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i Coatings, Shipping & Fisheries

Emission estimates for diffuse sources Netherlands Emission Inventory

Antifoulants in marine coatings,

merchant shipping and fisheries

Version dated June 2008

NETHERLANDS NATIONAL WATER BOARD - WATER UNIT in cooperation with DELTARES and TNO

ii Coatings, Shipping & Fisheries

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iii Coatings, Shipping & Fisheries

Table of Contents

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1 Introduction and scope 1–1

2 Description of emission source 2–1

2.1 Causes 2–1

3 Explanation of calculation method 3–1

3.1 Activity rates and emission factor 3–1

3.2 Wet surface area 3–1

3.2.1 Calculation of surface areas based on volume 3–3

3.3 Leaching rates 3–5

4 Activity rates 4–1

4.1 Assessment using statistical data 4–1

4.2 Time series, present-2027 4–2

4.3 Annual data setting 4–3

5 Nature of the emission source 5–1

6 Emission factors 6–1

6.1 Emission factors sailing 6–1

6.2 Emission factors in ports 6–1

6.3 Application percentages 6–2

6.4 Time series, 1990-present 6–5

6.5 Annual data setting 6–5

7 Emissions calculated 7–1

7.1 Emission values 2006 7–1

7.2 Emissions 1990-2006 7–2

7.3 Emissions forecast, 2009-2027 7–4

7.4 Comments and changes in regard to previous version 7–5

7.5 Difference in values 7–6

8 Accuracy and indicated subjects for improvement 8–1

8.1 Most significant areas for improvement 8–1

9 Spatial allocation 9–1

9.1 Seagoing vessels and fishing vessels on NCP 9–1

9.2 Seagoing vessels in Dutch territory 9–3

9.3 Fishing vessels in ports 9–4

10 References 10–1

1–1 Coatings, Shipping & Fisheries

1 Introduction and scope

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Biocidal antifoulants in marine ship coatings applied on the exterior of

seagoing merchant vessels and fishing vessels are a source

emissions.Coatings are designed to inhibit organisms attaching and

growing on the exterior surface of the ships hull, and to that end, most

coatings release biocides continuously.

In the National Emission Inventory, this emission is assigned to the

governmental target sector “Transport”. The emissions in question are

Tributyltin, copper and co-biocides (also known as "boosters"). These

co-biocides are components such as diuron and irgarol, which reinforce

the anti-fouling effect of the coating.

This report is based on a previous quantification of emissions of

coatings in shipping and fisheries for the Dutch section of the

Continental Shelf (NCP) and in ports conducted for the Traffic and

Transport Advisory Service (AVV) under the EMS (Emission Inventory

and Monitoring for the Shipping Sector). The quantification in this

report can be considered to be an update of two EMS protocols:

- EMS protocol for Emissions by Shipping and Fisheries: Leaching

of coatings on the NCP (Meijerink, 2003a)

- EMS protocol for Emissions by Shipping and Fisheries: Leaching

of coatings in ports (Meijerink, 2003b)

Here, the quantification of emissions for NCP (Netherlands continental

shelf) and ports is integrated into a single report. The method of

quantification of the two types of emissions is different, however, and

consequently this distinction will be referenced frequently throughout

this report.

This quantification implements a number of recommendations for

improvement of emissions assessment from the protocols listed above,

and also incorporates a few new insights. The most significant changes

in reference to the protocols are:

- Calculation of the Wet Surface Area (WSA) is improved, with a

WSA computed for each individual ship in Dutch waters, taking

partial loading of the ship into account;

- A traffic and transport database based on the Lloyds traffic file

has been created for the NCP, which, in combination of the

WSA per ship, was used to compute the total average WSA

present in Dutch waters;

- Emission factors of the coatings are revised to distinguish

between emissions at sail and emissions at berth;

- Along with historical development in emissions, this report

provides a forecast of emissions up to the year 2027

- The emissions are spatially allocated by body of water identified

in the Water Framework Directive (Water Framework Directive


areas). This protocol describes the method for spatial allocation,

but the result of the spatial allocation is provided as a separate

database.


2 Description of emission source

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2.1 Causes

Biofouling on ship shells In a marine environment, a ship shell becomes covered in a layer of

bacteria almost immediately. This layer is a substrate on which other

organisms, such as algae, can grow. This, in turn, forms a layer that can

serve as a growth medium for all kinds of larger organisms (such as

barnacles), and can ultimately result in the shell being overgrown by

complete mussel beds (see table and figure).

This biofouling leads to accelerated corrosion of the ship shell and

increases sailing resistance, thereby decreasing speed and increasing

fuel consumption.

Tributyltin-based antifouling coatings Antifouling agents are used to inhibit biofouling. In the past, ship shells

were protected using copper, but in the late 60s/early 70s of the

twentieth century, usage of tributyltin, or tributyltin(TBT)-based

became common practice. TBT proved to be an economical and very

effective way of inhibiting biofouling, and within a very short span of

time most seagoing vessels were equipped with TBT-based coatings.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diagram 1 Mechanism for generation of biofouling, initially by micro-organism, followed by second phase of macro-organism

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 1 Extreme forms of biofouling on ship shell


TBT combines good antifouling properties with the benefits of excellent

coating properties, because it can be copolymerised with acrylic-based

paints. Under the influence of seawater, the paint hydrolyzes (dissolves)

very slowly, gradually releasing the TBT in the process. This

characteristic is referred to as "self-polishing," and by building more or

fewer hydrophilic/hydrophobic groups into the acrylic structure, the

speed of release of the TBT can be precisely regulated. TBT-based

coatings have proven to retain sufficient activity over the five years

between prescribed maintenance.

In the nineties of the previous century, however, it became clear that

TBT had unexpected environmental side effects, and more and more

regions began banning TBT. In 2001, a convention was signed by the

IMO (International Maritime Organisation) banning new application of

TBT effectively from 2003, and banning the sailing of ships with TBT-

based coatings from 2008 on. This convention had yet (as of this

writing, 2007) to be ratified by many of the participating member

states, including the Netherlands.

At the European level, EU regulation 782/2003 is now in force, banning

the use of TBT-based coating on any ship flying the flag of any EU

member state.

The Dutch fisheries sector has signed a covenant agreeing that no TBT-

based coating will be used as from 2000 and that as from 2003, no

TBT-based coating may be found in the active top layer.

Cu-based antifouling coatings After the ban on TBT-based paint was announced, the paint industry

began developing potential alternatives, most based on Cu2O as active

component, in some cases supplemented with ZnO and "co-biocides"

such as diuron, irgarol, dichlofluanide and chlorothalonil.

Developing a TBT-free coating was non-trivial. It proved to be difficult

to produce a coating that had both good anti-fouling properties (active

and regular discharge of active components) as well as the properties of

good paint (good adhesion, mechanically strong, resistible to

alternating exposure to sunlight and seawater). Consequently, vendors

developed different solutions, as a result of which it is difficult to

generalise "TBT-free, copper-based coatings."

