introduction to shipping lecture 10 environmental sustainability of shipping

Introduction to ShippingIntroduction to Shipping

Lecture 10Lecture 10

Environmental Sustainability of ShippingEnvironmental Sustainability of Shipping

ShippingShipping’’s Main s Main Environmental FootprintsEnvironmental Footprints

Ballast waterBallast water

Oil spillsOil spills

Marine wastes (operational discharges)Marine wastes (operational discharges)– Garbage (including cargo residues)Garbage (including cargo residues)– Sewage (black & grey water)Sewage (black & grey water)– Oily residues from engine room (bilge water & sludge)Oily residues from engine room (bilge water & sludge)

Air emissions Air emissions – SOSOxx, NO, NOxx, PMs, PMs

– COCO22

Main Environmental FootprintMain Environmental Footprint

RegulatoryRegulatory RegimeRegime International Regime:International Regime:

MARPOL 73/78 (umbrella convention):MARPOL 73/78 (umbrella convention):– Six Annexes addressing different sources of Six Annexes addressing different sources of

operational pollution; can be ratified individuallyoperational pollution; can be ratified individually- Annex I - OilAnnex I - Oil

- Annex II – Liquid Noxious Substances Annex II – Liquid Noxious Substances

- Annex III – Packaged CargoAnnex III – Packaged Cargo

- Annex IV – Sewage Annex IV – Sewage

- Annex V – GarbageAnnex V – Garbage

- Annex VI – Air pollutionAnnex VI – Air pollution

Subject-specific conventions:Subject-specific conventions:– on ballast water, oil spill preparedness and response, etcon ballast water, oil spill preparedness and response, etc..

RegulatoryRegulatory RegimeRegime

Source: Uson Marine’s website

RegulatoryRegulatory RegimeRegime

Canadian Regime:Canadian Regime:

Vessel Pollution & Dangerous Chemical Regulations Vessel Pollution & Dangerous Chemical Regulations – Adopted under the Adopted under the Canada Shipping Act Canada Shipping Act

Address discharges from ships (Part 2):Address discharges from ships (Part 2): Oil (Division 1)Oil (Division 1) Noxious liquid substances & dangerous chemicals Noxious liquid substances & dangerous chemicals

(Division 2)(Division 2) Marine pollutants (Division 3)Marine pollutants (Division 3) Sewage (Division 4)Sewage (Division 4) Garbage (Division 5) (including cargo residues)Garbage (Division 5) (including cargo residues) Air (Division 6)Air (Division 6) Greywater (Division 9) Greywater (Division 9)

Management of BallastManagement of Ballast WaterWater

BallastBallast WaterWater

1. What is the issue?:1. What is the issue?:BW is BW is water carried by ships to ensure water carried by ships to ensure

stability, trim and structural integritystability, trim and structural integrity– Essential for un-laden ships, loading/unloading Essential for un-laden ships, loading/unloading

operationsoperations

Shipping transfers between 3 to 5 billion Shipping transfers between 3 to 5 billion tonnes of BW internationally each year (IMO tonnes of BW internationally each year (IMO data)data)

– Excluding BW volume transferred domesticallyExcluding BW volume transferred domestically


Source: Globallast Partnerships (IMO)

BallastBallast WaterWaterDischarge of BW & sediments can lead to Discharge of BW & sediments can lead to transfer of organisms from one marine transfer of organisms from one marine ecosystem into anotherecosystem into another– Organisms small enough to pass through the ship’s Organisms small enough to pass through the ship’s

BW pumps BW pumps Bacteria , other microbes, small invertebrates and eggs, cysts, Bacteria , other microbes, small invertebrates and eggs, cysts, larvae, etc larvae, etc

– Over 7000 different species can potentially be carried Over 7000 different species can potentially be carried in ship’s BW tanks (IMO data)in ship’s BW tanks (IMO data)

Vast majority won’t survive the journey…Vast majority won’t survive the journey…

BUT, when factors are favorable, damages to host BUT, when factors are favorable, damages to host ecosystems are significant (ecologically & economically) ecosystems are significant (ecologically & economically)


European Zebra Mussel believed to have European Zebra Mussel believed to have been introduced in Great Lakes through BWbeen introduced in Great Lakes through BW– Impacts: Impacts:

Believed to be responsible for extinction of many native Believed to be responsible for extinction of many native species in the GL species in the GL

Threat to human health: Zebra mussels take in hazardous Threat to human health: Zebra mussels take in hazardous compounds such as PCBs – and enter our food chain compounds such as PCBs – and enter our food chain through fish and waterfowl that eat the mussels through fish and waterfowl that eat the mussels

Block pipelines, clogging water intakes of municipal water Block pipelines, clogging water intakes of municipal water supplies and hydro companies , etcsupplies and hydro companies , etc

– Estimated costs:Estimated costs:Over $5 billion for industries, businesses and communities Over $5 billion for industries, businesses and communities


