Establishment of a Ballast Water Management System - Essay Example

REPORT ON THE ESTABLISHMENT OF A BALLAST WATER MANAGEMENT SYSTEM. Executive Summary This is a report on how we can implement a Ballast Water Management System. It begins by examining the role of ballast water and the implications of the transfer of invasive species through ballast systems. It identifies the ecological, economic and health implications that these transfers can potentially cause. It therefore sets the stage for the importance of a ballast management systems an dour responsibilities. Our responsibilities include setting up an appropriate Ballast Water Management system in the company. This is necessary because we desire to operate as a socially responsible company and in line with this, we will need to operate with the International Maritime Organizations convention which sets this out as best practice. The adoption and implementation of these systems and policies have financial, operational and commercial implications for the company. This therefore means that the top-level management of the company will need to be involved in the institution and management of the BWM system. Introduction This is a report prepared by the Marine Operations Manager to the Board of Directors of the Shipping Company outlining the commercial and operational affects of the Ballast Water Management guidelines set forth by the The International Convention for the Control and Management of Ships Ballast Water and Sediments (BWM) of the International Maritime Organization (IMO). It outlines the results of a study into the Guidelines and the impact on our shipping company. The findings are connected to the scope of the change that our company needs to undertake in order to adhere to these standards in the financial and operational sense. This report identifies the responsibilities of our company in relation to the requirements and expectations of the IMOs standards. It also identifies the effects of these guidelines on our shipping company and the appropriate action that needs to be taken to ensure that we make reasonable attempts to abide by and adhere to these rules and regulations. Background Ships transport about 90% of the worlds commodities and the shipping industry is essential for the sustenance of the global economy (Puthucherril, 2010). The shipping industry has existed for numerous centuries. However, over the past five centuries, ships have been the lifeblood of international trade and contact between different nations and continents around the globe. About 120 years ago, steel hulled vessels became popular because of the advanced technology and tools used by these ships to transport goods and individuals around the world (IMO, 2011). The steel hulled vessels use a ballast system which uses a weight control mechanism to ensure that the ship remains stable on high seas even in the face of storms and uneven tides (Dux, 2009). The ballast system is a mechanism whereby a ship maintains a given weight level to ensure that the ship remains stable in unstable waters. The ballast system maintains this evenness by ensuring that when a ship has limited cargo or for some reason the weight of the ship falls below the desirable weight, extra seawater is collected into the ballast of a ship to ensure this end (Puthucheril, 2010). Due to the extensive mobility of ships from continent to continent, it is possible that a ship collect waters from different part of the world through their ballast system and deposits it at an extreme opposite end of the globe. This comes with some environmental concerns which deserves a high degree of control. “Ships ballast water and sediment discharges causes invasion of unwanted species in many areas of the world , the effect of which are devastating to the ecology (Hooydonk, 2006 p56). This is because there is a good chance that the collection of water into the ballast of a ship in one part of the ocean can carry marine life to another. This transfer of marine life could see the movement of some undesirable creatures to parts of the world where they pose a threat. The transfer of such unwanted species can lead to invasion of the affected waters by these species. This can have health, ecological and economic consequences which can be very negative (Kriwoken, 2007). “Transfer of aquatic invasive species through ships ballast water has become one of the greatest threats in the worlds oceans” (Puthucheril, 2010). There are about 5 to 10 billion tonnes of ballast water that is carried around the world each year (Puthucheril, 2010). This means that each year, over 7,000 different species of potentially harmful organisms are shipped around the world. These species can cause so much ecological problems to marine life. If they are deposited close to land, they can have health and economic implications for people, flora and fauna on these lands and this can be potentially expensive. Amongst the potential species that can be transferred through ships ballast systems are the West Nile Virus and Avian flu (Kapustka & Lunder, 2007). In the statistics, It is identified that the United States of America spends as much as $138 billion to control such dangerous species deposited through ballast systems each year (Hudson, 2009). This therefore means that there is serious economic implications for nations and people who health, ecological and economic problems for humans and other marine life in the various safe oceans. Aside these efforts to deal with the effects of ballast water transfer, there is the risk of long-term legal suits that can be financially devastating. There have been numerous cases where shipping companies have been sued by ecological and humanitarian organizations for transferring invasive species into foreign waters. It is therefore important that every shipping company sets up and maintains a responsible outlook in its control of the discharge of its ballast water. Aside the requirement for shipping companies to remain responsibilities in running their ballasts, there is an international guidance system adopted by the IMO to prevent the introduction of unwanted aquatic organisms and pathogens from ships ballast water and sediment discharge into marine ecosystems (GRIFFES, 2008). The guidelines are ratified by 30 states and these states own 35% of ships around the world (GRIFFES, 2010). Ship owners and agents are strongly advised to adhere to these standards. The guidelines encourage the following: 1. Retention of ballast water on board 2. Prevent the exchange of ballast water into seas near lands 3. Encourage the use of ballast management systems that prevent the concentration of water. 