International Regulation News Update / Resources / Regulatory Information

Transcription

1 MEPC 65 th Session (13 to 17 May 2013) International Regulation News Update / Resources / Regulatory Information Marine Environment Protection Committee s 65 th Session (13 to 17 May 2013) Regulatory Development Ship Application MARPOL VI AIR POLLUTION PREVENTION (pages 1-3) Required EEDI for Future Ships All Ships Energy Efficiency Exemptions (except non-self propelled barges) Minimum Power Innovative Technologies Impact on EEDI Engine Emissions All Ships BALLAST WATER MANAGEMENT (pages 3-5) All Ships BWM Implementation Concerns Type Approved Systems Final Approval Granted Basic Approvals Granted MARPOL V GARBAGE MANAGEMENT (pages 6-7) All Ships Cargo Hold Washwater Garbage Discharge Record E-waste Disposal MISCELLANEOUS (page 7) All Ships Ship Recycling ODMC s for Bio-fuel Blends GHG Developments ( All Ships includes all marine craft including barges, drill rigs, submersibles, and floating platforms) ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, OCTOBER 2013 (VOL 23, NO.1)

2 The 65 th session of the Marine Environment Protection Committee met in London from May Revisions to MARPOL Annex VI on energy efficiency and MARPOL Annex V on garbage management were approved. Additional approvals of new ballast water treatment systems under the Ballast Water Management (BWM) Convention were granted. MARPOL VI AIR POLLUTION PREVENTION Required EEDI for Future Ships The Committee approved revisions to Chapter 4 of MARPOL Annex VI on ship energy efficiency. Subject to adoption by MEPC 66 in April 2014, the Attained EEDI (Energy Efficiency Design Index) for the additional ship types and sizes, as indicated in Table 1, will be required to not exceed the product of the maximum allowable Required EEDI and the corresponding Reduction Factor, in percentage. Table 1 - Ship Type/Size vs Reduction Factors Ship Type DWT, D GT, G (kt) Phase No Reduction Factor, % LNG Carrier D 10 n/a Ro-Ro vehicle carrier Ro-Ro Cargo Ship Ro-Ro Pass Ship Cruise Passenger Ship (with nonconventional propulsion*) D 10 n/a D 2 n/a D < 2 n/a 0-5* 0-20* 0-30* G 4 n/a G < 4 n/a 0-10* 0-15* 0-30* G 85 n/a G< 85 n/a 0-10* 0-15* 0-30* * diesel-electric, turbine, and hybrid propulsion systems The required EEDI (Phase 1) applies to the ships in Table 1 for which: a) the building contract is placed: on/after 1 Jan 2015 and before 1 Jan 2020 and the delivery is before 1 January 2024; or before 1 Jan 2015, and the delivery is on or after 1 January 2019 and before 1 January 2024; or b) in the absence of a building contract, the keel of which is laid: on/after 1 July 2015 and before 1 July 2020, and the delivery is before 1 January 2024; or before 1 July 2015, and the delivery is on/after 1 January 2019 and before 1 January Energy Efficiency Exemptions Regulation 19.3 was amended to specifically exempt application of the Attained EEDI and Required EEDI requirements to cargo ships having ice-breaking capability (i.e., designed to break ice of at least 1.0m in thickness at a minimum speed of at least 2 knots without assistance). Additionally, new regulation exempts ships not propelled by mechanical means, platforms including FPSOs and FSUs and drilling rigs, regardless of their propulsion, from the energy efficiency provisions of Chapter 4 of MARPOL Annex VI. Minimum Power The Committee adopted resolution MEPC.232(65) which contain the 2013 Interim Guidelines for Determining Minimum Propulsion Power to Maintain the Maneuverability of Ship in Adverse Conditions. The 2013 Interim Guidelines contain a slightly reduced significant wave height and wave period versus the previous set of guidelines circulated by MSC- MEPC.2/Circ.11 which are now revoked. The 2013 Interim Guidelines apply to ships of 20,000 dwt and above that are required to possess an Attained EEDI Required EEDI for which: a) the building contract is placed: on/after 1 Jan 2013 and before 1 Jan 2015 and the delivery is before 1 January 2019; or before 1 Jan 2013, and the delivery is on or after 1 January 2015 and before 1 January 2019; or (b) in the absence of a building contract, the keel of which is laid: on/after 1 July 2013 and before 1 July 2015, and the delivery is before 1 January 2019; or before 1 July 2013, and the delivery is on/after 1 January 2015 and before 1 January ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, OCTOBER 2013 (VOL.23, NO.1) page 1 of 7