International Regime:International Regime:– In 1991, IMO adopted first set of Guidelines for the In 1991, IMO adopted first set of Guidelines for the

control and management of ships’ ballast water control and management of ships’ ballast water Promoted mid-ocean ballast exchange (subject to safety of Promoted mid-ocean ballast exchange (subject to safety of ship/crew)ship/crew)

– In 2004, IMO adopted the Ballast Water In 2004, IMO adopted the Ballast Water Management Convention – requires:Management Convention – requires:

BW exchange (“temporary options”) BW exchange (“temporary options”) – Limits: safety concerns, salinity tolerance, sediments, etcLimits: safety concerns, salinity tolerance, sediments, etc

Onboard BW treatment to be phased in; would be required Onboard BW treatment to be phased in; would be required for all vessels by 2016; and for all vessels by 2016; and

Ship‐specific BW management plan, record book and Ship‐specific BW management plan, record book and international BW management certificateinternational BW management certificate


International Regime - International Regime - Challenges:Challenges:

– Availability of BW treatment technology and Availability of BW treatment technology and feasibility of retrofitting vesselsfeasibility of retrofitting vessels

In 2004, expectations were that BW treatment technology In 2004, expectations were that BW treatment technology would be ready by 2009; not the casewould be ready by 2009; not the case

In summer 2013, only a limited number of vessels had been In summer 2013, only a limited number of vessels had been fitted with onboard BW treatment technologies ; In fall 2013, fitted with onboard BW treatment technologies ; In fall 2013, IMO adopted a resolution to delay implementationIMO adopted a resolution to delay implementation

– Period of retrofitting for the world fleet will now be between 2017-2021 Period of retrofitting for the world fleet will now be between 2017-2021 (instead of the original timeframe of 2016-2019) (instead of the original timeframe of 2016-2019)

Types of BW treatment technologies:Types of BW treatment technologies:– Chemical treatment, heating, filtration, ultraviolet light, chlorination, etc. Chemical treatment, heating, filtration, ultraviolet light, chlorination, etc. – There are about 40 BW treatment system approved to dateThere are about 40 BW treatment system approved to date


International Regime - International Regime - Challenges:Challenges:– Convention not yet in force:Convention not yet in force:

Although number of ratifications required (30) has Although number of ratifications required (30) has been exceeded (36), necessary percentage of the been exceeded (36), necessary percentage of the world fleet (35%) has yet to be reachedworld fleet (35%) has yet to be reached

US has not yet ratified the ConventionUS has not yet ratified the Convention……

– Issues with states developing their own Issues with states developing their own local/regional requirementslocal/regional requirements


Canadian Context: Canadian Context: – In 1989, Canadian guidelines for voluntary BW In 1989, Canadian guidelines for voluntary BW

exchange for vessels entering the Great Lakes:exchange for vessels entering the Great Lakes:Precursor to the IMO guidelines… Precursor to the IMO guidelines…

Expanded in 2000 to apply nationallyExpanded in 2000 to apply nationally

– Legal requirements ( 2006 and 2011) **Legal requirements ( 2006 and 2011) **Ocean going vessels entering Canadian waters must:Ocean going vessels entering Canadian waters must:

– Conduct mandatory mid-ocean BW exchange and/or Conduct mandatory mid-ocean BW exchange and/or

– Treat BW to IMO standards; and/or Treat BW to IMO standards; and/or

– Retain BW onboardRetain BW onboard

Inspection: salinity (30 ppm) of BW measured with a Inspection: salinity (30 ppm) of BW measured with a refractometerrefractometer

** ** Ballast Water Control and Management Regulations (under the CSA 2001)Ballast Water Control and Management Regulations (under the CSA 2001)


Canadian Context: Canadian Context: – Exclusion for coastal navigation: Exclusion for coastal navigation:

Not applicable if ships operate solely between certain Not applicable if ships operate solely between certain ports on the west coast and east coastports on the west coast and east coast

– Eg: Vessels trading between ports North of Cape Cod up to Eg: Vessels trading between ports North of Cape Cod up to NewfoundlandNewfoundland

Canadian fleet (including lakers in the Great Lakes)Canadian fleet (including lakers in the Great Lakes)

– Canada ratified BW Convention in 2010Canada ratified BW Convention in 2010Ongoing review of Canadian regulations Ongoing review of Canadian regulations

One scenario: extending requirement to domestic fleetOne scenario: extending requirement to domestic fleet

Oil SpillsOil Spills


Two main sources of oil spills (accidental):Two main sources of oil spills (accidental):

– Vessels using oil /bunker as fuel for Vessels using oil /bunker as fuel for

transportation; transportation; – Tankers carrying oil as cargo Tankers carrying oil as cargo

*** Operational discharges of oily waste will be addressed later*** Operational discharges of oily waste will be addressed later

OilOil SpillsSpillsOil spills from tankers have decreased significantly, while oil trade Oil spills from tankers have decreased significantly, while oil trade has increased…has increased…

