by IMO and the flag state in Denmark the Danish Nature Agency and the Danish Maritime Authority. 3.3 Environmental considerations According to regulation D-2 of the Convention, "Ballast water performance standard", the ballast water from ships must comply with certain quality standard before it can be discharged it into coastal waters or ports. To meet the standards some sort of treatment prior to discharge will be necessary. The IMO standards are summarized in the table below. IMO D-2 Standard for Discharge Ballast Water Microorganism category Regulation Plankton, size > 50 μm < 10 viable cells / m 3 Plankton, size μm Toxicogenic Vibrio Cholerae Escherichia Coli Intestinal Enterococci < 10 viable cells / ml < 10 Colony Forming Unit / 100 ml < 250 Colony Forming Unit / 100 ml < 100 Colony Forming Unit / 100 ml The supplier of the treatment plant chosen for this study, DESMI A/S, has informed that the proposed mobile treatment plant (OceanGuard TM, capacity 300 m 3 /h) can meet the above IMO quality standards. The system has now obtained approval from IMO. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

16 3.3.1 Environmental aspects for port based ballast water treatment outside the ship Environmental aspects Environmental aspect Pollution sources Air pollution Air pollution from plant s generating set. Noise Noise from plant operation Waste Filtration residue of suspended matter or sediment from treatment plant Wastewater Treated ballast water Risk for soil, ground water or surface water Spill or leakage from fuel store storage Table 1: Important environmental aspects for a treatment plant placed outside the ship. The noise and air pollution from operating the plant is not expected to exceed the guidelines for port areas from the Environmental Protection Agency. The supplier of the power generating set for the treatment unit shall document that its emission requirements are fulfilled and that the fuel tank fulfils the safety requirements for the equipment. The aspect likely to be critical in the eyes of the authorities is noise. According to the data sheet of the proposed generating set, SMDO J77K, the source level is 92L wa. At a distance of 100 meters, the noise contribution from this source is estimated to be approximately 35dBA, and if two sets are operating next to each other, 38dBA. The recommended limit for mixed residential and industrial areas is 40 DBA at night (22-07) and higher in daytime. It is thus very likely that the noise emission criteria can be met, both day and night. It is the handling of the treated water and the treatment residue that poses the challenges as can be seen in the section below Relevant legislation and regulation Environmental matters are the subject of three laws, generally called the Planning Act, the Environmental Protection Act and the Marine Environment Act. These acts and the related executive orders and guidelines are described below: The Planning Act ( Planloven ) This law has been passed in response to a number of European Union directives. The law prescribes the rules to be followed by public authorities in planning, including: To reconcile societal interests

17 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 17 To contribute to protecting nature and environment through prevention of pollution To create and conserve valuable buildings To involve the public in the planning process. This act is supplemented by VVM-bekendtgørelsen, executive order 1510 of 15 December 2010 of the Ministry of the Environment on environmental impact assessments (EIA). The order aims at ensuring that such assessments are made and used as the basis for according or refusing permission to build plants that may have a substantial influence on the environment. Public involvement is an important part of the decision process. The order s Appendix 1 contains a list of plant that is considered always to have a substantial impact on the environment and therefore always requires an EIA. A clear majority of cases are found in Appendix 2. These will not necessarily have a substantial impact on the environment and only an environmental screening is mandatory. Guideline 9339 of 12 March 2009 from the Environmental Protection Agency (Ministry of the Environment) on EIA in the Planning Act gives general guidelines for carrying out EIA s and environmental screenings. The Environmental Protection Act ( Miljøbeskyttelsesloven ) Also this law has been passed as a response to various European Union directives. It is a framework law which gives the ministry wide powers to comply with the requirements. Its purpose is to contribute to protect nature and environment so that society can develop on a sustainable basis respecting the conditions for human life and the protection of plant and animal life. The law aims particularly at: Preventing and abating pollution of air, water, soil and sub-soil as well as vibration and noise. Establishing hygiene-based rules relating to environment and humans Limiting use and wastage of raw materials and resources Promoting cleaner technology Promoting recycling and limiting problems related to disposal of waste. The act is supplemented by a number of executive orders and guidelines. Executive order 486 of 25 May 2012 (Ministry of the Environment) on approval of listed businesses ( Godkendelsesbekendtgørelsen ) prescribes that major businesses and businesses that may pollute their surroundings need an environmental permit. The approval specifies requirements to design and operation to ensure that they are run without environmental impacts on the environment. Such businesses are referred to as listed businesses ( listevirksomheder ). A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