3 It was agreed to keep these Guidelines under review in light of experience gained. In this regard, China expressed its reservation that these Guidelines, developed primarily for minimum power of bulk carriers, tankers and combination carriers, did not sufficiently take into account more highly energy-efficient ship types which satisfy the requirements at EEDI phase 2 and phase 3 with less power than that recommended by the Guidelines. Innovative Technologies Impact on EEDI The Committee approved MEPC.1/Circ.815 which provides guidance on the treatment of innovative energy efficiency technologies for calculation and verification of the Attained EEDI. Innovative technologies are treated under five main categories as per Table 2. Final verification of the impact on the Attained EEDI is to be carried out during sea trials for all Categories except C-2. Table 2 Categories of Technologies Category Technologies which: shift speed-power curve - Low friction coating A Main - Rudder resistance Engine - Propeller design Power used anytime during operation B-1 Reduction - Underwater air injection has limited use at full output B-2 - Air assistance (sails) Auxiliary Power Reduction C-1 C-2 Engine Emissions used anytime during operation - Waste heat recovery has limited use at full output - Photovoltaic cells ECA s - The Committee approved an amendment of MARPOL Annex VI concerning engine emissions. Subject to adoption by MEPC 66 in April 2014, the amendment postpones the Tier III NOx emission limits (which apply to Emission Control Areas) for marine diesel engines installed on ships constructed on or after 1 January 2016 by five years to 1 January However, the USA reported that they intend to submit a revised proposal to MEPC 66 to grandfather the North American ECA and United States Caribbean Sea ECA (currently, the only two ECA s that control Tier III NOx emissions) from such a postponement. Identical Engine Replacement The Committee approved MEPC.1/Circ.813 (which reflects IACS Unified Interpretation MPC 103) addressing the conditions for accepting replacement of an identical engine. Under MARPOL VI, engines must meet the emission standards in place at the time of the major conversion, except if the engine is replaced by an identical engine. MEPC.1/Circ.813 specifies that an identical engine is an engine which is of the same design and model, rated power, rated speed, use, number of cylinders and fuel system type. Additionally, if the engine being replaced is issued an EIAPP Certificate, then the replaced engine must also belong to the same Engine Group/Engine Family. Otherwise, the engine must have the same NOx critical components and settings. Non-Identical Engine Replacement The Committee approved MEPC.230(65) which sets out conditions that allow deviation from the Tier III standard in the event it becomes necessary to replace a diesel engine with a non-identical engine on or after 1 January Such a replacement engine does not need to meet the Tier III emission limit: provided it is documented that a Tier III engine is not commercially available; or if the space available on board will not accommodate the installation of a NOx reducing device or the heat release from the device adversely impacts the ship because additional ventilation and/or insulation is not possible; or if it incurs an increase in the ship's electrical demand beyond the installed capacity. In determining the feasibility of a Tier III replacement engine, its impact on pertinent characteristics should also be considered, including downstream ship components (drive shafts, reduction gears, cooling systems), electrical systems for diesel generators and other ancillary systems. Engine Replacement MARPOL VI/13 specifies that the NOx Tier standards applicable to a replacement of a marine diesel engine with a non-identical marine diesel engine or the installation of an additional marine diesel engine are the standards in force at the time of the replacement or addition. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, OCTOBER 2013 (VOL.23, NO.1) page 2 of 7

