International Regulation News Update / Resources / Regulatory Information

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1 International Regulation News Update / Resources / Regulatory Information Marine Environment Protection Committee s 61 st Session (27 September to 1 October 2010) Regulatory Development MARPOL REVISIONS (pages 2-3) Emission Control Area (ECA) Update Pollution Prevention for Garbage GHG INITIATIVES (pages 1-2) Market Based Measures Draft GHG Regulation BALLAST WATER MANAGEMENT (pages 4-6) Convention Status Basic Approvals Granted Final Approval Granted Ship Application All Ships All Ships All Ships ( All Ships includes all marine craft including barges, drill rigs, submersibles, and floating platforms) ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, DECEMBER 2010 (VOL 19, NO.3)

2 The 61 st session of the Marine Environment Protection Committee met in London from 27 September to 1 October As with the previous two Session of the MEPC, Green House Gas reductions for the maritime transport sector continued to be the center point of discussions. Although no regulation for GHG was approved at this session, the Committee did adopt revisions to marine pollution prevention regulations in two MARPOL Annexes, as summarized below. MARPOL REVISIONS Emission Control Area (ECA) Update In addition to the new 200nmi USA/Canada Emission Control Area (ECA) that was just adopted by resolution MEPC.190(60) in March 2010, two additional revisions were approved based on proposals by the United States: first, the USA/Canada ECA is joined by an additional ECA which includes the Caribbean waters surrounding the islands of the Commonwealth of Puerto Rico and the United States Virgin Islands. These surrounding waters vary between 20 to 40 nm offshore. The extended ECA will enter into force at a date to be determined at MEPC 62. second, the Committee approved an exemption for steamships constructed before 1985, which are not designed to use distillate or natural gas fuels, from using fuel with the sulphur limits that are associated with the new 200nmi USA/Canada Emission Control Area (1.0% on 1 August 2012 reducing to 0.10% on 1 January 2015). The exemption recognizes the safety risks associated with switching from residual fuel to distillate fuel in boilers. Upon entry into force, steamships will be allowed to use fuel oil with a sulphur limit of 3.50% m/m until 1 January 2020 where the limit reduces to 0.50% m/m Adoption of the above approved revisions is scheduled to take place during MEPC 62 in July Pollution Prevention for Garbage Revisions to MARPOL Annex V on Pollution by Garbage were approved and are scheduled to be adopted at MEPC 62. The revision expands on the different types of garbage generated onboard. The means of disposal into the sea of cooking oil and all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products are prohibited. Additionally, distances for discharging garbage offshore have been revised and vary according to the type of garbage to be discharged. Cargo dust remaining on the deck after sweeping or dust on the external surfaces of the ship is not subject to the provisions of the revised MARPOL V. However, cleaning agents or additives contained in deck and external surfaces washing water may be discharged into the sea provided they are not harmful to the marine environment using, for the moment, the approval scheme as is used for cleaning agents under MARPOL Annex II, described in MEPC.1/Circ.590. The lower limit for carrying a garbage management plan and placards has been reduced from 400 to 100 gt and will also apply to fixed and floating platforms engaged in exploration and exploitation. GHG INITIATIVES Market Based Measures An IMO Expert Group submitted to the Committee for consideration a feasibility study and impact assessment of possible market based measures to reduce GHG emissions from international shipping. The assessment analyzed ten proposals which target GHG reductions through in-sector emission reductions from shipping or out-of-sector emissions reductions through the collection of funds to be used for mitigation activities in other sectors. To a certain extent the proposed measures lacked sufficient maturity to enable the expert group to carry out a more in-depth evaluation and comparison between those measures. However, little progress was made primarily due to the division of principles between developing countries (who remain adamant with respect to the principle of common but differentiated responsibilities so as to build up their capabilities and facilitate the transfer of technology) and Kyoto Protocol Annex 1 developed countries (who embrace the No More Favorable Treatment principle that ships should be treated equally). ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, DECEMBER 2010 (VOL.19, NO.2) page 1 of 6