Source” Intertanko, Jeddah, 31 May 2010

OilOil SpillsSpills

International Regime:International Regime:– International Convention for the Prevention of Pollution from International Convention for the Prevention of Pollution from

Ships (MARPOL 73/78) – Annex 1Ships (MARPOL 73/78) – Annex 1Phasing out of single-hull tankersPhasing out of single-hull tankers

Requirements for vessels to carry a shipboard oil pollution plan, etcRequirements for vessels to carry a shipboard oil pollution plan, etc

– International Convention on Oil Pollution Preparedness, International Convention on Oil Pollution Preparedness, Response and Cooperation (OPRC 90)Response and Cooperation (OPRC 90)

Countries that have ratified the Convention must establish measures to deal Countries that have ratified the Convention must establish measures to deal with oil pollution in their waters, either nationally or regionallywith oil pollution in their waters, either nationally or regionally

Ships required to carry a shipboard oil pollution emergency plan; report any Ships required to carry a shipboard oil pollution emergency plan; report any oil spill incidents to coastal authorities; oil spill incidents to coastal authorities;

Requirements for stockpiling adequate equipment for combating oil spills, Requirements for stockpiling adequate equipment for combating oil spills, holding exercises and training, etc.holding exercises and training, etc.

OilOil SpillsSpillsInternational Regime:International Regime:

– Civil Liability Conventions (CLC) – Ensure adequate compensation Civil Liability Conventions (CLC) – Ensure adequate compensation to cover oil pollution damage resulting from maritime casualties to cover oil pollution damage resulting from maritime casualties involving oilinvolving oil

CLC for Oil Pollution CLC for Oil Pollution imposes strict (no fault) liability on shipowner for pollution imposes strict (no fault) liability on shipowner for pollution damage from tankers; however, NOT absolute liability – i.e. Convention and its damage from tankers; however, NOT absolute liability – i.e. Convention and its Protocol set financial liability for any one incident (unless shipowner is at fault) - Protocol set financial liability for any one incident (unless shipowner is at fault) - shipowners must have insurance/security to demonstrate ability to meet financial shipowners must have insurance/security to demonstrate ability to meet financial liability (1992 CLC Certificate)liability (1992 CLC Certificate)

International Oil Pollution Compensation Fund International Oil Pollution Compensation Fund complements CLC Convention & complements CLC Convention & Protocol by establishing international fund with additional compensation for victims of Protocol by establishing international fund with additional compensation for victims of pollution damage when CLC compensation is inadequate or unobtainable; burden is pollution damage when CLC compensation is inadequate or unobtainable; burden is shared between shipowners and cargo interestsshared between shipowners and cargo interests

CLC for Bunker Oil Pollution Damage CLC for Bunker Oil Pollution Damage addresses liability for pollution damages addresses liability for pollution damages resulting from bunkers of ships other than tankers; provides for compulsory insuranceresulting from bunkers of ships other than tankers; provides for compulsory insurance

This civil liability regime implemented in Canada through This civil liability regime implemented in Canada through Marine Liability ActMarine Liability Act

OilOil SpillsSpillsCanadian Regime - Ship’s source oil pollution Canadian Regime - Ship’s source oil pollution prevention, preparedness and response regime:prevention, preparedness and response regime:

– Regulatory agencies Regulatory agencies Transport Canada (TC), Canadian Coast Guard and Transport Canada (TC), Canadian Coast Guard and Environment CanadaEnvironment Canada

– Since 2010 only double hulled foreign flagged tankers Since 2010 only double hulled foreign flagged tankers calling in Canadian waterscalling in Canadian waters

– All non-Canadian flag tankers inspected by TC Marine All non-Canadian flag tankers inspected by TC Marine Safety on their first call to Canada in each calendar Safety on their first call to Canada in each calendar year year

Ensure that tankers operate at normsEnsure that tankers operate at norms

OilOil SpillsSpillsCanadian Regime: Canadian Regime: – Oil Spill response organizations (ROs) certified by TC Oil Spill response organizations (ROs) certified by TC

under the under the Canada Shipping Act Canada Shipping Act to respond to oil spills to respond to oil spills Regional framework: 4 ROs to cover Canadian waters Regional framework: 4 ROs to cover Canadian waters

– All ships in waters under Canadian jurisdiction (South of All ships in waters under Canadian jurisdiction (South of 60N) must have: 60N) must have:

– An oil pollution emergency plan on board; and An oil pollution emergency plan on board; and – A contract with a TC certified oil spill RO that can respond A contract with a TC certified oil spill RO that can respond

to an oil spill anywhere the ship will travel in Canadato an oil spill anywhere the ship will travel in Canada– Ships pay an annual fee to ROs to maintain the level of Ships pay an annual fee to ROs to maintain the level of

preparedness to respond to a spill (private services as preparedness to respond to a spill (private services as opposed to governmental services)opposed to governmental services)