4 Based on IACS Unified Interpretation MPC 98, the Committee approved MEPC.1/Circ.812 which clarifies that the time of the replacement or addition of the engine is: the contractual delivery date of the engine to the ship; or in the absence of a contractual delivery date, the actual delivery date of the engine to the ship (confirmed by a receipt); or in the event the engine is fitted on board and tested on or after 1 July 2016 (a 6 month leeway is provided after the 1 January 2016 entry into force date of the Tier III standard), the actual date that the engine is tested on board for its intended purpose, applies. BALLAST WATER MANAGEMENT BWM Implementation Concerns The BW Management Convention enters into force 12 months after ratification is received from 30 States with 35% of the world s gross tonnage. Currently, 36 States with 29.07% of the world s gross tonnage have ratified the Convention. Because of a number of concerns, in particular the incompatibility of draft operating procedures for ballast water sampling and analysis enforcement versus the Guidelines for type approving BW Treatment Systems, some Governments have been reluctant to ratify the Convention and bring it into force. An earlier concern on the availability of BW treatment systems to meet the estimated 8700 ships (with a ballast capacity not more than 5000 m3) that will be required to have installed and use a BW system on the date of entry into force of the Convention has been adjusted by a new draft Assembly resolution. Subject to adoption by IMO s Assembly in December 2013, the resolution recommends the fitting of such systems at the first MARPOL IOPP Renewal Survey after the dates indicated in Figure 1, (text in red shows the areas of the implementation scheme that were revised). The significant revisions to the implementation schedule agreed by MEPC 65 are: Deletion of the reference to the intermediate survey and only referring to the renewal survey which for some ships affords an additional 2-3 years period before D-2 compliance is required depending on the ships survey schedule. Reference to the MARPOL Annex I IOPP renewal survey as the basis for measurement. Under the current BWM Convention, the survey regime referenced was the BWM survey regime which would have provided a much more narrow period (one year) for compliance as that survey regime would have started with the initial issuance of the BWM Certificate (thereby establishing the BWM survey regime) on entry into force of the Convention. This revised approach is more attractive as it spreads out compliance over a 5-year period for existing ships since they already have established IOPP renewal surveys. Figure 1 Revisions to BWM Implementation Type Approved Systems As of May 2013, IMO reported that there are thirty-three (33) Type Approved BW Treatment Systems available. Twenty-two (22) of these systems use active substances. Filtration has proven to be the weak link in the treatment process, creating pressure drops and delays in the treatment process. Manufacturers of at least four systems are considering modifications to their present filtration system to a newer technology that claims to reduce back pressure and pressure drops. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, OCTOBER 2013 (VOL.23, NO.1) page 3 of 7

5 Systems submitted to IMO for Basic and Final Approval, prerequisites before a Government can type approve the system, continue at a rate of about 10 per year. Final Approvals Granted Final Approvals were granted to three (3) more systems by the Committee: AQARIUS EC BWMS The AQARIUS EC ballast water management system was formerly known as the Hamworthy Aquarius EC ballast water management system when it received Basic Approval at MEPC 64 last year. Hamworthy PLC, the parent company of Hamworthy Water Systems Limited, was acquired by Wartsila. The AQUARIUS BC BWMS utilizes filtration and electrochlorination of seawater resulting in the production of sodium hypochlorite as the disinfectant. During ballasting operations, ballast water is pumped through an automatic back flushing filter equipped with a 40 micron screen where large plankton and other suspended particles are removed. The active substance, sodium hypochlorite, is generated on board through the electro-chlorination of seawater using a side stream feed arrangement. To optimize electrolytic production of sodium hypochlorite, the AQUARIUS EC BWMS is equipped with in line monitors of the side stream to measure and log salinity and temperature. Where a salinity of less than 10 PSU is encountered in the sea chest, the system automatically switches the side stream water source to a ballast tank or another dedicated tank acting as a dedicated seawater source. The side stream sea water temperature can be adjusted through the use of an optional feed water heat exchanger which makes use of waste heat sourced from the vessel s machinery cooling water system. Installation of a heater is recommended for vessels