Diuron and Irgarol were initially the most commonly used co-biocides,

mainly due to cost considerations, but these components prove to be

slowly degradable in the aquatic environment. As a result, products

with diuron and irgarol are no longer permitted by many countries, and

many coating manufacturers no longer supply these products. The

regulations and approval policy on co-biocides is, however, extremely

fragmented (even within the EU, there are significant differences) and

for this reason it is difficult to provide a summary.

Other developments: non-stick coatings One promising new development is the non-stick coating. These are

very slick coatings, often based on siloxans, and are to some degree

comparable with the non-stick layer found on some frying pans. These

coatings are so slick that biofouling has difficulty adhering to the ship's


shell, and at sailing speeds the movement of the water washes the

biofouling off of the shell. Initial experiences recently gained with non-

stick coatings are promising, particularly for fast-moving ships like

container ships and passenger ships. These coatings are now found in

the product ranges of most successful coating suppliers, and their

implementation appears to be successful.


3 Explanation of calculation method

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3.1 Activity rates and emission factor

This chapter addresses the method of calculation used to arrive at the

emission assessment. Emissions are ultimately calculated as the product

of an activity rate and an emission factor.

emission = activity rate * emission factor

The activity rate is the wet surface area (WSA) (in m2) on average

present in Dutch waters at any given time. The emission factor is the

leaching rate of TBT, Cu and co-biocides, expressed here in µg cm-2

day-1.

In the calculations, the activity rate for different years was estimated

taking into account the trend in wet surface area and application rates

of the various technologies/coating types.

ARx,c = ARy x APPx,c x TRENDxy

Where:

ARx,c = activity rate of coating type (c) in year (x)

ARy = total of activity rates in base year (y)

APPx,c = application fraction of coating type (c) in year (x)

TRENDxy = trend factor of AR in year x in relation to base

year (y)

The calculation system used is addressed in general terms in the

"method" section. Chapters 5, 6 and 7 cover the activity rates, the

emission factors and the emissions.

3.2 Wet surface area

If the dimensions of the ship are known, the wet surface area can be

calculated by any of several different methods:

• The Denny-Mumford equation (Man-Diesel, 2002; Kuiper,

2003a,b) was derived by Mumford at the end of the 19th

century using tests of ship models in Denny's experimental

(1750 m3) water tank in Scotland. In Denny-Mumford, the wet

surface area is calculated from the length, depth and a block

coefficient (the ratio of the actual volume of the hull and the

product of length x width x depth)

• The Komsi comparison (Koivisto, 2003; OECD, 2005) based on

observations of actual ships in Finland


• The Holtrop-Mennen equation (Holtrop, 1977) is the most

recent method for determining the wet surface area. This

formula is based on the same type of measurements as Denny-

Mumford, factoring in additional insights from hydrological

theory. The Holtrop-Mennen coefficients are obtained through

regression analysis of MARIN model tests

• The ratio from Van Hattum et al. (2002) is more of a first order

approach to the wet surface area, based on a simplified ship

model.

In this study, the methods are compared for the group of Bulk Carriers

in the Lloyds register. The results of the comparison are shown in the

figure below. The volume of all ship's enclosed spaces is expressed in

GT (gross tonnage) to the power of two-thirds.

Bulkers: GT^2/3 vs. oppervlak

0

5000

10000

15000

20000

25000

30000

35000

0 500 1000 1500 2000 2500 3000 3500

grootte^2/3 (GT)

op

perv

lak (

m2)

Denny Mumford

Van Hattum

Komsi

Holtrop-Mennen

Average surface % of Holtrop

Mennen

Denny-Mumford 9072 98%

Van Hattum 7735 84%

Komsi 9250 100%

Holtrop-Mennen 9223 100%

For bulk carriers, the results using Denny-Mumford, Holtrop-Mennen

and Komsi are very similar. The Van Hattum model produces different

results. Because Holtrop-Mennen seems to be the most theoretically

sound, the most recent and in keeping with Komsi and Denny-

Mumford, this model is recommended.

Holtrop-Mennen calculates the wet surface area as follows:

WSA = L(2D+W) x sqrt(CM) x (0.530+0.632CB-0.360(CM-0.5)-

0.00135L/D)

Where:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2 Comparison of the results of different methods of establishing wet surface area for the group Bulk Carriers

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 1 Comparison of the results of different methods of establishing wet surface area for the group Bulk Carriers .

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Equation 1

The Holtrop-Mennen comparison


WSAmax : wet surface area at design draught

D : design draught of the ship

L : length of the ship measured between midship perpendiculars

W : width of ship at widest point

CM : surface area coefficient of the largest rib: the transverse

section measured at the widest rib of the ship divided by the

surface area defined by W x D at the largest rib

CB : the block coefficient of the ship: volume of the ship divided by

the block defined by L x W x D

Values for CM and CB for the various vessel types are shown in table 2.

Vessel type CB CM

Barge 0,9 0,98

Bulk carrier 0.85 0.98

Tanker 0.85 0.98

General cargo 0.75 0.95

Container ship 0.7 0.95

Ferry 0.7 0.95

3.2.1 Calculation of surface areas based on volume

The current standard of ship measurement is gross tonnage (GT1).

A ship twice as long is generally also approximately twice as wide and

twice as deep. The relationship between volume and vessel length is

therefore a third exponent. The relationship between surfaces and

length is a second exponent. Consequently a relationship between

surface and vessel volume to the power of two-thirds may be expected:

WSAmax ~ Volume2/3

Where WSAmax is the wet surface area at design draught.

Upon further elaboration, this is also shown to apply for most vessel

types across a very wide range of vessel sizes. The wet surface can

therefore be expressed as a function of ship size in GT:

WSAmax = C GT2/3

The value of the constant C differs from vessel type to vessel type.

Table 3 presents an overview of the results.

1 Ship size is often expressed in gross tonnage (GT). This gross tonnage is calculated as K * V,

where V is the gross volume of the ship and K is a correction factor, calculated as 0.2 +

0.0210logV .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 2 Coefficients for use in Holtrop-Mennen equation

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Equation 2 Determination of wet surface area based on vessel size


type no. Vessel types (Sampson description

2006)

surface area

1 Tankers (single and double-walled) WSAmax = 9,62

GT2/3

2 Chemical tankers (single and double-

walled)

LPG tankers

WSAmax = 9,35

GT2/3

2a LNG tankers WSAmax = 7,47

GT2/3

3 Bulk carriers WSAmax = 9,70

GT2/3

4 Container ships WSAmax = 8,57

GT2/3

5 General dry cargo WSAmax = 8,76

GT2/3

6 Passenger ships and ferryboats WSAmax = 5,20

GT2/3

6a Unitised Ro-ro WSAmax = 6,60

GT2/3

7 Reefers WSAmax = 10,2

GT2/3

8, 9, 0 Other; supply ships; non-commercial

ships

WSAmax = 8,40

GT2/3

Fishing vessels WSAmax = 8,63

GT2/3

3.2.2 Correction for incomplete draught

The wet surface areas above are wet areas when fully loaded, which

also puts the ship at design draught. If draught is not full, actual wet

area can be calculated from the actual wet area and the percentage

draught (%T)2:

2 Derivative; the average ratio of maximum draught (Tmax) and vessel

width (B) is 1:2.6. The maximum wet area can initially be estimated as

WSAmax = constant * (2Tmax + )B = constant * (2Tmax + 2.6Tmax) =

constant * 4.6Tmax. Tmax = WSAmax/(constant * 4.6)

In the same way, the actual wet surface area (WSA) is equal to

constant * (2Tmax * %T + B) = constant * (2Tmax * %T + 2.6Tmax) =

constant * Tmax (2%T +2.6).