3 The Committee did however agree to hold an intersessional WG on GHG which has been tasked to: Examine the expert group s views on compelling need and purpose of the measures; Identify strengths and weaknesses of the proposed measures; Examine the principles of the measures against relevant Conventions (e.g., UNFCCC, Kyoto Protocol) and compatibility against the World Trade Organization Rules; and Evaluate the impact of the measures against international trade and the maritime sector of developing and least developed countries and small island developing states. Draft GHG Regulation A drafting group developed and presented, to the Committee for approval, a proposed revision to MARPOL VI for the determination of an Energy Efficiency Design Index (EEDI) for new ships and for the carriage on all ships (new and existing) of a Ship Energy Efficiency Management Plans (SEEMP). The Committee did not find consensus to approve and circulate the text for adoption at MEPC 62. However, Norway reported that, as a Party of MARPOL Annex VI, they will request IMO s Secretary General to circulate the finalized text to all IMO Member States for adoption by Parties to MARPOL VI at MEPC 62 in July 2011 as a mandatory provision of MARPOL Annex VI. Since then, IMO has received such a proposal co-sponsored by Australia, Belgium, Canada, Denmark, Germany, Japan, Liberia, Norway and the United Kingdom and circulated the proposal by Circular letter No.3128, dated 24 November The principal requirements of the new Chapter 4 of MARPOL VI as contained in Circular letter No.3128 are as follows: All ships (new and existing) 400 gt are subject to certification, but existing ships need only be provided with a SEEMP. All ships 400 gt which undergo a major conversion which alters the attained EEDI are subject to the applicable EEDI requirements enforce at the time of the conversion. The attained EEDI for new ships (currently only 7 ship types are specified) is to be verified as being equal to or less than the applicable required EEDI. Unique required EEDI s are provided for 7 different ship types taking into account the uniqueness of their cargo and/or trading conditions. The upper deadweight threshold at which the required EEDI becomes constant is as follows for the 7 different ship types: - 20k dwt, for bulk carriers, combination carriers and tankers (oil or chemical) - 15k dwt, for container ships and general cargo ships - 10k dwt, for gas tankers - 5k dwt, for refrigerated cargo carrier The initial reference line for the required EEDI is to be set by the IMO Secretariat for each of the 7 ship types and then reduces by 10% for three subsequent periods of time, after which it remains constant as indicated below: Reference EEDI Begin End and Reductions Date Date Reference % % % 2025 No limit EEDI requirements do not apply to ships which have diesel-electric propulsion, turbine propulsion or hybrid propulsion systems until such time as the method of calculation of the attained EEDI for these categories of ships is established. Provisions to include technologies which provide equivalent levels of CO2 reductions remain to be decided. BALLAST WATER MANAGEMENT BWM Convention Status The BWM Convention has been ratified by 27 Governments representing 25.32% of the world's merchant fleet tonnage. The Convention would enter into force 12 months after 30 Governments representing 35% of the world's merchant fleet tonnage ratify the Convention. The Committee agreed that for ships with ballast water capacity up to 5,000 m 3, including those constructed in 2011, there are sufficient technologies available (10 type approved) and that the number is increasing. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, DECEMBER 2010 (VOL.19, NO.2) page 2 of 6