18 Guideline 9339 of 12 March 2009 from the Environmental Protection Agency (Ministry of the Environment) on external noise from businesses ( Støjvejledningen ) prescribes i.a. that if a business that is not subject to environmental approval creates noise nuisances the municipality may order it to reduce the noise. The order describes how noise conditions are to be formulated and gives guidelines for noise limits. Executive order 1415 of 12 December 2011 (Ministry of the Environment) on waste ( Affaldsbekendtgørelsen ) concerns handling and disposal of waste from households and businesses. Executive order 1448 of 11 December 2007 (Ministry of the Environment) on waste water permissions ( Spildevandsbekendtgørelsen ) applies to all private and public waste water treatment plants. It applies to all installations for transport or treatment of waste water prior to discharge. It also applies to emission of substances directly to the ground water. Guideline 2, 2006 from the Environmental Protection Agency (Ministry of the Environment) on connecting sewers from industries to public waste water treatment plants ( Spildevandsvejledningen ) gives general guidelines on administration of permits for industries to discharge sewage to public waste water treatment plants. Executive order 1650 of 13 December 2006 (Ministry of the Environment) on the use of waste for agricultural purposes ( Slambekendtgørelsen ) determines the types of waste that may be used for agricultural purposes. In order to be used, the waste must improve the quality of the soil. The order also sets rules for the quality of the waste, including its content of heavy metals and substances extraneous to the environment, as well rules for handling and treatment so that the use of waste will not endanger the health of humans or animals. The Marine Environment Act ( Havmiljøloven ) Similarly passed in response to European Union directives, the intention of the law is to prevent and reduce pollution of and other impacts on the marine environment from Danish and foreign ships, aircraft, platforms and pipelines; and to maintain a preparedness for combating pollution on the sea, along coasts and in ports. As far as this report s subject is concerned, the act is supplemented by two executive orders. Executive order 32 of 07 January 2011 (Ministry of the Environment) on dumping marine excavation material ( Klapbekendtgørelsen ) contains an exception to the general prohibition of dumping at sea, and a definition of material that may be dumped. Executive order 654 of 15 June 2012 (Ministry of the Environment) on handling ballast water and sediments from ships ballast water tanks sets rules for handling ballast water and sediments in order to prevent invasive species from spreading.

19 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY Handling of ballast water treated in the Danish ports, outside the ships The technology of the system from DESMI chosen for this study is based on a combination of mechanical filtration and UV irradiation, including treatment with self-produced ozone. It will, apart from the discharge of treated ballast water back into the sea, lead to production of a filter residue (filtrate) by the backflushing of the filters. This residue must be handled, treated and disposed of in an environmentally acceptable manner. It cannot be excluded that viable aquatic organisms are still present in the residue material. Disinfection could be achieved by chlorination in reception tanks in which the slurry shall be kept for at least 24 hours. After this treatment, the slurry could be deposited in storage tanks for settlement of the suspended residue material. That material could then be delivered to a controlled depot or a land reclamation area. The amount of chloride due to the chlorination can be considered negligible compared with the chloride content due to the natural salinity of the water. The amounts of residue to be handled following the treatment of ballast water from one vessel will depend on the concentration of suspended solids in the ballast water and the total volume. Based on the ongoing tests of the equipment, and given the volume of backflushing water of 1% of the total containing 5% dry matter, it is expected that the production of slurry will be in the range of t per day, corresponding to approx kg dry residue per day. This is for the treatment of ballast water volumes within 1,000-1,500 m 3 per day in Esbjerg Port. Table 2 below shows the investigated possibilities for handling treated ballast water and filter residue as well as the approvals or permits required for the feasible and possibly feasible solutions according to Danish law and regulations. The authority for the approvals of the land based treatment of ballast water is the municipality where the port is located. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