Combining the two comparisons results in WSA = WSAmax (2 * %T

+2.6)/4.6

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 3 Calculation of wet surface areas when fully loaded, for each vessel type


WSA = WSAmax (2 * %T +2,6)/4,6

Estimates of relative draught for the various ship types upon arrival and

departure are obtained from MARIN (Van der Tak, 2006).

3.3 Leaching rates

The emission factor is the leach rate of the coating. In this

quantification, three types of coating are distinguished:

- TBT-based coatings, very common up to 2003. TBT-based

coating also contains large amounts of copper, so a Copper

leaching rate is also defined for this coating. As a rule, TBT-

based coatings contain no additional biocides.

- Cu-based coating. In this study, this term is reserved for TBT-

free coatings with Copper as their primary active anti-fouling

component. Because Copper alone is not sufficiently active,

these coatings generally have co-biocides added.

- Non-stick coating: an ultra-slick coating onto which organisms

cannot stick. Any growth that does occur is washed away when

sailing. This is a recent development that proves to be effective

with fast-moving ships.

In recent years, there has been a great deal of attention to the actual

leaching rates of active components in the coating. A list of these rates

is found in table 4.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Equation 3

Correction for incomplete draught


Component Leach rate

µg/cm2/day

Type of measurement Reference

TBT 0.5 – 2.1 flume and rotary test

system

Thomas et al., 2003

1.5 – 4 ASTM test system Fisher et al., 1997

2.5 model Marina Johnson en Luttik,

1994

0.1 – 5 model Harbor Willingham en

Jacobson, 1996

1.3 – 3.0 model ships > 25m Lindgren et al.,

1998

4 model Stronkhorst, 1996

Cu 18 – 21 flume and rotary test

system

Thomas et al., 2003

25 – 40 ASTM test system Johnson en Luttik,

1994

49 ± 17 ASTM Round robin;

mean ± SD of 5 labs

Finnie, 2006

4 – 6 a modified ASTM test Berg et al., 1995

1-20 not specified Hare, 1993

8 – 25 model ships > 12m Lindgren et al.,

1998

37 – 101 model ships > 25m Lindgren et al.,

1998

3.0-6.4 b In-situ leaching rates for

naval ships

Finnie, 2006

Irgarol 2.6

5.0

flume test system

ISO test system

Thomas, 2001

2 – 16 model marina Ciba, 1995

5 model marina Scarlett et al., 1997

Sea-Nine 211 3.0

2.9

flume test system

ISO test system

Thomas, 2001

1 (0.1 – 5) model harbor Willingham en

Jacobson, 1996

2.5 field and model study Scarlett et al., 1997

Zinc pyrithione 3.3 ISO test system Thomas, 2001

Diuron 0.8

3.3

flume test system

ISO test system

Thomas, 2001

Dichlofluanid 0.6

1.7

flume test system

ISO test system

Thomas, 2001

TCMS pyridine 0.6

3.8

flume test system

ISO test system

Thomas, 2001

(a) after 21 days. For the first 21 days, leach rates of 7 – 61 µg/cm2/day were observed.

(b) summary of leach rate on actual ships, determined using dome method on 5 ships

with an in-service period from shipyard of < 300-758 days, in various studies.

The measurement methods used to obtain these results are not in all

cases directly comparable. Additionally, not all measurement methods

are equally representative of leaching in practice, which makes it

difficult to derive emission factors. One of the most difficult aspects is

that the leaching of a coating is initially very high before diminishing to

a level 5-10 times lower over the course of 1-2 years. Many

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 4 Leaching rates of various types of anti-fouling coating, from the literature.


measurements in the literature (including the "flume and rotary"3 tests,

standardised by ASTM and ISO) only analyse the initial leaching of a

freshly applied coating, and so are not representative.

Along with these ASTM/ISO measurements, several more long-term

leaching experiments were conducted, in which the leaching of coating

was tracked for several years. This kind of experiments is often

conducted in a port, in actual seawater. An example of such a test is

shown in figure 3, in which a number of different coatings were applied

to a cylinder in the port of San Diego (Valkirs et al., 2003). The cylinder

was rotated and kept still for alternating periods. Initially high emissions

of 16-56 µg Cu cm-2 day-1 quickly dropped off sharply to values of 7-20

µg Cu cm-2 day-1 and then, more gradually, to lower values of 5-10 µg

Cu cm-2 day-1. After a dynamic period, Copper leaching was observed

to be higher than after a static period.

There are also a number of in situ measurements of ship coatings

available from a number of years after application. Finally, there are

mass balance calculations available: an estimate of leaching based on

the amount of coating applied and the composition and lifetime of the

coating.

Looking across the entire range, the results for Copper in particular vary

widely.

- ASTM/IPO flume and rotary tests show high leaching rates, on

the order of 20-50 µg Cu cm-2 day-1

- More long-term tests and mass balance calculations show

leaching rates on the order of 8-15 µg Cu cm-2 day-1

- In situ tests produce leaching rates on the order of 3-6.5 µg Cu

cm-2 day-1

The considerations above ultimately result in the emission factors

shown in Chapter 6.

3.3.1 Co-biocides in Copper-based paint

3 Generally performed by applying a coating to a cylinder and then rotating it in artificial

seawater.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3 Development of Cu leaching of various coatings under alternating dynamic and static conditions (Valkirs, 2003).


There is no directly useable information available to estimate the

incidence of various anti-fouling products on ships in Dutch waters.

Information on the market share of a specific product is company-

confidential, and paint manufacturers only report this to the institutions

charged with approval of the specific product in their country.

In the Netherlands, there are currently (as of this writing, 2007) 18

different paint products approved, with, in addition to copper (I) oxide,

a further 4 other active ingredients (pesticide database CTGB,

www.ctgb.nl):

Dichlofluanide

Irgarol

Zinc pyrithion

Zineb

There are significant differences in approved products across different

European countries (Readman, 2006), with notable shifts over time in

each country. The web site of associated paint manufacturers and

producers of TBT substitutes (www.antifoulingpaint.com) includes an

overview of the approval requirements for a number of major countries

and areas. There are no specific data on the production of antifouling

paints at the European or worldwide level available via sector

organisations such as CEPE. The annual reports of CEPE

(www.cepe.org) only offer aggregate data of the total of marine

coatings available. Likewise, port authorities have no information on

the various types of products used on ships calling in their ports.