Ongoing review of Canada's Marine Oil Spill Ongoing review of Canada's Marine Oil Spill Preparedness and Response Regime – Designed to:Preparedness and Response Regime – Designed to:– Review structure/effectiveness of the response regime Review structure/effectiveness of the response regime

(public/private partnership)(public/private partnership)– Assess adequacy of liability and compensation regimeAssess adequacy of liability and compensation regime– Review tanker safety issuesReview tanker safety issues– Assess needs in Arctic waters (North of 60N)Assess needs in Arctic waters (North of 60N)– Assess how to address increased risks of chemical spills in Assess how to address increased risks of chemical spills in

Canadian waters (including LNG) Canadian waters (including LNG)

Timeframe: First report due Nov 2013 (existing regime), second Timeframe: First report due Nov 2013 (existing regime), second report due Sept. 2014 (Arctic & HNS/LNG response regime)report due Sept. 2014 (Arctic & HNS/LNG response regime)

Review panel has heard from 100+ stakehlders so far (see TC website)Review panel has heard from 100+ stakehlders so far (see TC website)

Marine WasteMarine Waste

GarbageGarbageEnvironmental footprint of ship’s garbage (estimates)– 70% immediately sinks to bottom of ocean

– 15% washed up on the shore

– 15% floats on or just under ocean’s surface(garbage islands)

How long for an object to dissolve at sea?– Painted wood:13 yrs

– Tin can:100 yrs

– Aluminum cans: 200-500 yrs

– Plastic bottles: 450 yrs

Source: Hellenic Marine Environment Protection Association Hellenic Marine Environment Protection Association

GarbageGarbage

Obligations on vessels:–MARPOL 73/78 - Annex V (revised in Jan 2013)–““Garbage”:Garbage”:

Food waste, cargo residues, cleaning agents, plastic domestic Food waste, cargo residues, cleaning agents, plastic domestic oil, incinerator ashes, etcoil, incinerator ashes, etc

–Total prohibition on disposal of plastic Total prohibition on disposal of plastic –Total prohibition of discharge of waste in special areasTotal prohibition of discharge of waste in special areas

See map (next slide)See map (next slide)

–Restrictions on discharge of garbage (other than plastic)Restrictions on discharge of garbage (other than plastic)

in coastal waters in coastal waters

GarbageGarbage

GarbageGarbage

Cargo residues:Cargo residues:– Residual cargo that remains on board (in Residual cargo that remains on board (in

bilges, pipes or cargo tanks) after unloadingbilges, pipes or cargo tanks) after unloading– These residues end up in the washing waters These residues end up in the washing waters

that are used to clean cargo holds before their that are used to clean cargo holds before their next loading next loading

– Now considered as “garbage” under revised Now considered as “garbage” under revised Annex V of MARPOL 73/73Annex V of MARPOL 73/73

GarbageGarbage

Cargo residues and cargo hold washing waters that Cargo residues and cargo hold washing waters that are not are not “harmful to the marine environment” (HME) “harmful to the marine environment” (HME) can be discharged under certain conditions:can be discharged under certain conditions:– Outside of special areas: if at least 12 nautical miles from Outside of special areas: if at least 12 nautical miles from

nearest land AND while ship is en routenearest land AND while ship is en route

– Within special areas: applies ONLY to washing water, ship Within special areas: applies ONLY to washing water, ship must be in transit between ports without adequate must be in transit between ports without adequate reception facilities, ship must be12 nm from shore and en reception facilities, ship must be12 nm from shore and en routeroute

Cargo residues (sweepings) must be bagged & discharged ashoreCargo residues (sweepings) must be bagged & discharged ashore

GarbageGarbage

Responsibility of shipper to classify cargo residuesResponsibility of shipper to classify cargo residues

as HME (or not):as HME (or not):– Harmonized classification by Jan 2015 Harmonized classification by Jan 2015 – But in the mean time, challenges from shipowners and But in the mean time, challenges from shipowners and

shippersshippers

Discharge recorded in the ship’s garbage record Discharge recorded in the ship’s garbage record

bookbook

GarbageGarbage

Transitional regime for cargo residues that Transitional regime for cargo residues that areare “Harmful to the Marine Environment” (HME):“Harmful to the Marine Environment” (HME):– Until Dec. 31, 2015, can be discharged IF Until Dec. 31, 2015, can be discharged IF

NO adequate reception facilities at receiving terminal or NO adequate reception facilities at receiving terminal or next port call (as per info from port authorities); andnext port call (as per info from port authorities); and

Discharge is done outside of Special Areas AND as far Discharge is done outside of Special Areas AND as far as practical from nearest land, but no less than 12nmas practical from nearest land, but no less than 12nm

Amount is minimized (i.e., solid bulk cargo residues Amount is minimized (i.e., solid bulk cargo residues swept, bagged and discharged ashore, etc) and swept, bagged and discharged ashore, etc) and discharge recorded in ship’s garbage record book discharge recorded in ship’s garbage record book