20 Ballast water taken in outside the port of destination A: Treatment onboard ship Ship s own treatment plant or plant borrowed from the port or from another ship Approvals/permits Approval of plant according to executive order 654 of 15/06/2012. Final approval by IMO and type approval certificate by the flag state to be obtained. Feasible handling of treated waste water Port basin Treated ballast water may be discharged to the port basin if the ballast water has been handled according to chapter 2 of executive order 654 of 15/o6/2012. Feasible handling of filtrate from treatment No filtrate may be discharged to the port basin, cf. chapter 3 of executive order /06/2012. The municipality has an obligation to indicate a way of disposing of the filtrate, see below C. Filtrate handling. B: Treatment outside the ship Approvals/permits Possibly feasible and obvious handling of treated water Mobile unit or fixed plant on land or barge Before establishing a treatment plant, an environmental screening has to be carried out. If the screening so indicates, an environmental impact assessment (EIA) shall be made. The screening concerns environmental effects on air, noise, recipient, soil and groundwater. The treatment plant is subject to point 12 C in executive order 1510 of 15/15/2010. Discharge to port basin, land based treatment units. It may be difficult to obtain a discharge permit according to the Environmental Protection Act 28 as the content of pollutants is unknown. However, the authorities may grant permission without removal of pollutants based on a BAT (best available technology) consideration. The discharge permit is established according to executive order 1022 of 25/08/2010. Discharge to port basin, treatment plants on barges The plants on barges are considered as onboard treatment plants and shall be approved as such. Non-feasible handling of treated water To a sewer discharging to a public sewage treatment plant In case of discharge to the sea, a discharge permit as per 28 of the Environmental Protection Act is required. It is not a listed activity The treated ballast water cannot be discharged to a sewer as it will not fulfil the requirement of less than 1000 mg/l of chloride. This requirement has been set due to the risk of corrosion in the sewer system. The concentration of chloride in the filtrate is approximately 19,400 mg/l (corresponding to the salinity of the North Sea).

21 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 21 cf. executive order BEK 486 of 25/05/2010 so no environmental permit is required according to 33 of the Environmental Protection Act, cf. executive order 879 of 26/06/2010. The authorities may, after the establishment of the plant, issue orders according to 42 of the Environmental Protection Act if the plant causes significant environmental pollution incl. generation of waste, cf. executive order 879 of 26/06/2010. Directly to a waste water treatment plant Not an obvious possibility due to the problems of transporting the water to the plant. Probably the chloride content of the treated water is too high to allow it to be discharged to a plant. The activated sludge in the plant is sensitive to chloride as these impair nitrification. The guidelines of the Environmental Protection Agency. no. 2, 2006 do not indicate a contents of chloride acceptable for the activated sludge. Port basin The residue may not be discharged to the port basin. Feasible handling of filtrate The municipality has an obligation to indicate a way of disposing of the sludge, see below C. Sediment handling. C. Filtrate, the residue from the backflushing of filters Approvals/permits The filtrate is considered as waste, cf. executive order 1415 The filtrate requires an environmental permit according to 33 of the Environmental Approval Act as per list item K204 if biological or physicalchemical treatment of waste water sludge takes place before disposal, cf. executive orders 879 and 486. Feasible and obvious handling of filtrate Ordinary landfills and spray fields The filtrate may be disposed of in an ordinary landfill or spray field. Normally, at a landfill a content of at least 15% dry matter is required. The filtrate must be listed on the site s positive list. Possibly feasible handling of filtrate Kommunekemi: The filtrate may be disposed of at Kommunekemi (hazardous waste incineration facility). Expensive option. Incineration The dry matter content must be at least 25-30% for the filtrate to be received at an approved incineration plant. The filtrate has a high content of chlorides. It will be A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

22 difficult to find a plant that will receive the filtrate as plants cope with the emission requirements for HCl. Directly to a waste water treatment plant: Probably the chloride content of the treated water is too high to allow it to be led to directly to a plant. The activated sludge in the plant is sensitive to chloride as chlorides impair nitrification. The guidelines of the Environmental Protection Agency no. 2, 2006 do not indicate a content of chloride acceptable for the activated sludge. Non-feasible handling of filtrate To a sewer discharging to a public water treatment plant The filtrate cannot be discharged to a sewer as it will not fulfil the requirement of less than 1000 mg/l of chloride. This requirement has been set due to the risk of corrosion in the sewer system. The concentration of chloride in the filtrate is approximately 19,400 mg/l (corresponding to the salinity of the North Sea). The sea: It is forbidden to dump the filtrate at sea, cf. Marine Environment Act. Nor is it possible to dump it at designated dumping sites (for dredged material) at sea, as it is not dump-able material, cf. executive order 32 of 07/01/2011. Agricultural use: The treated water cannot be used as waste for agricultural purposes. The water has no fertilizing or soil-improving properties, cf. executive order 1650 of 13/12/2006. Table 2: Handling of treated ballast water and filter residue. Approvals or permits required according to Danish regulations and guidelines From the above it may be seen that the treatment in the ports outside the ships will require various approvals by the local environmental agencies. In Denmark it would be the local municipality which is the central authority for the required approvals.

