Download ballast water problem in the black sea and turkish strait

BALLAST WATER PROBLEM IN THE BLACK SEA
AND TURKISH STRAITS
Güler B. ALKAN (1), Tanzer SATIR (2)
(1)
Istanbul University, Engineering Faculty, 34320, Avcılar-Istanbul, Turkey
(2)
Correspondence Address:Istanbul Technical University, Maritime Faculty, 34940,
Tuzla-Istanbul Tel: +90 216 - 395 10 64, Fax: +90 216 - 395 45 00
E-mail: tsatir@ itu.edu.tr
ABSTRACT
The introduction of invasive marine species into new environments by ships’ ballast
water attached to ships’ hulls and via other vectors has been identified as one of the four
greatest threats to the world’s oceans. The other three are land-based sources of marine
pollution, over exploitation of living marine resources and physical alteration/destruction of
marine habitat.
Ballast is any material used to weight and/or balance an object. One example is the
sandbags carried on conventional hot-air balloons, which can be discarded to lighten the
balloon’s load, allowing it to ascend. Ballast water is therefore water carried by ships to
ensure stability, trim and structural integrity.
Shipping moves over 80% of the world’s commodities and transfers approximately 3
to 5 billion tones of ballast water internationally each year. A similar volume may also be
transferred domestically within countries and regions each year. Ballast water is absolutely
essential to the safe and efficient operation of modern shipping, providing balance and
stability to un-laden ships. However, it may also pose a serious ecological, economic and
health threat for sea nature life.
In this study, authors analyzed ship’s characteristics which pass the Turkish streets
every year. Quantity of ballast water is change depend of ship’s type. Authors found some
results related for ballast problem in the Turkish Streets and Black Sea.
Keywords
Marine environmental, ballast water, Turkish Streets, Shipping, Ballast water convention,
treatment.
1-INTRODUCTION
Ballast is defined; “ballast is any material used to weight and balance an object. It is
the additional weight necessary to bring the vessel to a suitable draft and trim and reduce
stresses and improve stability.” In the ship’s terminology ballast is divided two types: clean
ballast and dirty ballast. Clean ballast, if discharged from vessel that is stationary into clean,
calm water on a clear day would not produce visible traces of oil on the surface of the water
or on adjoining shore lines. Dirty ballast, to seawater introduced into cargo tanks upon
completion of cargo discharge (Huge, 2001).
Ships have carried solid ballast, in the form of rocks, sand or metal, for thousands of
years. In modern times, ships use water as ballast. It is much easier to load on and off a ship,
and is therefore more efficient and economical than solid ballast. When a ship is empty of
cargo, it fills with ballast water. When it loads cargo, the ballast water is discharged.
Shipping moves over 80% of the world’s commodities and transfers approximately 3 to 5
billion tones of ballast water internationally each year.
Figure 1 Ballast exchange between ports (IMO GloBallast )
There are thousands of marine species that may be carried in ships’ ballast water;
basically anything that is small enough to pass through a ship’ ballast water intake ports and
pumps. These include bacteria and other microbes, small invertebrates and the eggs, cysts and
larvae of various species. The problem is compounded by the fact that virtually all marine
species have life cycles that include a plank tonic stage or stages.
Table 1 Ballast condition several type of vessels (Source: Ballast Water Research Series
Report No.4, IMO GloBallast)
VESSEL
DWT
NORMAL
% of DWT
HEAVY
% of DWT
TYPE
(tonnes)
(tonnes)
250,000
75,000
30
113,000
45
Bulk carrier
150,000
45,000
30
67,000
45
Bulk carrier
70,000
25,000
36
40,000
57
Bulk carrier
35,000
10,000
30
17,000
49
Bulk carrier
100,000
40,000
40
45,000
45
Tanker
40,000
12,000
30
15,000
38
Tanker
40,000
12,000
30
15,000
38
Container
15,000
5,000
30
Container
17,000
6,000
35
G. cargo
8,000
3,000
38
G. cargo
3,000
1,000
33
Passenger
The release of ballast water may introduce non-native organisms into the port of
discharge. These introduced species, or bioinvaders, are also referred to as exotic species,
alien species and no indigenous species. Typically, very few organisms are able to survive in
new surroundings because temperature, food, and salinity are less than optimal; however, the
few that do survive and establish a population have the potential to cause ecological and
economic harm. Populations of bioinvaders may grow very quickly in the absence of natural
predators. In turn bioinvaders may displace native organisms by preying on them or out
competing native species for food and habitat space. Economic damage may occur when a
bioinvader displaces species that are harvested for food or other goods, or when bioinvaders
damage structures.