GarbageGarbageWhat happens if cargoes residues – washing waters What happens if cargoes residues – washing waters cannot be discharged? cannot be discharged? – Must be discharged ashore prior to leaving berth or be stored in Must be discharged ashore prior to leaving berth or be stored in

a ship’s tank during passagea ship’s tank during passage– Economic costs (time at berth at port, shore disposal costs Economic costs (time at berth at port, shore disposal costs

and/or loading less cargo)and/or loading less cargo)

Recommended procedures for shipowners to “navigate” Recommended procedures for shipowners to “navigate” these new requirements:these new requirements:– Liaise with charterers, shippers and ports of discharge to Liaise with charterers, shippers and ports of discharge to

determine whether cargo is classified as HME prior to loading determine whether cargo is classified as HME prior to loading and, if it is, to ensure suitable reception facilities are availableand, if it is, to ensure suitable reception facilities are available

– Ensure that charterparty will state who pays for these additional Ensure that charterparty will state who pays for these additional costs and who will be liable (if cargo residue not appropriately costs and who will be liable (if cargo residue not appropriately disposed of)disposed of)

GarbageGarbage

GarbageGarbage

Garbage management on board vessels:Garbage management on board vessels:– Incinerators (for paper, packaging material, food Incinerators (for paper, packaging material, food

waste, glass, etc)waste, glass, etc)Incinerator ashes discharged ashore or in accordance with Incinerator ashes discharged ashore or in accordance with Annex VAnnex V

– Grinder (for food), compacters (for cans), crushers Grinder (for food), compacters (for cans), crushers (for glass) (for glass)

To minimize volume To minimize volume - BMPs to reduce BMPs to reduce wasteswastes at at

the source and the source and promotepromote discharge ashore (including discharge ashore (including recyclingrecycling))

GarbageGarbageCanadian Context:Canadian Context:

Transport Canada has not yet updated its legislation toTransport Canada has not yet updated its legislation to

reflect the revised Annex V of MARPOL 73/78reflect the revised Annex V of MARPOL 73/78

In the meantime, existing Canadian requirements found inIn the meantime, existing Canadian requirements found in

Division 5 of the Division 5 of the Vessel Pollution and Dangerous Vessel Pollution and Dangerous

Chemical Regulations Chemical Regulations General prohibition on disposal of garbage in internal waters, General prohibition on disposal of garbage in internal waters,

fishing zones and arctic waters fishing zones and arctic waters Some exceptions - including (s. 101)Some exceptions - including (s. 101)

Garbage, when vessels more than 12nm from nearest land (except plastic Garbage, when vessels more than 12nm from nearest land (except plastic and dunnage)and dunnage)

Garbage that has gone through a comminuter or grinder, so long as the Garbage that has gone through a comminuter or grinder, so long as the vessel is more than 3nm from shore vessel is more than 3nm from shore

Cargo residues under certain conditions (sections 101 and 102)Cargo residues under certain conditions (sections 101 and 102)

GarbageGarbage

Shore reception facilitiesMARPOL 73/78 - Annex V MARPOL 73/78 - Annex V

– State party to Annex V MARPOL shall ensure that ports State party to Annex V MARPOL shall ensure that ports under their jurisdiction provide under their jurisdiction provide “adequate” “adequate” reception reception facilities to ships facilities to ships

– What does “adequate” mean?What does “adequate” mean?Not causing “undue delay” to ships and meeting their needsNot causing “undue delay” to ships and meeting their needs

– 24/24hrs & 7/7 days?24/24hrs & 7/7 days?– Economically accessible? Economically accessible?

Currently, waste reception facilities NOT available at Currently, waste reception facilities NOT available at

all ports all ports

SewageSewage

Definitions:– Black Water: Wastewater containing faecal matter Black Water: Wastewater containing faecal matter

and urine as well as medical facility watersand urine as well as medical facility waters– Grey water: Water generated from domestic activities Grey water: Water generated from domestic activities

such as dishwashing, laundry and bathing such as dishwashing, laundry and bathing

Issues:Issues:– Discharge of raw sewage in ocean and coastal Discharge of raw sewage in ocean and coastal

sheltered water can create health hazards and sheltered water can create health hazards and damage to receiving ecosystems (eutrophication, damage to receiving ecosystems (eutrophication, visual pollution, etc)visual pollution, etc)

SewageSewageInternational Regime:International Regime:

Annex IV of MARPOL 73/78 (Sewage):Annex IV of MARPOL 73/78 (Sewage):– Only regulates black water; does not apply to gray water Only regulates black water; does not apply to gray water – Prohibits discharge of sewage (black water) into sea: Prohibits discharge of sewage (black water) into sea:

Unless ship has an approved sewage treatment plant in Unless ship has an approved sewage treatment plant in operation; or operation; or

The ship has an approved sewage comminuting and The ship has an approved sewage comminuting and disinfecting system AND ship is 3 nm from nearest landdisinfecting system AND ship is 3 nm from nearest land