At the worldwide level, five companies account for roughly 90% of the

market for anti-fouling agents (Morrison, 2005): International Paint

/Akzo-Nobel (UK), Jotun (Norway), Hempel (Denmark), SigmaKalon

(Netherlands), and Chugoku (Japan). All five discontinued the supply of

paints containing organotin in the period between 1999 and 2003. In

1999, CEPE issued a report with a list of 26 substances in use as and

potential candidates for active components in antifouling paints (CEPE,

1999). In practice, there are some 10-15 agents most commonly used

by paint manufacturers in the various coatings. The web site

www.antifoulingpaint.com lists the following active agents in addition

to copper(l)oxide:

zinc and copper pyrithione (Arch Chemicals Inc.; trade names: ZPT,

CuPT, Omadine)

dichlofluanide and tolylfluanide (Bayer Chemicals),

irgarol (Ciba),

Sea-Nine 211 (Rohm & Haas).

A recent survey by Okamuro and Mieno (2006) provides an overview

of the level of application of antifouling systems in Japan, which ratified

the IMO convention in 2003. The Japanese Association of Paint

Manufacturers (JAPM) has produced a list of 15 agents approved for

use in Japan (in addition to copper (I) oxide) and found in

approximately 380 different paint products:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 5 Co-biocides approved in the Netherlands

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 6 Most commonly used co-biocides worldwide, according to CEPE


Cu-pyrithion Diuron dichlofluanid

Zn-pyrithion Sea-Nine 211 CuSCN

TPBP (Borocide-P) Irgarol Ziram

TCPM (tris(4-chloro-

phenyl)methanol

TPN (2,4,5,6-

tetrachloro-

isophtalonitrile)

Zineb

Thiram Densil NACS (naphtalenic

acids, copper salts)

The organic agents are effectively all used in combination with Cu2O.

Some products contain combinations of up to 4 different biocides.

Based on the data from Okamura and Mieno (2006), the following

distribution emerges:

Biocides proportion

None 21

1 60

2-biocide combination 200



The Japanese study does not provide quantitative information on the

distribution of the individual agents (this for the purposes of preventing

unfair competition). Insofar as known, diuron will no longer be

approved as a growth inhibitor in most countries. TPBP and TCPM

appear to have specific relevance for the Japanese market. TPBP

(Borocide-P) may become relevant in the future, in view of the recent

announcement of cooperation between companies

(http://www.archchemicals.com/Fed/BIO/Products/borocidep.htm).

Chapter 7 lists the biocides for which the emissions are estimated in the

emission calculation.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 7 Co-biocides approved in Japan

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 8 Overall composition of Cu-based antifouling with co-biocides (number includes copper (I) oxide).


4 Activity rates

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4.1 Assessment using statistical data

The method for assessment of the activity rates is taken directly from

the relevant tables from the previous versions of this protocol

(Meijerink, 2003a,b). This means that the wet surfaces are estimated by

means of the number of vessels according to the Statistics Netherlands

(CBS), multiplied by the average surface per ship. The wet surface area

in 2004 was calculated in detail from the geographic files. See chapter

10 for the derivation of this figure. The result is considered determinate

for the base year in question. This means that all other emissions are

scaled against this result. Here, too, the number of vessels is taken from

the Statistics Netherlands. This revealed that minor changes had crept

into the files since 2003.

NCP

Seagoing vessels

2004 = 735709

NCP

Fishing vessels

2000 = 65551

Year

Number AR(m2) Trend Number EVE(m2) Trend

1990 45920 766976 1.04 639 76716 1.17

1995 44056 735843 1.00 563 67592 1.03

2000 42087 702955 0.96 546 65551 1.00

2004 44048 735709 1.00 473 56787 0.87

2005 43189 721362 0.98 441 52945 0.81

2006 44011 735093 1.00 440 52825 0.81

NCP

Seagoing vessels

2004 = 757087

NCP

Seagoing vessels

2004 = 128559

Year

Number AR(m2) Trend Number EVE(m2) Trend

1990 45920 789263 1,04 639 173677 1,35

1995 44056 757225 1,00 563 153021 1,19

2000 42087 723382 0,96 546 148400 1,15

2004 44048 757087 1,00 473 128559 1,00

2005 43189 742323 0,98 441 119862 0,93

2006 44011 756451 1,00 440 119590 0,93

The values above are compiled from the totals of the values for Dutch

seaports. This total is higher than the annual total figure published by

Statistics Netherlands, because a ship may call at multiple ports. The

values above include all calls. The data goes back to the year 1996. For

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table 9 Activity rate (AR) for Seagoing Vessels and Fishing Vessels on North Sea

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table 10 Activity rate for Seagoing Vessels and Fishing Vessels sailing from/to/in ports


years prior to 1996, the Statistics Netherlands does not publish online

statistics, so these values are estimates. The following ports are included: Amsterdam, Delfzijl en Eemshaven,

Dordrecht, Harlingen, IJmuiden, Klundert, Moerdijk, Rotterdam,

Scheveningen, Terneuzen, Vlaardingen, Vlissingen, Zevenbergen and

Zaanstad.

4.2 Time series, present-2027

The trend in the activity rate (wet surface area) is dependent on two

factors: - trends in ship activities - trends in ship size

Ship activities A forecast for trends in ship movements can be based on CPB

scenarios. Their scenario document Welvaart en leefomgeving (CPB et

al., 2006) outlines a trend in the quantity of goods stored in the ports.

The trend in ship movement (in tonne-km) is assumed to be directly

related to this stored quantity of goods.

The Global Economy scenario is selected, which entails the assumption

that during the period from 2002 to 2040, shipping activities will more

than double (2% growth per year).

In the same period, the fisheries sector is expected to shrink 50% (2%

per year until 2040).

Trend in vessel size Trends in vessel size are important for tracking the development of

leaching from antifouling. Growth in average vessel size means a

decrease in total wet surface (at equal total tonnage), because larger

ships have relatively less surface area than smaller ships. The

development of vessel size per vessel type is based on trends in average

vessel size over the past 20 years. Looking at these trends reveals that

for a number of vessel types, there has been no growth in this period,

while others have grown by 20-30%.

- Vessel types that have seen no significant growth are: Tankers

for chemicals and oil products, bulk carriers, reefers and

miscellaneous, non-merchant. For these vessel types, no growth

will be assumed for the coming 20 years.

- Vessel types that have seen growth are: oil tankers, OBO,

container ships, general dry cargo ships, ferryboats, passenger

ships/ro-ros and fishing vessels. For these vessel types, a 20%

growth in vessel size will be assumed for the coming twenty

years.

Trends in wet surface area Combination of the growth in vessel activities and average vessel size

results in the index values as compared to 2004 shown in the table


below. The result of growth in average vessel size is that ultimately, the

growth in WSA will be curtailed somewhat. This is because larger ships

have slightly less surface area per unit of cargo capacity than smaller

ships.