23 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 23 The approvals required for the land based treatment of ballast water are related to the discharge of the treated ballast water and the handling of the filtrate. To summarize it can be concluded that a number of disposal options exist for ballast water taken up in international waters and treated on the quay or on a barge in the port of call. Among these it is likely that the environmental authorities approval can be obtained for discharging the treated water to the port basin and for disposing of the treated slurry in an approved land-fill or spray field. It should, however, be noted that the implementation of the IMO ballast water regulations will create a new type of waste to be handled, namely slurry from the possible land based treatment units, from cleaning of ship s ballast tanks, from ship yards, etc. Since no generic regulations for this waste exist it would be recommendable that the environmental authorities and the other relevant authorities coordinate to address this issue for common regulations and guidelines. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

24 4 Logistical challenges - Equipment, operation, costs. 4.1 General The investigations and the study have been based on the ports of Esbjerg and Fredericia located on the west coast respectively east coast of Jutland in Denmark. The ballast water treatment operations in the ports by mobile units on the quays are the main focus of this study. However, also treatment units placed on barges have been envisaged for the treatment services to ships in the ports. Furthermore, this study addresses the use of mobile treatment units and not any possible fixed treatment plants in the ports. Although that may be a possibility at some dedicated berths and terminals for tankers, the logistics of most port operations, like those of the Esbjerg and Fredericia, would require treatment by mobile units. Ballast water treatment Treatment in ports Treatment on ships Mobile units Units on barges Fixed land plants Figure 4-1 Possibilities for treatment The main technical, logistical and operational challenges of the planning and implementation of the ballast water treatment in the ports instead of the onboard treatment include:

25 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 25 The technical concepts concerning installation of the equipment on a 40 trailer, connection to the ship and the safe handling of the backflushing residual material. The planning of the facilities and operations for the treatment so that all ships in question can be serviced without causing delays. Selection of realistic scenarios for the business cases which the financial analyses may prove to be feasible. This relates to both the shipping companies and the operators for the treatment services 4.2 Principles of treatment The requirements of the Convention can be fulfilled in two ways by the mobile units: Ballast water is treated at the port of departure and discharged at destination without further treatment. Ballast water is taken in without treatment and treated immediately before discharge at the destination. To make a system based on the first principle operational, the environmental authorities at the destinations must trust the treatment at the point of departure and the ship s cleaning of its tanks. This would require an internationally accepted certificate system which is not considered a realistic scenario for ships in general. However, with regard to ships sailing in certain fixed routes the provision ( sale ) of treated water to the ships could a feasible solution. This has been included as scenario A-5 addressed in section 5.7. The second principle has treatment and discharge permits under the same environmental authorities. This is the one principally considered in the present study. 4.3 Equipment The mobile units envisaged for the treatment of ballast water in the ports are based on the technology of a Danish manufacturer, DESMI A/S. This treatment technology is under testing and final approval by the relevant authorities. Like several of the systems developed by other suppliers world-wide, this system is based on two stages filtration followed by disinfection. The filtration is realized by use of fixed screens or stacked discs with automatic backflushing. The disinfection is carried out by use of ultraviolet irradiation (UV) treatment. Ozone as a by-product of the UV treatment is introduced into the stream and acts as additional treatment. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

26 This study shall not go into details and assessment of the proper treatment methods but will focus on the general operation and production of the treatment units in ports, including the capital and operational costs of the facilities. The treatment capacity of the unit in question is 300 t / h. This corresponds to the average expected de-ballasting of the Ro-Ro ships per call at the ports, according to information from the ship s masters. The discharge amount varies considerably from ship to ship and from call to call and the normal range for the ships included in this study is expected to be t per treatment The mobile unit The treatment equipment consists of pumps, filters and UV units. The equipment is installed in a 20 ft standard container mounted on a 40 flatbed trailer with a tugmaster or truck unit for hauling in the ports and on the roads. The power consumption is approximately 90 kw during operation and for some ports, as the case study ports, this will require an independent power source due to limited power supply at the quay, which in Esbjerg and Fredericia is 63 Amps, corresponding to approximately 43 kw. The independent power supply will be by a generator mounted on the trailer. The connection to the ship s ballast water piping system will be trough a 8 hose coiled up on a reel and with a special dry disconnect coupling (DDC). The fixed part of the coupling will be installed on the discharge pipe at the side of the ship. This coupling type can be quickly disconnected without any spillage. At the back of the trailer a 4 m 3 tank receives the backflushing slurry from the filters via a hydrocyclone.