– Sewage not comminuted and desinfected must be kept in Sewage not comminuted and desinfected must be kept in holding tanks and discharged ≥ 12nm from the nearest landholding tanks and discharged ≥ 12nm from the nearest land

SewageSewageCanadian Regime:Canadian Regime:

Canada has not ratified Annex IVCanada has not ratified Annex IV

Legislative framework under division 4 of the Legislative framework under division 4 of the Vessel Vessel Pollution and Dangerous Chemical Regulations:Pollution and Dangerous Chemical Regulations:

Blackwater:– Ships must have approved marine sanitation system (or toilet Ships must have approved marine sanitation system (or toilet

with holding tanks)with holding tanks)– Prohibition against discharging Prohibition against discharging untreated sewage untreated sewage in Canadian in Canadian

inland waters and coastal waters within 12nm;inland waters and coastal waters within 12nm;Specific requirements for discharge ofSpecific requirements for discharge of treated sewage treated sewage (limits on faecal (limits on faecal coliforms)coliforms)

Greywater:– Must ensure that release does not result in deposits of solids or

leave a sheen on the water (subsection 4)– Specific requirements for passenger vessels (subsection 5)Specific requirements for passenger vessels (subsection 5)

Oily Residues from Engine RoomOily Residues from Engine Room

Oily residues are a normal by-product of a Oily residues are a normal by-product of a ship’s operations and can be generated by: ship’s operations and can be generated by: – Treating bunkers (which ships use as fuel)Treating bunkers (which ships use as fuel)– Bilge water that is produced from cleaning a ship’s Bilge water that is produced from cleaning a ship’s

machinery spaces:machinery spaces:This water is often contaminated with fuel oils and This water is often contaminated with fuel oils and lubricating oils and accumulates in bilges (residual lubricating oils and accumulates in bilges (residual collection tanks) of the engine roomcollection tanks) of the engine room


International Regime:International Regime:Annex 1 – MARPOL 73/78Annex 1 – MARPOL 73/78

– Prohibits discharge at sea of oily mixtures except Prohibits discharge at sea of oily mixtures except under certain conditionsunder certain conditions

Ship is not in a special area (see notes)Ship is not in a special area (see notes)Ship has an approved oily water separator onboardShip has an approved oily water separator onboardShip is en route AND bilge water that is discharged (after Ship is en route AND bilge water that is discharged (after being processed through the oily water separator) results in being processed through the oily water separator) results in an effluent that has an oil content less than 15 parts per an effluent that has an oil content less than 15 parts per million (ppm) million (ppm)

– Alternatively, retain in holding tanks until discharged Alternatively, retain in holding tanks until discharged at shore at shore

Lack of proper reception facilities despite obligation imposed Lack of proper reception facilities despite obligation imposed on port states..on port states..


Canadian regime:Canadian regime:Division 1 of the Division 1 of the Vessel Pollution and DangerousVessel Pollution and Dangerous

Chemical Regulations Chemical Regulations incorporates requirements ofincorporates requirements of Annex 1 MARPOL;Annex 1 MARPOL;

However, it provides for stricter requirements for However, it provides for stricter requirements for discharges in Canadian inland waters:discharges in Canadian inland waters:

– Limited to a 5 ppm limit oily content - as opposed to the Limited to a 5 ppm limit oily content - as opposed to the 15 ppm (under MARPOL)15 ppm (under MARPOL)

– Ships must be equipped with a 5ppm bilge alarm systemShips must be equipped with a 5ppm bilge alarm system– Zero discharge in Arctic watersZero discharge in Arctic waters

Oily Residues from Engine RoomOily Residues from Engine RoomPrimary objective should be to reduce oily water Primary objective should be to reduce oily water residues through operational proceduresresidues through operational proceduresShipping Federation’s Shipping Federation’s Code of Best Practices for Code of Best Practices for Managing Oily Water Waste in Ship’s Engine RoomsManaging Oily Water Waste in Ship’s Engine Rooms

Minimize amount of water, condensation, oil, lubricants, Minimize amount of water, condensation, oil, lubricants, gray water etc., collecting in the engine -room bilges gray water etc., collecting in the engine -room bilges through rigorous maintenance of machinery and proper through rigorous maintenance of machinery and proper use of receptacles and drip pans; use of receptacles and drip pans; Clean bilges regularly and remove any solid material Clean bilges regularly and remove any solid material that may reduce the performance of the oily water that may reduce the performance of the oily water separator (OWS); etcseparator (OWS); etc

Oily Residues from Engine RoomOily Residues from Engine RoomIllegal operational discharge of oily water off Canadian coasts– Chronic pollution? Not unique to Canada:

According to some estimates, 300,000 birds killed off of Newfoundland's coast every yearIndependently of debates on accuracy of above figures, Canadian measures to prevent these illegal discharges include:– Aircraft surveillance– Increased enforcement and higher fines