operating in waters where the temperature in the sea water is 15 o C or less to assist in optimizing the generation of the sodium hypochlorite. Through the use of a dosing pump, the seawater side stream containing the sodium hypochlorite is injected into the ballast water downstream of the filter and into a mixer having a maximum dose of 10 mg of TRO/L. The disinfection process begins upon mixing and continues when the ballast water is in the ballast tanks for storage. The sodium hypochlorite will continue to react with organic material in the ballast tank thus inhibiting the regrowth of organisms. When deballasting, the automatic back flushing filter is by-passed and any residual TRO is neutralized by sodium bisulphite before being discharged from the vessel. OceanDoctor BWMS The OceanDoctor BWMS is designed as a combination of filtration, UV irradiation and photo-catalytic oxidation. Fig. 2 - OceanDoctor BWMS Components Incoming ballast water is initially passed through a self-cleaning filter where organisms and particles greater than or equal to 50 microns are filtered out. The water then enters the photocatalytic reaction unit where a low pressure mercury lamp, is utilized as the UV irradiation source, is applied to inactivate the organisms in ballast water. During this process, the UV also irradiates the surface of a photo-catalytic reaction film, which generates hydroxyl radicals. Hydroxyl radicals are powerful oxidants which react with the hydrogen in the cell membrane of the organisms to break up the cell membrane and rupture substances such as protein, carbon hydrates and DNA in the organisms. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, OCTOBER 2013 (VOL.23, NO.1) page 4 of 7

6 When deballasting, the filtration unit and the photo-catalytic reaction unit are not operating and the water in the ballast tanks is pumped out and discharged directly. EcoGuardian BWMS The EcoGuardian BWMS is designed by the Hanla IMS Co. Ltd. and consists of three main units: an automatic back flushing filter unit designed to remove particles larger than 50 microns during ballasting operations, an electrochlorination unit which generates sodium hypochlorite from a side stream of ballasting water which is subsequently injected into the main ballast line; and a neutralization unit which adds a sodium thiosulfate solution to the treated water during deballasting to neutralize the residual TRO. The electro chlorination unit is designed to operate at a seawater salinity of 10 PSU or more. A conductivity sensor is installed at the inlet of the side-stream to monitor the salinity of the influent flow to the electrolyzer. If the salinity of the incoming ballast water is less than 10 PSU, the influent to the electrolyzer is provided from a tank on board the vessel which contains seawater having a salinity of 10 PSU or more. During deballasting the treated water is injected with an aqueous solution of sodium thiosulfate which maintains the maximum allowable discharge concentration of 0.2 mg/l TRO. The EcoGuardian BWMS is equipped with a control system that is capable of monitoring the system, saving log files, the activation/deactivation of various alarms and displaying operational data. Basic Approvals Granted Basic Approvals were granted by the Committee to three (3) more systems which utilize active substances: REDOX AS BWMS The REDOX AS BWMS is composed of a selfcleaning 40 micron filtration unit, an ozone generator, a UV unit and a monitoring and control system. Referring to Figure 1, during the ballasting process the ballast water passes through the 40 micron filtration unit to remove plankton and sediment. A concentration of in situ produced ozone is then in injected into the water. Fig.3 - REDOX AS BW Treatment Principles The amount of injected ozone is controlled by measuring the residual oxidant concentration in the flow before the UV chamber by an Oxidizing Reduction Potential device and/or a TRO on-line instrument. The control system in placed immediately before the UV unit, and provides a feed-back signal to the ozone generator to adjust the ozone production to always exceed the minimum residual oxidant concentration according to the water quality treated, but not exceeding 1.0 mg/l TRO as chlorine. The ozone containing water goes through a UV chamber where medium pressure UV lamps illuminate the water and initiate the breakdown of the ozone and residual oxidant. After exiting the UV chamber the water goes to the ballast water tanks where