27 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 27 Figure 4-2 Top view of mobile treatment unit (concept) A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

28 Figure 4-3 3D rendering of mobile treatment unit (concept) The total estimated weight of the treatment equipment on the trailer amounts to 8.5 t dry and 12.0 t during operation. In ports with many operations, a reserve unit shall be kept ready in cases of breakdowns or for assistance during peak periods Other installations These consist of: A reception tank of approximately 2 x 16 m 3 (20 container), with agitators, for reception and chlorination of the residual backflushing slurry. A storage tank of 150 m 3 capacity for the temporary storage of the treated slurry. Those tanks are to be located in a location near the quay areas conveniently for the operation of the units Modifications on ships The piping arrangement onboard the ships shall be modified so that the discharge pipe is terminated near the side of ship at least 1m above the quay level when the ship is fully loaded at low water. The ship s ballast pumps normally provide a working pressure of min. 3.0 bar at sea level and the pressure at the higher level discharge after the modification shall be at least 1.5 bar at 300 t/h for the proper operation of the treatment unit on the quay. Discharge points shall be provided at both sides of the ship and located near the stern for flexibility regarding the different berth conditions in the ports of call.

29 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 29 The owner of the RoRo freight ferries (DFDS) investigated in this study is carrying out an outline design of the modifications needed on the ships. 4.4 Mode of operation Mobile units operation (the operation process) The mobile units, as described in section 3.2, are connected to a tugmaster or truck for the hauling in the port and on the road. In ports with many operations a reserve unit shall be kept ready in cases of breakdowns or assistance during peak periods. The typical activities for the treatment service to a ship with short stay at berth would be as follows: The ship calls the service provider for the required treatment When de-ballasting takes place during the hours at berth, the mobile unit is parked at the side of the ship and the hose is hoisted by use of a winch to the ship s discharge pipe for ballast water. The connection is established by use of the dry disconnect coupling. The ballast water is then pumped though the unit by the ship s pumps and treated. With the capacity of 300 t / h of the treatment unit, the flow will be controlled by valves so that with higher capacity pumps on the ship, say 500 t/h, the treatment process will go on with the optimal flow through the unit. During the treatment process the filters in the unit are automatically being backflushed and the residual product is pumped via a hydrocyclone to the slurry tank mounted at the back of the trailer. When the treatment is completed the hose is disconnected from the ship s discharge pipe and rolled up on the reel mounted on the trailer. The unit is then hauled to the reception tank where the backflushing slurry is pumped to one of its chambers. Here chlorine is added to the slurry for disinfection. By alternating between the two chambers the chlorination process can take place over 24 hours, which should be sufficient for the disinfection process. After disinfection the slurry it is pumped to the storage tank, where it settles with overflow or drainage of the water content. When the storage tanks are full the concentrated slurry is transported to a reclamation area or disposal site. Regarding the needed approvals and regulations for that see section 2.2. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

30 Figure 4-4 Rendering of the operation with mobile treatment unit (concept) Taking 250 t/h as the estimated average amount of ballast water to be treated per ship, the time for a complete cycle for the operation as described above is estimated to be hours, as follows: Operation Hauling of unit to the side of the ship Connection of the hose Treatment operation Disconnection and hauling to the slurry tank Pumping of the slurry to the tank Return to base, cleaning, etc. Total time for complete treatment operation Duration 10 min 10 min 50 min 15 min 10 min 15 min 110 min

31 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY 31 That means that one unit will be able to service max. 4 ships during an 8 hours work shift. During special peak hours when more ships have to be serviced at the same time the reserve treatment unit can be mobilized with short notice. The conditions at the quays of Esbjerg and Fredericia Port in general would allow the mobile units to be parked alongside the ships during the treatment process. The stevedoring companies operating in these ports see no major obstacles to such parking. In cases where the freight ferries moor at a single pier without space for vehicles alongside, the treatment unit could be driven onboard the ferry and do the treatment or use a connection hose to the ship s discharge pipe, although this option is likely to hamper loading and unloading activities. Figure 4-5 Ro-Ro ship at quay The ports The infrastructure of the ports selected for case studies, Esbjerg and Fredericia, does not present any barriers or major problems for the operation of the mobile treatment units. The quays areas are adequate for the hauling and parking of the mobile units and suitable spaces can be provided for the base and the tanks. The power supply at the quays of both ports can provide only 63 amps and this necessitates the use of an independent power supply by a generating set installed in the mobile unit. The depth conditions at both ports are sufficient so that the ships in question will not have to discharge ballast water to reduce draft before entering the ports. At several other ports many ships will have to discharge ballast water at sea to reduce draft, and ships calling those ports will need the onboard treatment plant. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx

32 At Esbjerg Port the main traffic consists of the RoRo freight ferries of DFDS line and Sea Cargo line and furthermore the service ships operating between the port and the offshore platforms in the North Sea. These ships in regular sailings represent in total 1,175 calls per year at the port of Esbjerg. These are described in the case study scenarios, section 4. At the quays where the service ships are loaded / unloaded the space will be limited for the mobile units during the treatment process, which in many cases shall take place concurrently with the normal daily cargo handling. However, the stevedoring company (Danbor) considers this to be manageable, especially since the mobile treatment unit can be placed at the stern of the ship, by using the full length of 25 m of the hose. At the port of Fredericia the traffic consist of more random calls by various types of ships, including large tankers at the crude oil export terminal operated by Shell. The normal traffic apart from the large tankers includes (based on registered calls): Type of ship Calls per year Container (feeder) ships 240 RoRo 90 Small tankers 150 General cargo 40 Total 520 The container (feeder) ships, Ro-Ro ferries and general cargo ships can be serviced by the mobile units placed at the side of the ships. This would only cause minor and acceptable hampering of the normal activities by cranes and other equipment on the quays. This again is mainly due to the possibility of placing the mobile units near the stern of the ships and the fact that these container ships are serviced by mobile cranes and not rail-bound cranes travelling along the quayside, as is the case in the ports servicing the large container ships. The small tankers will normally need to be serviced with the mobile unit placed at least 20 m away from the ship, due to safety requirements. This can be managed by using an extension of the hose between the ship and the treatment unit and this will naturally increase somewhat the operation time for those ships as the extension hose has to be rolled in and out. This is based on oral information from the port management. The particular safety requirements applicable to oil and gas installations in ports have not been studied.

33 BALLAST WATER TREATMENT IN PORTS, FEASIBILITY STUDY Operators The scenarios addressed in this study presume that the treatment operations are carried out by a company, independent of the ship owners and the ports. That company may provide the treatment services in one or several ports and may develop the business of treatment services in ports internationally. For some ports it may be feasible to operate the treatment services within their own organisations. However, in most ports the most practical and feasible solution seems to be that the existing stevedore companies, already operating in the ports, take on the treatment service business. Those companies have their organization and the experience being able to optimize the added business activity of the treatment services. The staff costs of operation of one mobile unit (incl. reserve unit) in ports like Esbjerg and Fredericia are estimated to be DKK 1,500,000 per year. This is based on preliminary estimates from stevedore companies. The services are to be paid for by the ship owners based on a combination of the actual amounts of ballast water treated and number of treatments. The prices to be expected per ton and per treatment for each business case are indicated in the results of the financial analyses (section 6) Treatment units on barges The use of barges for the ballast water treatment in ports has been envisaged as alternative to the land based mobile units. This possibility has been investigated and based on the experience of the port organisations and operators of barges for supply of bunker fuel to ships, the findings and conclusions were: Addition of ballast water treatment to the fuel supply activities of an established supply company was found not to be realistic, due to the frequent treatment demands compared to the fuel supply events to ships in the ports. In large ports like Hamburg and Rotterdam barge services are already provided to ships for taking solid waste and special tasks. The barge operator in Rotterdam interviewed expressed interest in the services of ballast water treatment, using barges with the treatment units installed. Especially providing the treatment services to large container ships seems to be a business possibility for barge operators, since those ships cannot be serviced from the mobile units, due to the travelling container cranes. An operation of barges especially for ballast water treatment in ports like Esbjerg and Fredericia was considered to be to costly, complicated and not feasible compared to the mobile land based units. This was the opinion of both the port organisations and the barge operators. The cost of a barge before installation of the treatment plant would be around 2.5 million EUR. A Feasibility Study. December 2012 C:\Users\UCB\Desktop\NST-mobile BWMS report.docx