4 Such ships are required to treat ballast water to the D-2 biological standard by the first renewal or intermediate BWM survey carried out on/after the anniversary date of the delivery of the ship in: 2014 (if the BW capacity is between 1,500 m 3 and 5,000 m 3 inclusive); or 2016 (if the BW capacity is less than 1,500 m 3 ). The Committee did not review the availability of technologies for ships with a BW capacity of 5,000 m 3 or more which need to comply with the same date as for ships with a BW capacity is less than 1,500 m 3. It was however agreed that such a review would be carried out at MEPC 62 in July Basic Approvals Granted The Committee granted Basic Approvals to three systems all of which treat ballast water with active substances. Techwin Eco Co. (TWECO) System (Purimar) The system employs an automatic back-flushing filter which removes particles and organisms of more than 50µm. An electrolysis unit takes part of seawater (less than 1% of the total flow-rate) from the ballast main piping line which is electrolyzed and the produced sodium hypochlorite is then injected into the main piping line again. Hydrogen gas, a by-product generated during the production of sodium hypochlorite, and the mixed solution of the hypochlorite are cyclone separated (95% of the hydrogen) and the remaining sodium hypochlorite solution is injected into the ballast water main. Hydrogen gas, being explosive, is not allowed to enter the ballast water piping. A neutralization unit reduces the total residual oxidants in the ballast water at the inlet or outlet of the ballast pump to a value of less than 0.1 ppm. The active substance which acts on the harmful aquatic organisms and pathogens is the use of direct chlorination from the electrolysis of seawater. Full-scale testing of the system on a test barge has been carried out at a capacity of 250 m3/hr. Corrosion tests are scheduled to be carried out and the results will be reported with the dossier submitted for application for Final Approval. AquaStar BWM System The AquaStar system is composed of a Smart Pipe unit, an electrolyzer unit, a neutralization unit and a system control unit. Water first enters into the Smart Pipe unit which has a number of filtration compartments with mesh sizes of 30 µm ~ 50 µm. The electrolyzer unit is installed directly in the main of ballast pipe. Sodium hypochlorite is the main disinfectant and is generated by reaction to chlorine produced from anode and sodium hydroxide produced from cathode during the electrolysis process. The total residual oxidant concentration of the treated water is monitored automatically for controlling the power supply in order to regulate the production of chlorine and, in turn, the total residual oxidant concentration. During voyage, the disinfectants inhibit regrowth of harmful aquatic organisms and protect the ballast water from possible pollutants. A neutralizing agent, sodium thiosulfate, is automatically injected to keep the concentration of total residual oxidant in the de-ballasting water below 0.2 mg/l. Long-term (> 6 months) corrosion test are scheduled to be performed using treated water and their results are to be included with the dossier submitted pursuant to Final Approval. Kuraray Ballast Water Management System The system consists of a combination of filtration and a disinfection process. Automated filtration back-flushing is performed to allow for long-term clog-free operation. Disinfection is achieved by infusing calcium hypochlorite into the ballast water automatically for the measured flow rate so as to maintain 2 mg/l of free active chlorine. Treated ballast water is monitored before discharge to ensure that the residual free active chlorine concentration does not exceed 0.2 mg/l. If such levels were found, sodium sulfite is automatically infused into the deballast line. Handling of calcium hypochlorite requires goggle-type protective glasses, a dust respirator, and protective gloves made of rubber in addition to protective clothing. Calcium hypochlorite is to be stored so as to avoid direct sunlight and temperatures exceeding 35C. Final Approvals Granted Final Approvals were granted to six systems all of which treat ballast water with active substances. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, DECEMBER 2010 (VOL.19, NO.2) page 3 of 6

5 ARA Ballast BWM System This system received Basic Approval under "Blue Ocean Guardian" (BOG) BWMS, but was submitted for Final Approval under its commercial name of "ARA Ballast" BWMS. The "ARA Ballast" BWMS is composed of: 1) a filtration module, 2) a plasma module that can destroy aquatic organisms by intensive shockwaves, 3) a medium-pressure ultraviolet (MPUV) module that disinfects aquatic organisms by UV radiation, and 4) a system control module and auxiliary functions that can manage the entire system During ballasting, the filtration module of the ARA system removes aquatic organisms and particles larger than 50 µm and back-flushing water, which includes organisms and particles retained by automatic back-flushing devices, is returned overboard. After filtration, aquatic organisms are destroyed by intensive shockwaves produced by the plasma module. Active substances, such as ozone, atomic oxygen, nitric oxide and superoxide radicals are produced during this process. Then, residual micro-organisms and bacteria are disinfected by a MPUV module. During de-ballasting, while the filtration module and the plasma module are bypassed, the MPUV module disinfects the water again in the event micro-organisms and bacteria re-growth occurred during the voyage. Power consumption for a land-based system treating water at a rate of 120 m3/hr was estimated to be less than 1 kw for filtration, 20 kw for MPUV and less than 10 kw for the plasma module. Ecochlor BWM System This system consists of pre-treatment filtration with a 40 micron steel mesh filter followed by automatic injection of chlorine dioxide into incoming ballast water. The active substance, chlorine dioxide, oxidizes and disinfects aquatic invasive organisms with minimal unwanted by-products as it is maintained as a dissolved gas in the treated ballast water and does not form chlorine. Chlorine dioxide is generated on-demand by the reaction of two preparation chemicals, Purate and sulfuric acid, which are mixed under controlled conditions. Figure 1 - Ecochlor BWTS Chlorine dioxide is not stored onboard as a concentrated chemical at any time. The system is reportedly viable for all ballast water capacity ranges with a footprint measuring approximately 7.5 m2, and is distinguished by the system s capability to treat at high ballast water flow rates. Based on test conducted, the Ecochlor BWTS has been found to not increase the rate of corrosion more than that encountered under typical environmental conditions in ballast tanks. BalClor BWM System This system was renamed from "Sunrui BWMS" which gained Basic Approval at MEPC 60 and is now registered under "BalClorTM BWMS". Figure 2 - BalClor BWM System The system treats ballast water through prefiltration using an automatic self-cleaning 50µm filter - followed by disinfection using sodium hypochlorite solution (an active substance produced by an electrolytic process during ballasting) and neutralization at deballasting using sodium thiosulfate solution which is introduced to neutralize the residual oxidants. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, DECEMBER 2010 (VOL.19, NO.2) page 4 of 6