Year Index figure WSA

vessels with no

significant vessel

growth1

Index figure WSA

vessels with

significant vessel

growth2

Index figure WSA

fishing vessels

2004 100 100 100

2009 110 107 88

2015 124 116 76

2021 139 125 65

2027 156 135 56 1) Tankers for chemicals and oil products, bulk carriers, reefers and

miscellaneous, non-merchant. 2) Oil tankers, OBO, container ships, general dry cargo ships, ferryboats,

passenger ships/ro-ros and fishing vessels.

4.3 Annual data setting

Source for annual updating of data

Data on the number of calling ships and the size of the fishery fleet are

updated annually against actual data from Statistics Netherlands.

The emissions calculated can be easily updated based on recent annual

values of the number of calls of seagoing and fishing vessels. These

values are published annually by Statistics Netherlands.

Description of data supply pathway

The data can be obtained from Statistics Netherlands in two ways. The

first is with the assistance of Statistics Netherlands help desk, which is

available to take questions on any published values by phone and e-

mail. The second method is to use Statistics Netherlands's StatLine

database, which can be accessed via the internet. The data required are

found under the main group Bedrijfsleven ("Industry") by selecting the sub-groups Verkeer, vervoer en communicatie ("Traffic, transport and communication" and then Personen- en goererenvervoer ("Passenger and goods transport"). Under this group, select zeevaart ("sea transport") and then zeevaart, kwartaalcijfers ("sea transport, quarterly values"). To obtain the correct values, under the Periodes ("Periods") tab select the annual totals from 1996 through 2006, and under the

Belangrijkste Nederlandse havens ("Biggest Dutch ports") tab, select all

individual seaports. Do not select Nederland totaal (All Netherlands)

under the "Biggest Dutch ports" tab. All Netherlands does not include

double calls in port.

For the fishery fleet, select the main group Bedrijfsleven ("Industry") and then the group Landbouw en visserij ("Agriculture and fisheries").

Then select Visserij ("Fisheries"). Under this group, select Zee- en kustvisserij ("Sea and coastal fisheries"). To obtain the correct values, under the tab Onderwerpen ("Subjects"), select Vloot ("Fleet") and

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 11 Activity rates for the years 2004 through 2007


then Aantal schepen ("Number of ships"). All types must be selected.

Under the Periodes ("Periods") tab, select the desired years. Use of this database and the help desk is free. StatLine does not include

any values for sea transport and traffic from before 1996. Older values

may be requested from the information desk.

Sources for updating of data for spatial allocation

If the spatial allocation must be updated, two data sources are required:

1. For the Dutch shipping lanes and ports, the database for

calculation of atmospheric emissions must be used.

2. To update spatial distribution data on the NCP, the MARIN

traffic and transport database must be used.

Both of these functions will most likely require specialist assistance.

For the calculation of the wet surface area on the NCP, the traffic and

transport database from the risk model SAMSON is the source for

periodic updating against actual values.

Calculation of the wet surface area of the ships relies on the data from

the SAMSON traffic and transport database. The basic data for the

traffic and transport database over the year 2004 were derived from

Lloyds. Regarding high cost, these basic data will only be purchased

periodically. Updating of the Lloyds database does not result in major

changes in wet surface area. MARIN converts the Lloyds data into a

traffic and transport database. In the future, this database will be based

on AIS data (whether or not this data will still have to be acquired from

Lloyds is uncertain). The traffic and transport database is available from

MARIN or the Traffic and Transport Advisory Service AVV (E. Bolt). Up

to now, the Lloyds database has been used to create a new traffic and

transport database approximately once in four years.


5 Nature of the emission source

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The emission source, the coating, has the spatial character of a diffuse

source. As a whole, the emission source can be essentially considered a

line source along the seaways on the NCP, with strength proportional

to the annual wet surface area travelling those routes annually. The

fisheries sector is an additional diffuse source.


6 Emission factors

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.1 Emission factors sailing

As described in chapter 2.4, the results of ASTM/IPO flume and rotary

tests are not representative of average leaching in practice. The results

of more long-term tests, mass balance calculations and in situ tests, on

the other hand, do appear to be representative. Consequently, the

following emission factors will be adhered to in this study.

Type of coating/component Leaching rate in µg Cu cm-2 day-1

TBT-based coating

- TBT 4

- Cu 7

Cu-based coating

- Cu 10

- co-biocides 1,5

non-stick coating

- none -

After consultation with Dutch paint manufacturers and members of the

Antifouling Working Group of the European Paint Makers Association

(CEPE-AFWG), the proposal was made to initially assume the following

agents, and failing quantitative information, apply a proportionate

distribution as fraction of the co-biocides. This group of 9 components

does not include diuron. According to information obtained, diuron is

primarily applied as co-biocide for use on pleasure craft.

Zinc pyrithion/Copper

pyrithion

Seanine Tolylfluanide

Dichlofluanide Irgarol Zineb

Copper thiocyanate Dichlofluanide

There is no information on the present market share of the various

types of paint.

6.2 Emission factors in ports

While at berth, the leaching of active components is less than when at

sail, because the substance transfer and the self-polishing mechanism

of the paint is activated by passing water. The decrease of the leaching

over time, however, depends on the duration of berth, and is accrued

in the first 10 days (Yebra et al., 2006). This is because micro-

organisms appear to build up a biofilm on the ship's shell while at

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 12 Leach rate conclusions. Emission factors as applied in this study

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 13 Conclusion: co-biocides assumed in this study.


berth. Additionally, the decrease of the leaching while at berth depends

strongly on the coating applied. For self-polishing coatings, for

example, the effect will be greater than for coatings based on another

active mechanism.

There are no real measurement data available on which to base an

estimate of the decrease in leaching when moored in port. During static

periods of a month, a decrease of over 50% from dynamic periods is

sometimes observed (Valkirs et al., 2003). Using simulation and model

studies, Kiil et al. (2002, 2003) arrive at the same difference of

approximately 50% for Cu and TBT, and report a significant lag effect

on a time scale of several days.

Most larger ships, however, are at berth for much shorter periods,

which makes a 50% decrease seem to be a rather high estimate. For

this reason, this study assumes a decrease of 25%. This means that

emission factors for mooring in port are estimated at 75%4 of emissions

at sail.

6.3 Application percentages

Application of coating types is changing constantly, driven by changes

in regulations, increasing environmental consciousness among paint

manufacturers and shipowners and technological innovation in

coatings. An estimate of the application of the three types of coatings

over time is shown in figures 4, 5 and 6.

In 1998, an estimated 70% of the coating used was TBT-based

(Meijerink, 2003; DNV, 1998). According to the industry (Van Hattum),

at that time 85% of ships were equipped with TBT-based coating, with

a slight decline in the pre-2003 period.

In the period of 1998-2003, application of TBT-based coatings was

already an issue of discussion, as a result of which some shipping

companies were already switching over to Cu-based coatings.