4. Encourage discharge of ballast water into specialized treatment outlets at ports (GRIFFES, 2010). Our Responsibility As a global shipping line, we have to respond to these requirements. This is because as a responsible company, we have to operate in a way that will be socially and environmentally responsible. We therefore have to take reasonable steps to ensure that we manage our ballast water systems for all the vessels the company owns. From the convention, we will need to ensure that we abide by the discharge standards that are recommended by the IMOs BWM guidelines. These guidelines set up certain control mechanisms that we need to be sensitive to. They include amongst other things: 1. The prevention of the entry of certain species into the Exclusive Economic Zone (EEZ) or 200 nautical miles towards the shores of lands. 2. We need to maintain universal ballast water management standards and systems. 3. We need to ensure that we meet the specific requirements of the various nations that are members of this convention. These three things form the conceptual framework within which we can develop an appropriate system for the management of our ballast water. This will mean that there is the need for certain practical steps to be taken to ensure that these ballast water management systems are instituted and honoured as specified. In order to adhere to the standards, there are four main options that our companys vessels might have. They include: 1. Exchange at high seas outside the Exclusive Economic Zone (EEZ) 2. Retaining of ballast water on board without dislodging it at the EEZ 3. Pump the ballast water ashore for treatment. 4. Use on-board treatment systems that are consistent with the IMO standards. Each of these options have its pros and cons. Thus in selecting any of them, we have the responsibility to evaluate each of the options and make the best choice that will be applied to our fleet. The choice, implementation and monitoring of a given Ballast Water Management system requires that we set up a system for this purpose. System for Managing Ballast Water The company will need to identify and set up a framework for the management of its ballast water. And this framework must be conscious of the technical components of the Act and also ensure that there is compliance at the various level of the shipping company. Selection of Appropriate Standards The shipping company will need to set up a broad framework of how it plans to attain the standards and requirements of the IMO. It will have to identify which category of ships will have to adhere to D-1 Standards which allows ships to dislodge their ballast water outside the EEZ or D-2 which involves the use of Ballast Water Treatment Technologies so that it can dislodge at the various shorelines. When this is agreed upon, a specific BWM Plan can be instituted. Ballast Water Management Plan The IMO Resolution MEPC.127(53) requires that the vessels of the company maintain a Ballast Water Management Plan. This is crucial because the plan lays down the foundation for the establishment of standards that detail the actual work to be done to ensure that the ballast waters are well managed to prevent problems. Record-keeping There is the need for a record-keeping system that will be updated by members of each vessel. A standardized record-keeping system can be formulated by the management of the company to ensure that all our vessels maintain a uniform system of documenting their activities meant to promote responsibility in our discharge of ballast water. Certification & Compliance The company will also need to identify the various authorities responsible for certification and study their requirements and take reasonable steps to ensure compliance for our vessels. Operational Effects of the Convention Adherence to the BWM Convention requires that certain elements of operations will have to be modified in order to comply fully with the Convention. BWM Planning & Operations of Ships The BWM Plan requires that each ship adjusts its operations to include some key elements that are necessary to carry out Ballast Water Management. These arrangements include the creation of ballast tank arrangements that will ensure that water and sediments are carefully and reasonably handled. This means that there might be the need for some operations to be sacrificed to attain this end. There should be some required actions that the crew members must adhere to. Also, proper communication between the various parties must be instituted and adhered to strictly. Record-keeping Systems The record-keeping systems on ships need to be expanded to focus more on BWM. This will ensure that there is detailed tracking and documentation of events relating to the ballast systems of the vessels and this can bring about better management and control. Crew Scheduling Some crew on board the ship will have to be assigned to pay more attention to the BWM arrangements of the company. This might require the modification of schedules and the transfer of some staff members to new areas that will be set up or the hiring of new staff members altogether to handle ballast water issues. Internal Monitoring Matters Whatever is accomplished by the new ballast staff and recorded must be inspected. This therefore means that for a proper ballast water management system to work, there might be the need to assign a separate team to oversee the activities of the core staff tasked with this project. Co-ordination with External Inspectors