the unreacted or undissolved ozone gas is vented to the open deck. During discharge, the treated water is subject to UV radiation. Under normal conditions no residual oxidant should be detected at discharge. However, if residual oxidants are present at levels higher than 0.2 mg/l TRO as chlorine, the residual oxidant will be neutralized by sodium thiosulfate before discharge. Van Oord BWMS The Van Oord BWMS is designed to be used with pre-treated water (typically drinking water) in combination with a secondary treatment system using commercially available chlorine. Its intended application is for ships with a ballast water capacity less than 450 m 3 and where infrequent ballasting and deballasting occurs. The concept makes use of drinking water originating from two different sources: a certified land based facility or an onboard water maker. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, OCTOBER 2013 (VOL.23, NO.1) page 5 of 7

7 In both cases the water at intake will be fresh water of drinking quality, hence free of organisms larger than 10 microns. During intake, chlorine is added to achieve the maximum concentration of 5 mg chlorine per liter of ballast water. Prior to discharge, the chlorine concentration of the ballast water is manually determined and, if the concentration exceeds 0.2 mg chlorine per liter, the discharge water is neutralized by adding sodium bisulphite. During discharge, a chlorine analyzer monitors and records the chlorine concentration in the discharge water flow. When the result of the analysis is above the allowed value the discharge pump stops automatically. The chlorine contents are then re-checked and a neutralizing agent (sodium bisulphite) added until the chlorine concentration value is measured below 0.2 mg/l. Blue Zone BWMS The Blue Zone BWMS employs a two-step treatment process consisting of a disinfection and neutralization. Disinfection - Micro sized ozone bubbles, generated by a bubble nozzle during the ballast process, react with the bromine ions in the seawater to generate total residual oxidants (TRO) during ballasting. The micro-size ozone bubbles enlarge the contact surface between the seawater and the ozone gas and are more efficient in eliminating aquatic organisms in the treated water when compared to larger ozone bubbles. The ozone gas in ballast water is injected with a maximum amount of 2.32 mg/l TRO as chlorine. Neutralization - Thiosulfate solution is injected into the deballasting pipe to neutralize the remaining TRO during the deballasting process. The injection rate of the thiosulfate solution is controlled to be below the maximum allowable discharge concentration of 0.2 mg/l TRO as chlorine. MARPOL V GARBAGE MANAGEMENT Cargo hold washwater MARPOL Annex V allows cargo residues, cleaning agents or additives, contained in hold washing water to be discharged overboard under certain conditions provided they do not include any substances classified as harmful to the marine environment by the United Nations Globally Harmonized System for Classification and Labeling of Chemicals. Shipowners reported to the Committee on the difficulties experienced in obtaining declarations identifying cargoes that have been classified as harmful to the marine environment (HME) and on finding reception facilities to receive such cargoes. Based on the above, the Committee issued a Circular that allows cargo hold washwater (including water containing substances classified as HME) to be discharged outside special areas under the following conditions: adequate reception facilities either at the receiving terminal or at the next port of call are not available the ship is en route and not less than 12 nautical miles from the nearest land before washing, solid bulk cargo residue is removed and holds are swept filters are used in the bilge wells to collect any remaining solid particles the discharge is recorded in the Garbage Record Book; and the flag State is notified utilizing the Revised Consolidated Format for Reporting Alleged Inadequacies of Port Reception Facilities (MEPC.1/Circ.469/Rev.2). The Committee tasked its technical subcommittee to compile a list of solid bulk cargoes classified as HME, despite the concern expressed by INTERCARGO that the varied concentrations of mining cargoes, due to different sources of origin, may lead to different results in terms of classification of HME. Garbage Discharge Record The Committee approved revisions to the Record which, subject to adoption at MEPC 66 in April 2014, will provide three unique entries for recording the disposition of garbage according to its category. These entries are for garbage that is discharged to the sea, discharged to reception facilities and incinerated. Previously, garbage discharged to the sea and incinerated was treated as a single entry. This single entry did not allow for consistent reporting which was often questioned by port State control. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, OCTOBER 2013 (VOL.23, NO.1) page 6 of 7