Greenpeace (2000) reports that in 2000, investigation at the ports of

Antwerp, Rotterdam and Hamburg revealed that of 6 major shipping

companies, two were entirely TBT-free, two were partially TBT-free and

two still had TBT in general use (one of these being Maersk). In spring

of 2000, Maersk announced that it was switching to TBT-free coatings,

and as of 2006 claimed to be entirely TBT-free (Maersk, 2006).

The worldwide ban on TBT-based coatings came into effect in 2003.

Although this ban has not, as of this writing (2007), been ratified

worldwide, for the paint manufacturing sector this was reason enough

to proactively develop alternatives and take TBT-based coatings out of

production. As a result, from 2001-2003 there was almost no further

production of TBT-based antifouling coatings, and after that time

existing stocks were most likely exhausted. The lifetime of TBT-based

4 The industry claims that the decrease in leaching is potentially greater, although they also

lack any quantitative information in this area.


coatings is approximately 3-5 years, so full phase-out of TBT-based

antifouling on ship shells can be expected by the 2008-2010 period.

Initial reports of successful trials with non-stick coatings, in particular

on fast-moving ships, began appearing around 2005. At this point, so

much confidence in this type of paint has been generated that high-

profile ships such as the “Emma Maersk” (world's largest container

ship) are using it. Another indication of the success of non-stick

coatings is that the “APL Jeddah” is certified for sailing with Hempasil

with a maintenance interval of 10 years. Non-stick coatings are also

being given a boost by the rise in fuel costs: although this coating is

somewhat more expensive than Copper-based coatings, its good anti-

fouling properties mean savings on fuel, earning back the higher cost

fairly quickly. Non-stick coatings seem to become a success story.

Consequently, we assume that in 2020, 95% of all fast-moving ships

and 15% of all other ships (40% of the total fleet) will be equipped

with non-stick coatings.

s n e l v a r e n d e s c h e p e n

0 %

1 0 %

2 0 %

3 0 %

4 0 %

5 0 %

6 0 %

7 0 %

8 0 %

9 0 %

1 0 0 %

1 9 9 01 9 9 6

1 9 9 82 0 0 0

2 0 0 22 0 0 4

2 0 0 62 0 0 8

2 0 1 02 0 1 2

2 0 1 42 0 1 6

2 0 1 82 0 2 0

2 0 2 22 0 2 4

t i j d

toe

pa

ss

ing

sp

erc

en

tag

e

a n d e r s / n o n - s t ic k

C u - h o u d e n d

T B T - h o u d e n d

l a n g z a a m v a r e n d e s c h e p e n

0 %

1 0 %

2 0 %

3 0 %

4 0 %

5 0 %

6 0 %

7 0 %

8 0 %

9 0 %

1 0 0 %

1 9 9 01 9 9 6

1 9 9 82 0 0 0

2 0 0 22 0 0 4

2 0 0 62 0 0 8

2 0 1 02 0 1 2

2 0 1 42 0 1 6

2 0 1 82 0 2 0

2 0 2 22 0 2 4

t i j d

toe

pa

ss

ing

sp

erc

en

tag

e


C u - h o u d e n d


In the fisheries sector, the switch to TBT-free paints was probably made

faster. The Dutch fisheries sector signed a covenant agreeing that no

TBT-based coating would be used as from 2000 and that as from 2003,

no TBT-based coating would be permitted in the active top layer (O&C,

2000). However, compliance with this commitment was not monitored

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4 Development of application of various antifouling coatings for fast-moving ships and forecast for future developments.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 5 Development of application of various antifouling coatings for slow-moving ships and forecast for future developments.


(Meijerink, 2003a,b), so no quantitative data on implementation are

known. Consequently, Meijerink assumes a limited effect for 2001 and

2002. In view of the relatively short maintenance interval for fishing

vessels and the difficulty of obtaining TBT-based paint, a sharp drop in

the use of TBT on fishing vessels after 2003 is assumed.


v i s s e r i j s c h e p e n

0 %

1 0 %

2 0 %

3 0 %

4 0 %

5 0 %

6 0 %

7 0 %

8 0 %

9 0 %

1 0 0 %

1 9 9 01 9 9 6

1 9 9 82 0 0 0

2 0 0 22 0 0 4

2 0 0 62 0 0 8

2 0 1 02 0 1 2

2 0 1 42 0 1 6

2 0 1 82 0 2 0

2 0 2 22 0 2 4

t i j d

toe

pa

ss

ing

sp

erc

en

tag

e


C u - h o u d e n d


6.4 Time series, 1990-present

For the time being, no research into the trend in emission factors is

required. The main issue is the degree of use of materials, which has

been sufficiently addressed in the preceding section.

6.5 Annual data setting

The application percentages as indicated above may be used

provisionally. A new inventory of developments in the shares of the

various coating types and corresponding emission factors every five

years is recommended.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . Figure 6 Development of application of various antifouling coatings for fishing vessels and forecast for future developments.


7 Emissions calculated

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1 Emission values 2006

Emissions for 2006 for the ships in the spatial distribution database are

shown in tables 14 and 15.

Name of substance

Sailing on NCP Sailing from/to/in ports

Moored in ports Final total

Copper 22796 4704 14060 41560

Tributylin compounds 3327 684 2066 6077

Dichlofluanide 365 75 224 664

Irgarol 365 75 224 664

Tolylfluanide 365 75 224 664

Copper thiocyanate 365 75 224 664

Seanine-211 (kathon) 365 75 224 664

Zineb 365 75 224 664

Zinc pyrithion 365 75 224 664

Name of substance Sailing on NCP Moored in ports

Final total

Copper 1587 3113 4700

Tributylin compounds 0 0 0

Dichlofluanide 34 67 101

Irgarol 34 67 101

Tolylfluanide 34 67 101

Copper thiocyanate 34 67 101

Seanine-211 (kathon) 34 67 101

Zineb 34 67 101

Zinc pyrithion 34 67 101

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . Table 14 Emissions by coatings of seagoing vessels in 2006 (kg/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . Table 15 Emissions by coatings of fishing vessels in 2006 (kg/year)


7.2 Emissions 1990-2006

Tables 16-20 below show the emissions by coatings on seagoing

vessels and fishing vessels for the years 1990 through 2006 for both

the NCP and the Dutch ports and shipping lanes.