Legislative amendments to Migratory Birds Convention Act, 1994 and Canadian Environmental Protection Act (1999)Some issues with the legislative means but several ship-owners support the objectives

Marine Waste - OverviewMarine Waste - Overview

Air Emissions From ShipsAir Emissions From Ships

SOSOxx and NO and NOx x EmissionsEmissions

What is the main issue:What is the main issue:– Combustion of ship’s fuel (marine bunkers) Combustion of ship’s fuel (marine bunkers)

produces:produces:Sulphur Oxides (Sox)Sulphur Oxides (Sox)

Nitrogen Oxide (Nox)Nitrogen Oxide (Nox)

Particles (fine dust) called particulate matter (PM)Particles (fine dust) called particulate matter (PM)

– These gases and particles are harmful to These gases and particles are harmful to human health (air quality problems), the human health (air quality problems), the oceans and the atmosphere (acidification, oceans and the atmosphere (acidification, etc.)etc.)


SOxSOx emissions can be reduced by decreasing the emissions can be reduced by decreasing the sulphur content in the fuel supplied to the vessel; sulphur content in the fuel supplied to the vessel; this will also lead to lower PM emissionsthis will also lead to lower PM emissions– Use of fuel with low sulphur contentUse of fuel with low sulphur content

Move from heavy oil to distillate/diesel oil which Move from heavy oil to distillate/diesel oil which contains less sulphur; orcontains less sulphur; or

– Technological improvements (green technologies)Technological improvements (green technologies)EG: Use of scrubbers to reduce SOEG: Use of scrubbers to reduce SOX X from exhaust; from exhaust; certain studies show this can reduce Sox up to 85%certain studies show this can reduce Sox up to 85%

NOx emissions can be reduced by improving NOx emissions can be reduced by improving engine (diesel engine) efficiencyengine (diesel engine) efficiency


International Regime:International Regime: Annex VI – MARPOL 73/78Annex VI – MARPOL 73/78– Imposes limits on emissions of Sox & PMs Imposes limits on emissions of Sox & PMs

from shipsfrom shipsGlobal SOx cap:Global SOx cap:– Current: 3.5% (reduced from 4.5% as of Jan 2012)Current: 3.5% (reduced from 4.5% as of Jan 2012)– By 2020: progressively reduced to 0.5%, subject to By 2020: progressively reduced to 0.5%, subject to

feasibility feasibility

Stricter in Emission Control Areas (ECAs)Stricter in Emission Control Areas (ECAs)– Current: 1%Current: 1%– Jan 2015 will be further reduced to 0.1%Jan 2015 will be further reduced to 0.1%– ECAs: North America is an ECAs ECAs: North America is an ECAs

SOSOxx and NO and NOx x emissionsemissions

Challenges linked to increased SOx limits:Challenges linked to increased SOx limits:– Availability of low sulphur fuel:Availability of low sulphur fuel:

Increased demand for distillate demand; availability on Increased demand for distillate demand; availability on the market? Extra costs… the market? Extra costs…

Fuel costs already represent ≥ 50% of operating costsFuel costs already represent ≥ 50% of operating costs

– Alternatives :Alternatives :Use of ScrubbersUse of Scrubbers

– Challenges: costs (up to $2 million in some cases), Challenges: costs (up to $2 million in some cases),

will there be enough space on board, crew training, etcwill there be enough space on board, crew training, etc

Use of Liquid Natural Gas as fuelUse of Liquid Natural Gas as fuel


International Regime:International Regime:Annex VI – MARPOL 73/78Annex VI – MARPOL 73/78– Imposes limits on emissions of Imposes limits on emissions of NONOx x

Optimize fuel combustion to reduce NOX emissionsOptimize fuel combustion to reduce NOX emissionsLimits apply to “new vessels only” i.e., built after Limits apply to “new vessels only” i.e., built after 2000 2000 Limits in term of grams of NOx per KWT / depends Limits in term of grams of NOx per KWT / depends on the engine’s maximum operating speed (rpm)on the engine’s maximum operating speed (rpm)– Global limits for Tier I and II levelsGlobal limits for Tier I and II levels– Stricter limits in ECAs that cover NOx ( Tier III level)Stricter limits in ECAs that cover NOx ( Tier III level)


Tier Ship Construction

date on or after

Engine SpeedN= engine rated speed

n<130 rpm n=130-1999rpm N>2000 rpm

I 1 January 2000 17.0 grams/KWh 45 x n-0.2 g/Kwh 9.8 g/KWh

II 1 January 2011 14.4 grams/KWh 44 x n-0.23 g/Kwh 7.7 g/KWh

III 1 January 2016 3.4 grams/KWh 9 x n-0.2 g/Kwh 2.0 g/KWh

NOx emission limits under MARPOL Annex VI

Source: IMO website


Existing emission control areasExisting emission control areas

Area Pollutant controlled

Adopted Entered into force

Baltic Sea SOx 1997 2005

North Sea SOx 2005 2006

North America

Sox, Nox, PMs

2010 2012

US Carribean

Sox, Nox, PMs

2011 2014

North America ECA include most of Canada and US costs

SOSOxx and NO and NOx x emissionsemissions

ECA in North AmericaECA in North America


Canadian Approach:Canadian Approach:Differentiation between foreign flag (ocean going) Differentiation between foreign flag (ocean going)

and domestic (Canadian) vesselsand domestic (Canadian) vessels– Foreign flag vessels:Foreign flag vessels:

