ICS airs concerns over ballast water management convention
(Aug 3 2012)
The International Chamber of Shipping (ICS) has called on the IMO to address
critical issues concerning the imminent implementation of the Ballast Water
Management (BWM) Convention.
Despite delays by governments with respect to ratification, the 2004 BWM
Convention is expected to enter into force within the next two years.
ICS director of regulatory affairs, David Tongue, explained: "Shipping
companies represented by our member national associations have serious concerns
about the availability of suitable ballast water treatment equipment, the
robustness of the type approval process and, above all, the difficulties of
retrofitting tens of thousands of existing ships within the time frame
established by the BWM Convention."
In a submission to the IMO's Marine Environment Protection Committee (MEPC),
which meets in October, ICS has requested that the issue of fixed dates for the
retrofitting of expensive new equipment by large numbers of ships, perhaps as
many as 60,000, needs to be addressed urgently. ICS said that a serious
discussion is needed at IMO before the Convention enters into force.
In particular, in view of the bottlenecks that will be created when the
Convention enters in force, with many ships having to be retrofitted either
before their next special survey, or their next intermediate survey, ICS has
proposed that the IMO should modify the BWM Convention's requirements so that
existing ships should not be required to be retrofitted with treatment
equipment until their next full special survey.
In view of the pressures on shipyards that will need to fit the equipment, this
would smooth out implementation over a five-year timeline around the date of
entry into force of the Convention, rather than two, or three years, as at
present.
Moreover, in order to make it possible for other ships to be retrofitted within
the required time frame, ICS has proposed that ships approaching their fourth
special survey should be exempted from the equipment requirements.
Tongue added: "Given that the costs of fitting the treatment equipment may be
in the order of $1 to $5 mill a ship, it does not make economic sense for older
ships approaching the end of their lives to incur this huge expenditure.
However, the impact on the environment of exempting them would be negligible
since these ships will still be required to perform deep water ballast exchange
at sea for the two, or three remaining years that most of them will continue to
operate."
In the event that IMO does not accept the suggestion that ships should not be
required to retrofit until their next five-year renewal survey, ICS suggested
that ships over 18 years old should be exempted from the equipment requirements.
In practice, changes to the BWM Convention cannot be adopted until after it
enters into force, but given the importance of ensuring smooth implementation
ICS saw no reason why IMO cannot agree provisional changes with respect to
detailed implementation in advance.
In a separate submission, ICS has requested that IMO considers modifying its
current draft guidelines for type approval of equipment and for ballast water
sampling and analysis that will be used by port state control, so that as far
as possible they are comparable with those recently adopted by the US.
Tongue said: "A large proportion of the fleet will have to comply with the US
requirements, which cannot be changed. For the sake of global uniformity we
think it would be helpful if the relevant IMO Guidelines can be modified."
A most important consideration, according to ICS, is that the US standards for
type approval of equipment, under its Environmental Verification Program, are
far more robust than the IMO equivalent.
Some of the equipment, already approved in line with original IMO standards,
has already had to be withdrawn because it has been demonstrated not to deliver
the agreed IMO `kill standard' for removing unwanted marine micro-organisms.
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