6 According to biological efficacy tests carried out to date, a retention time of 24 hours has been found adequate to meet the biological standard in regulation D-2. Tests were done at a land-based testing facility with a flow rate of 250m3/h. The electrolyzed water containing the entrained hydrogen gas generated during the electrolytic process is fully separated and diluted by air blowers to a level below the Lower Explosive Limit (LEL) before being released through a vent fitted with a spark arrestor. Handling of sodium thiosulfate requires protective covering and safety glasses. OceanGuard BWM System OceanGuard treats ballast water as it first enters a 50 µm filter and then by an advanced oxidation process using an Electrocatalysis Ultrasonic Treatment (EUT) module during ballasting. At de-ballasting, the 50µm filter is bypassed and the discharged water is ultrasonically treated without applying the electrocatalysis. Based on small scale tests, the EUT is predicted to have a lifespan of more than two years operating 24 hours per day. The semiconductor catalyzing materials generate Active Substances including hydroxide radical, hypochlorous acid, hypochlorite and hydrogen peroxide. produced oxidants, corrosion tests will be carried out and data submitted in the application for Final Approval. The system has been tested onboard has been with a rated flow capacity of 300 m³/h. Severn Trent De Nora BalPure BWM System. Ballast water treatment is accomplished using a three-step process: filtration (using a 40 micron stainless steel mesh filter), injection of a biocide solution (sodium hypochlorite is electrochemically generated by passing a small supply of seawater through electrolytic cells); and neutralization of residual oxidants to ensure environmental acceptability Figure 3 OceanGuard Treatment System Electrocatalysis removes the vast majority of the bacteria by oxidizing the cell wall thereby damaging and killing the organisms. The ultrasonic component adopts technology commonly used in sterilization technology which generates an oscillating force within a very short period of time that literally crushes the cells of the bacteria. As there is the possibility of accelerating the corrosion to ballast tanks by the Figure 4 Severn Trent DeNora BalPure Full-scale land-based tests of the system are underway and results will be presented in a future dossier for Final Approval. The footprint ranges from 10 to 20 m 2 for a treatment capacity of 1000 to 5000 m 3 /hr. SP-Hybrid BWMS Ozone Version This "Special Pipe Hybrid Ballast Water Management System combined with Ozone treatment version" (SP-Hybrid BWMS Ozone version) is the commercial name for the "Special Pipe Ballast Water Management System (combined with Ozone treatment)" which was granted Basic Approval at MEPC 55 in October This method of treatment starts with inline pre-treatment to preventing blockage of the disinfecting unit followed by a more complex mechanical treatment via a special pipe and ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, DECEMBER 2010 (VOL.19, NO.2) page 5 of 6

7 then ends by adding produced Ozone (Active Substance) to the water which is designed to be stored in the ballast tank at least 48 hours. This time is needed to allow for the strong oxidizing and disinfecting properties of bromate (generated from the reaction of Ozone and seawater) to become ineffective. The half-life period of the bromate ion is, on average, 12 hours. A discharging unit decomposes oxidant remaining in the ballast water at the time of discharge. The Ozone generator contains multiple electrodes which convert a part of oxygen in the gas to Ozone. The power supply unit converts the power type from commercial frequency and low voltage to medium frequency and high voltage most suitable to Ozone generation. A gas/liquid separation unit is employed to prevent Ozone that does not react from flowing into the ballast tank. Long term corrosion effect test on coatings and material was conducted at 2 temperatures using the test water treated with 4 mg/l Ozone and the corrosion effect was evaluated and no detrimental effect was found. This system was full scale tested on land with 200 m³/h treatment capacity. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, DECEMBER 2010 (VOL.19, NO.2) page 6 of 6