ECA limits to also apply when vessels transiting in ECA limits to also apply when vessels transiting in Great Lakes & St. Lawrence RiverGreat Lakes & St. Lawrence River

– Domestic vesselsDomestic vessels– Applied on a fleet averaging basis for vessels Applied on a fleet averaging basis for vessels

trading solely in the GL & St. Lawrence Rivertrading solely in the GL & St. Lawrence River– Note: At this stage, US does not intend to apply Note: At this stage, US does not intend to apply

ECA limits to US lakers (although applied to the ECA limits to US lakers (although applied to the rest of their internal waters)rest of their internal waters)

SOSOxx and NO and NOx x EmissionsEmissionsPossible future ECAs

COCO22 Emissions Emissions

COCO22 is the main greenhouse gas is the main greenhouse gas

Combustion of marine bunkers produces COCombustion of marine bunkers produces CO22

Increase of COIncrease of CO22 emissions contributing factor emissions contributing factor to global warmingto global warming


Source: Global emissions of CO2 in 2007 (Second IMO GHG Study 2009)

Comparison by sectors


Source: Shipping, World Trade and the Reduction of CO2 emissions, International Chamber of Shipping,

Ships, the most energy efficient on a tonne-km basis


International shipping accounts for between International shipping accounts for between 2.7% to 4% of global CO2.7% to 4% of global CO22 emissions while emissions while

transporting 90% of international tradetransporting 90% of international trade

Nevertheless, this percentage may increase by Nevertheless, this percentage may increase by as much as 200-300 percent by 2050 (from as much as 200-300 percent by 2050 (from 2007 level) due to expected growth in 2007 level) due to expected growth in international tradeinternational trade– Demand is the primary driver BUT would not fit with Demand is the primary driver BUT would not fit with

global objective to reduce COglobal objective to reduce CO22 emissions emissions

– How do we ensure sustainability of marine How do we ensure sustainability of marine transportation?transportation?

IMO has identified significant potential for reduction of GHGs / COIMO has identified significant potential for reduction of GHGs / CO2 emissions through technical & emissions through technical & operational measures: Could reduce emissions rate by 25% to 75% below operational measures: Could reduce emissions rate by 25% to 75% below current levelscurrent levels



International Regime:International Regime:MARPOL Annex VI (Chapter 4):MARPOL Annex VI (Chapter 4):

– Entered into force on January 1, 2013Entered into force on January 1, 2013– 2 mandatory mechanisms intended to ensure energy 2 mandatory mechanisms intended to ensure energy

efficiency standard for ships:efficiency standard for ships:Energy Efficiency Design Index (EEDI)Energy Efficiency Design Index (EEDI)

Ship Energy Efficiency Management Plan (SEEMP)Ship Energy Efficiency Management Plan (SEEMP)


Energy Efficiency Design Index (EEDI) – applies Energy Efficiency Design Index (EEDI) – applies to new ships to new ships

This a performance-based mechanism requiring specified level of energy efficiency in new ships (technical measures)

The EEDI index is based on a continuous improvement approach , i.e., increased requirements over time

Set in terms of maximum (Set in terms of maximum (Grams of CO2 per tonne-nautical Grams of CO2 per tonne-nautical mile (g/t*nm)mile (g/t*nm)


Ship Energy Efficiency Management Plan Ship Energy Efficiency Management Plan (SSEMP)– applies to all ships (SSEMP)– applies to all ships

A mechanism for operators to improve the energy efficiency of their ships

Mostly translates into operational measures to reduce fuel consumption

Several approaches: slow speed, voyage optimization (reduced port time, best route forecasting), optimization of engine & hull maintenance, etc.

Involves monitoring energy efficiency performance and reviewing potential for improvement at regular intervals (new technologies, practices)

Other Environmental IssuesOther Environmental Issues

Ship recyclingShip recycling

Shoreline rrosion caused by the wake of Shoreline rrosion caused by the wake of the ship in narrow passages the ship in narrow passages – Eg: St. Lawrence Eg: St. Lawrence

Impacts on marine mammalsImpacts on marine mammals

Noise (in port)Noise (in port)

Dust (loading & discharge operations), etcDust (loading & discharge operations), etc

introduction to shipping lecture 10 environmental sustainability of shipping

Documents

tonnes of bw

etconboard bw treatment

ships bw pumps bacteria

sewage division

oil division

garbage division

greywater division

cargo residuesair division