Name of substance 1990 1995 2000 2005 2006

Copper 19489 18698 18245 21416 22796

Tributylin compounds 9518 9132 8211 4634 3327

Dichlofluanide 60 58 83 286 365

Irgarol 60 58 83 286 365

Tolylfluanide 60 58 83 286 365

Copper thiocyanate 60 58 83 286 365

Seanine-211 (kathon) 60 58 83 286 365

Zineb 60 58 83 286 365

Zinc pyrithion 60 58 83 286 365


Copper 4009 3847 3754 4415 4704



Irgarol 12 12 17 59 75



Seanine-211 (kathon) 12 12 17 59 75

Zineb 12 12 17 59 75



Copper 12051 11562 11283 13220 14060



Irgarol 37 36 51 175 224



Seanine-211 (kathon) 37 36 51 175 224

Zineb 37 36 51 175 224


. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . Table 16 Emissions by coatings of seagoing vessels on NCP in the period in 1990-2006 (kg/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . Table 17 Emissions by coatings of seagoing vessels sailing from/to/in ports in the period in 1990-2006 (kg/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . Table 18 Emissions by coatings of seagoing vessels moored in ports in the period in 1990-2006 (kg/year)



Copper 1689 1488 1474 1565 1587



Irgarol 5 5 7 32 34



Seanine-211 (kathon) 5 5 7 32 34

Zineb 5 5 7 32 34



Copper 3310 2917 2889 3071 3113



Irgarol 10 9 13 63 67



Seanine-211 (kathon) 10 9 13 63 67

Zineb 10 9 13 63 67


. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 19 Emissions by coatings of fishing vessels on NCP in the period in 1990-2006 (kg/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 20 Emissions by coatings of fishing vessels moored in ports in the period in 1990-2006 (kg/year)


7.3 Emissions forecast, 2009-2027

Tables 21-25 below show the forecasts for emissions by coatings on

seagoing vessels and fishing vessels for the years 2009 through 2027

for both the NCP and the Dutch ports and shipping lanes.

Name of substance 2009 2015 2021 2027

Copper 26579 24387 22611 24906



Irgarol 561 525 487 536



Seanine-211 (kathon) 561 525 487 536

Zineb 561 525 487 536



Copper 5547 5390 5297 5891



Irgarol 117 116 114 127



Seanine-211 (kathon) 117 116 114 127

Zineb 117 116 114 127



Copper 16325 14225 12459 13724



Irgarol 342 304 266 293



Seanine-211 (kathon) 342 304 266 293

Zineb 342 304 266 293


. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 21 Emissions by coatings of seagoing vessels on NCP in the period in 2009-2027 (kg/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 22 Emissions by coatings of seagoing vessels sailing from/to/in ports in the period in 2009-2027 (kg/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 23 Emissions by coatings of seagoing vessels moored in ports in the period in 2009-2027 (kg/year)



Copper 1735 1490 1280 1100



Irgarol 37 32 28 24



Seanine-211 (kathon) 37 32 28 24

Zineb 37 32 28 24



Copper 2948 2533 2175 1869



Irgarol 63 54 47 40



Seanine-211 (kathon) 63 54 47 40

Zineb 63 54 47 40


7.4 Comments and changes in regard to previous version

The methodology for determining the emissions is the same as the

previous version of the fact sheets (Meijerink, 2003a,b), although new

insights prompted the change of both the emission factors and the

application percentages of the coating types. The emission values for

copper have been changed from the previous version of this protocol

by virtue of the fact that now, copper emission factors are also applied

to TBT-based coatings, and at the same time, the emission factors for

copper-based coatings have been adjusted downward. With tributyltin,

the difference can only be explained by the adjustment of application

percentages. Likewise, with biocides, the application percentages were

adjusted as a function of the rise of the copper-based coating types.

No changes in the methodology were made for the 2008 emission

inventory.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 24 Emissions by coatings of fishing vessels on NCP in the period in 2009-2027 (kg/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 25 Emissions by coatings of fishing vessels moored in ports in the period in 2009-2027 (kg/year)


7.5 Difference in values

The tables below summarise the differences in results for the emission

calculations for the years 1990 and 2000. This addresses the change

made from the 2003 version, as identified in section 7.4.

NCP Ports and shipping lanes Substances

Previous

version

This version Previous

version

This version

Copper 12,5 19,5 12,2 16,0

TBT 8,5 9,5 2,6 7,9

Biocides 0,31 0,4 0,3 0,3


Previous

version


version

This version

Copper 1,2 1,9 2,3 3,3

TBT 0,8 1,0 0,38 1,6

Biocides 0,03 0,04 0.05 0,07


Previous

version


version

This version

Copper 11,8 18,2 11,5 15,0

TBT 8,0 8,2 2,4 6,8

Biocides 0,3 0,6 0,3 0,5


Previous

version


version

This version

Copper 1,0 1,7 1,9 2,9

TBT 0,8 0,8 0,4 1,3

Biocides 0,02 0,04 0,05 0,1

The significant difference in ports and shipping lanes for the substance

TBT is presumably attributable to a calculation error in the previous

version, because the figure for the wet surface area of seagoing vessels

at berth was comparable with that figure for the NCP (as it is in this

version). Additionally, the previous version did not distinguish between

ships at sail and at berth for emission factors, and so comparable TBT

emissions in port and on the NCP would be expected in the previous

version. The other differences are mainly attributable to the differences

in application percentages. Another new addition in comparison to the

previous version is that copper emissions for the TBT-based coatings

have been added, although a much lower emission factor is used.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 26 Comparison of emissions by coatings of seagoing vessels in 1990 (ton/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 27 Comparison of emissions by coatings of fishing vessels in 1990 (ton/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 28 Comparison of emissions by coatings of seagoing vessels in 2000 (ton/year)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 29 Comparison of emissions by coatings of fishing vessels in 2000 (ton/year)


8 Accuracy and indicated subjects for improvement

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The above can be expressed in the classification system used in the

Emissieregistratie publication series (Van Harmelen, A.K., 2001). This

method is based on the CORINAIR (CORe emission INventories AIR)

methodology.

CORINAIR uses the following quality classifications:

A: a value based on a large number of measurements from representative

sources;

B: a value based on a number of measurements from some of the sources

that are representative of the sector;

C: a value based on a limited number of measurements, together with

estimates based on technical knowledge of the process;

D: a value based on a small number of measurements, together with

estimates based on assumptions;

E: a value based on a technical calculation on the basis of a number of

assumptions.

The number of seagoing and fishing vessels on the NCP is carefully

tracked, which means a classification of A for that part of the activity rate.

The wet surface area of the ships on the NCP is derived from model-based

estimates. In total, this results in a classification of B for the activity rate.

The emission factors are based on recommendations drafted based on

technical knowledge and experience from practice. This means that we can

classify the emission factors in category C.

As far as the distribution of emissions among individual compartments and

emission pathways is concerned, it is clear that all the emissions directly

enter the surface water, so category A applies here. Spatial allocation is

further explained in chapter 10. Because this is fairly detailed, it can be

classified as category B.

Element of emission calculation Classification

Activity rates B Emission factors C Distribution among compartments A Emission pathway to water A Spatial allocation B

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 30 Quality of data


The number of ships on the NCP is only known for the year 2004. So as

to also be able to present values for the years 1990 through 2003, this

figure was compared to the Statistics Netherlands annual values for the

total number of seagoing vessels calling at Dutch ports. Both the values

of the Statistics Netherlands and Lloyds were considered reliable, but a

linear relationship between the number of ships on the NCP and the

number of ships calling at Dutch ports is not assured.

There are no systematic monitoring data available on the trends in the

application of the various coating types on ships; estimates were made

based on a range of recent references.