There will also be the need to identify a distinct unit of the crew who will be tasked with liaising with the authorities at ports who have the duty of checking to ensure that we adhere to the standards of BWM. This will require a specific team that might have good communication skills to ensure that this is carried out successfully. Certification & Seaworthiness There overall seaworthiness system of each ship must now include certification for BWM that are relevant to the ports that a ship would dock at. Commercial/Financial Effects of the Law Introduction of New Expertise There might be the need to introduce new experts and staff members to handle important and significant matters that are relevant to the company. This therefore means that there will be new cost implications and this will have to be examined and evaluated closely. Training of Crew Existing members of each crew must be trained and given some knowledge and insight into the BWM systems that are being introduced. Internal Monitoring & Testing of Discharge There will be numerous crew members who will be charged with monitoring and inspecting activities related to BWM. When we choose the D-1 standards, there will be the need to monitor and check the processes and systems used for the discharge. This will ensure that compliance requirements are all satisfied. The monitoring and testing requires extra costs to the company. Treatment Infrastructure Costs For our vessels that will use D-2 standards, there will be the need to pay for more in terms of acquiring new vessels that have in-built infrastructure for the processing of ballast water to meet the standards required by each port. In ships that a new ballast water transfer technology must be installed, there will be fixed costs that will be incurred. Also, in each port of discharge, there will be overheads that will be incurred for each event. Certification Costs With the introduction of new compliance requirements, there will be certification costs that must be incurred. These costs will invariably increase the operation costs of the company. Magnitude of the Change The introduction of Ballast Water Management systems will ensure that there would be some change that will affect the company. The scope of this change spans across the following areas: Centralized BWM Unit & Compliance Framework There will be the need to create a centralized BWM unit of the company that will be primarily responsible for the regulation of overall BWM throughout the company. This unit will have to be top-level management and their regulations and frameworks will cut across all the vessels of the company. Ship Units & Procedures The centralized rules and procedures will be expected to be adhered to by all ships. Each ship will however need to find the most appropriate way and system for the operation of these BWM standards. Where they cannot comply with the centralized procedures, they will need to discuss it with the appropriate authorities and where approved, set up a different BWM system for their vessel. Purchases There will be the need to ensure that purchases of vessels in the future are made from approved and recognized shipbuilders and they all have in-built BWM systems that can be relied upon for responsible discharge of ballast water. Monitoring There will be the need to set up a monitoring system for BWM concerns and processes of the ships. This therefore means that the monitoring of each ship should be done in such a way that all the plans and expectations of the centralized body will be honoured and adhered to. Actions Required/Recommendations In line with the following expectations for the responsible discharge of ballast water, the following recommendations are suggested from my department: 1. Set up a board/top management unit for BWM: I strongly advice that we set up an executive unit of the company that will be responsible for the honour of BWM standards. It will be more preferable and desirable that this unit is linked to the environmental and corporate social responsibility units of the company. 2. Set up BWM Framework: I will also request that we set up a BWM strategy that will outline what the company wants to achieve and how it will be achieved 3. Implement BWM Framework: Steps should be taken to ensure that this strategy is implemented on each vessel in our fleet. 4. Review of BWM System: Each ship should be reviewed and monitored regularly to ensure that they are operating by the BWM standards set by management. References Dux, Thomas (2009) Specially Protected Marine Areas in the Exclusive Economic Zone (EEZ) LIT Verlag Fonseca de Souza Rolim Maria, Leppakoski Erkki & Librando Gaetano (2008) The International Law on Ballast Water: Preventing Biopollution The Netherlands: Martinus Nijhoff Publishers GRIFFES (2008) North Atlantic, Baltic Sea, North Sea & Mediterranean Sea ProStar Publications GRIFFES (2010) South Altlantic & Indian Ocean ProStar Publications Hooydonk, Van E. (2006) The Impact & Environmental Laws on Waterways & Roots MAKUI Publishing Hudson, Andrew (2009) UNDP GEF International Waters Programme Developing Results DIANE Publishing IMO (2011) Ballast Water Management Available online at: http://www.imo.org/OurWork/Environment/BallastWaterManagement/Pages/Default.aspx Accessed: 30th November, 2011. Kapustka, L & Lender G. (2007) “Invasive Species: A Real But Largely Ignored Threat to Environmental Security” in Managing Continental Infrastructure Risk London: Springer Verlag Kriwoken Lorne K. (2007) Looking South: Australias Antartic Agenda Federation Press Kurkulasuriya Lal & Robinson Nicholas (2006) Training Manual on International Environmental Law United Nations Environmental Program: Division of Environmental Policy Development & Law. National Research Council (2011) Assessing the Relationship Between Propagule Press & Invasion Committee on Assessing Numeric Limits for Living Organisms in Ballast Water: National Academic Press Puthucherril, Tony George (2010) From Ship-Building to Sustainable Ship Recycling: Evolution of a Legal Regime BRILL Publishing Read More