8 E-waste Disposal Amendments to the 2012 Guidelines for the implementation of MARPOL Annex V were adopted as per resolution MEPC.239(65). The amendments now specify that E-waste (e.g., electronic cards, gadgets, instruments, equipment, computers, printer cartridges, etc.) generated onboard the ship is to be separated from the other types of garbage specified by MARPOL Annex V. MISCELLANEOUS Ship Recycling The Committee tentatively agreed to draft revisions of the 2011 Guidelines for the Development of the Inventory of Hazardous Materials which adjust threshold levels for certain hazardous materials. The draft revisions will be further considered by a correspondence group with a view to finalization at MEPC 66 in April These revisions apply to Inventories of Hazardous Materials (IHMs) that are developed or updated after the adoption of the revised levels and are not applicable to existing IHMs and those under development. However, when materials are added to the ship and recorded in the IHM, the revised threshold levels should be applied. Threshold values being discussed include those for asbestos, antifouling systems containing organotin compounds (TBT), Polychlorinated biphenyl (PCBs), Cadmium, Chromium, Lead and Mercury. ODMC s for Bio-fuel Blends Resolution MEPC.240(65), as adopted by the Committee, amends resolution MEPC.108(49) by providing specifications for oil discharge monitoring and control systems (ODMCs) installed on oil tankers for monitoring individual bio-fuel blends containing 75 per cent or more of petroleum oil. As of 1 January 2016, such biofuel blends should be carried in oil tankers with ODMCs complying with MEPC.240(65). GHG Developments IMO is aware of the uncertainties that exist in the 2009 Second IMO Green House Gas Study estimates and projections of GHG emissions from international (excluding domestic) shipping. In particular, the 2009 Study did not take into account the 2008 global economic downturn and it could not differentiate the contribution of GHG from international shipping versus domestic shipping. IMO has agreed that further work is needed using more reliable and up-to-date information from which informed decisions can be made in light of UNEP s emission reduction pathways for CO 2 which aim to keep global warming limited to no more than a 2 C increase target in Following a February 2013 Expert Workshop held at IMO, an update of the 2009 GHG Study, to be completed by March 2014, will use both a bottom-up approach (based on fuel consumption and emissions from individual ship movements) and a less accurate top-down approach (based on fuel sales) in coordination with the UNFCCC which is considering emissions from fuel used for international aviation and maritime transport. Further assessment of the numerous Marketbased Measures (MBM) already proposed has been placed in abeyance until such time as the Updated GHG Study has been completed, reviewed and agreed. Currently, there are numerous proposed MBM s which build on/slightly deviate from the principal MBMs which are categorized as follows: Rebate Mechanism (RM) International Fund for GHG emissions from ships (GHG Fund) Global Emissions Trading System (ETS) Market-Based Instruments: a penalty on trade and development Port State arrangements utilizing the traffic, energy and environment model, STEEM (PSL) Consolidated Efficiency Incentive Scheme (EIS) based on the Leverage Incentive Scheme (LIS) and the Vessel Efficiency System (VES) The Ship Efficiency and Credit Trading (SECT). The first three proposals are based on out-ofsector emissions reductions through the collection of funds to be used for mitigation activities in other sectors that would contribute towards the overall goal of reducing global GHG emissions. This would be needed if an agreed cap is set on ship emissions. The remaining MBM s consider in-sector emission reductions from shipping. ABS REGULATORY AFFAIRS: INTERNATIONAL REGULATION NEWS UPDATE, OCTOBER 2013 (VOL.23, NO.1) page 7 of 7