Information on the number of vessels on the NCP and their wet surface

area is only known for the year 2004, and this data comes from the

Lloyds database. So as to still be able to present values for the years

1990 through 2002, a constant average surface (that for the year

2000) per ship was assumed.

Both the values of the Statistics Netherlands and Lloyds were

considered reliable, but whether the data on the ships on the NCP can

be directly projected onto the ships in port is uncertain.

8.1 Most significant areas for improvement

Simply based on the above, the most significant areas for improvement

can be identified as follows (in order of importance):

- In a subsequent year, a study can be set up to establish trends in the

use of the various different types of coating over time

- It would be worthwhile to catalogue the application of the various

co-biocides in more detail, particularly the application of diuron and

irgarol, which are substances that sometimes cause exceeding of

environmental threshold limit values;

- Comparing the results of calculations based on multiple traffic and

transport databases can provide a better picture of the development

of the wet surface area on the NCP

- The wet surface area need to be recalculated, not only to be

increased for the increase in number of ships.


9 Spatial allocation

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.1 Seagoing vessels and fishing vessels on NCP

The emissions per 5x5 km map square are determined using the wet

surface area (WSA) calculated per vessel type by MARIN using the

Lloyds traffic and transport database for the year 2004.

The traffic types this includes are:

- Route-specific shipping transport

- Ships at anchor

- Fishing vessels

- Work ships

For every ship sailing on the Dutch portion of the continental shelf, the

maximum wet surface area is calculated using the vessel dimensions

known from the Lloyds ship register. Where possible, this calculation

was based on the Mennen-Holtrop equation (equation 1); where this

was not possible due to the lack of data, calculation was based on the

derived method for determining WSA based on ship size in GT

(equation 2). The actual wet surface area was obtained after correction

for actual cargo using equation 3. MARIN then applied this data to the

traffic and transport database after first averaging across the SAMSON

vessel types and SAMSON vessel size classes. Next, a determination of

the location of each kilometre square (in which water body defined in

the Water Framework Directive the square is situated) was made. The

emissions were then calculated for each Water Framework Directive

water body.


Figures 7 through 11 below show the wet surface area of the four

types of shipping traffic in spatial terms.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7 Distribution of the total wet surface area of ships on the Dutch section of the continental shelf.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . Figure 9 Distribution of the wet surface area of ships at anchor on the Dutch section of the continental shelf.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . Figure 8 Distribution of the wet surface area of route-specific ships on the Dutch section of the continental shelf.

. . . . . . . . . . . . . . . . . . . . .

. . . . . Figure 11 Distribution of the total wet surface area of work ships on the Dutch section of the continental shelf.

. . . . . . . . . . . . . . . . . . . . Figure 10 Distribution of the total wet surface area of fishing vessels on the Dutch section of the continental shelf.


9.2 Seagoing vessels in Dutch territory

Spatial allocation of the shipping emissions calculated was performed

based on the data on seagoing vessels calling at the major seaports.

In this calculation, a distinction is made by vessel type and the phase

the ship is in: sailing in, manoeuvring and in port. All basic data are

drawn from the EMS models for the calculation of atmospheric

emissions. The activity rates from the atmosphere module are expressed

for these phases in GT-km for sailing in, GT-hours for manoeuvring and

GT for in port. These quantities are assigned per port and per phase to

shipping lane segments from the database “Nationaal Wegenbestand”

(NWB, a publication of the Traffic and Transport Advisory Service, an

agency of the Ministry of Public Works & Water Management). The

activities are assigned to each port in proportion to the length of the

shipping lane segments traversed.

For each phase that the vessels sail in Dutch territory, a different

formula is used for the calculation of the average wet surface area

(WSA) present.

The formula for conversion of ships in port is:

GT * WSA/GT * Time in port / 8760

The GT of ships in port is derived from the file supplied by AVV for the

calculation of atmospheric emissions.

The formula for conversion of ships at sail is:

GT-km / Speed * WSA/GT / 8760

The GT-km of sailing ships is calculated using the model with which the

atmospheric emissions of sailing ships are calculated.

The formula for conversion of manoeuvring ships is:

GT-hours * WSA/GT / 8760

The GT-hours of manoeuvring ships is calculated using the model with

which the atmospheric emissions of manoeuvring ships are calculated.

Table 31 shows the factors used for conversion from GT to WSA.

Vessel type WSA/GT

(m2/GT)

Time in

port

(hours)

Speed

(km/hour)

Oil Tankers (Crude) 0.23 28 17.3

Other Tankers (Juice,

Chemical)

0.43 24

19.2

Bulk carriers 0.24 52 20

Container Ships 0.25 21 20.2

Conv. General Cargo 0.54 25 20.2

Ferries/Ro-ro 0.18 24 23.1

Reefers 0.51 31 24.8

Other Ships 0.5 46 26.3

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 31 Conversion factors for ships in port, manoeuvring and at sail, by wet surface


The red lines5 on the map below (figure 12) indicate which line

segments from the NWB are linked to the emissions from seagoing

vessels in port. GIS was used to determine what portion of a given

shipping lane segment falls within a given Water Framework Directive

area. These segments were used to assign the emission to a Water

Framework Directive area.

9.3 Fishing vessels in ports

The wet surface area of fishing vessels in fishing ports is determined

using the LEI's VIRIS system, which records all fishing vessel

movements at sea. VIRIS does not record the number of days in port

directly. The number of days in port is 365.25 days (number of days in

the year) minus the number of sailing days. A ship may call at multiple

ports in the course of a year. The number of days in a specified port is

computed by multiplying the ratio of total number of journeys per year

to number of journeys from the port in question by the number of days

in port as calculated above. The number of days in a port is multiplied

by 24 to obtain the number of hours in that port.

The number of hours in a port is multiplied by 1.0*GT of ship to obtain

the wet surface area. The wet surface area is then aggregated per port

and divided by 8760 (hours per year).

Table 32 shows the wet surface area per fishery port in 2005, and

figure 13 shows the locations of the ports. The Water Framework

5 The protruding line segments at Scheveningen and Goeree-

Overflakkee were left out of the database.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 12 : Seagoing vessels en route to ports and in Dutch ports and Emden


Directive area of each port is known. Not all ports are located in Water

Framework Directive areas that are classified as saline.

Port WSA6

Oostburg - Breskens 952

Schouwen Duiveland 51

Delfzijl 1770

Harlingen 19569

Den Helder 9199

Hemelumer-Oldeferd (municipality of

Nyefurd)

20

IJmuiden 52300

Katwijk 3

Ulrum - Lauwersoog 5559

Terneuzen 19

Scheveningen - The Hague 14577

Goedereede - Stellendam 6369

Stavoren (municipality of Nyefurd) 98

Terschelling 158

Texel 4320

Urk 253

Vlissingen 10309

Wonseradeel 116

Wieringen 2522

Yerseke 385

Zierikzee 10

128559

6 Corrected for calls of foreign fishing vessels.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 32 Average wet surface of fishing vessels present in fishing ports in 2005


. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 13: Location of Fishing Ports


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