2- BALLAST WATER ORGANISMS
Marine plants, animals and microbes are being carried around the world attached to
the hulls of ships and in ships’ ballast water. When discharged into new environments, they
may become invaders and seriously disrupt the native ecology and economy. Introduced
pathogens may cause diseases and death in humans (IMO GloBallast). Ten of the dangerous
pets are;
- Cholera (vibrio cholera), some cholera epidemic appear to be directly associated with
ballast water. One example is an epidemic that began simultaneously at there separate
port in Peru in 1991, sweeping across South America, affecting more than a million
people and killing more than ten thousand by 1994.
-
-
-
-
-
-
Figure 2 Cholera (IMO GloBallast)
Cladoceran water flea (Cercopagis pengoi), reproduces to form very large populations
that dominate the zooplankton community and clog fishing nets and trawls, with
associated economic impacts.
Mitten crab (Eiocheir sinensis), undergoes mass migrations for reproductive purposes.
Burrows into river banks and dykes causing erosion and siltation. Preys on native fish
and invertebrate species, causing local extinctions during population outbreaks.
Toxic algae (Red, brown, green tides), may form harmful algae blooms, depending on
the species, can cause massive kills of marine life through oxygen depletion, release of
toxins and mucus. Some species may contaminate filter-feeding shellfish and cause
fisheries to be closed.
Round goby (Neogobius melanostomus), highly adaptable and invasive, increases in
numbers and spreads quickly. Competes for food and habitat with native fishes
including commercially important species, and preys on their eggs and young.
North American comb jelly (Mnemiopsis leidyi), reproduces rapidly under favorable
conditions. Feeds excessively on zooplankton. Depletes zooplankton stocks; altering
food web and ecosystem function.
North Pacific Seastar (Asterias amurensis), reproduces in large numbers, plague
proportions rapidly in invaded environments. Feeds on shellfish, including
commercially valuable scallop, oyster and clam species.
-
-
-
Zebra Mussel (Dreissena polymorpha), fouls all available hard surfaces in mass
numbers. Displaces native aquatic life, alters habitat, ecosystem and food web. Causes
severe fouling problems on infrastructure and vessels.
Asian Kelp (Undaria pinnatifida), grows and spreads rapidly, both vegetative and
through dispersal of spores. Displaces native algae and marine life.
Figure 3 Asian Kelp (IMO GloBallast)
European Green Crab (Carcinus maenus), highly adaptable and invasive. Resistant to
predation due to hard shell. Competes with and displaces native crabs and becomes a
dominant species in invaded areas (IMO GloBallast).
Figure 4 Toxic algae-brown (IMO GloBallast)
3- BALLAST WATER CONVENTION
Before convention, International Maritime Organization (IMO) accepted Guideline
(A.868-20) for ballast water name was The Control and Management of Ships Ballast Water
to Minimize the Transfer of Harmful Aquatic Organisms and Pathogens adopted on
27.November.1997. This resolution is base of Ballast Convention and resolution has 13
chapters and 2 appendixes. After seven years later new ballast convention is accepted by IMO
at 16.Feb.2004.
A new international convention to prevent the potentially devastating effects of the
spread of harmful aquatic organisms carried by ships' ballast water has been adopted by the
International Maritime Organization (IMO), the United Nations agency responsible for the
safety and security of shipping and the prevention of marine pollution from ships. The
instrument was adopted at an international conference held from 9 to13 February 2004 at
IMO's London Headquarters. The Convention will require all ships to implement a Ballast
Water and Sediments Management Plan. All ships will have to carry a Ballast Water Record
Book and will be required to carry out ballast water management procedures to a given
standard. Existing ships will be required to do the same, but after a phase-in period (Ballast
Convention, 2004).
Another article is Sediment Reception Facilities, ‘ports and terminals designated by
that Party where cleaning or repair of ballast tanks occurs, adequate facilities are provided for
the reception of Sediments, taking into account the Guidelines developed by the Organization.
Such reception facilities shall operate without causing undue delay to ships and shall provide
for the safe disposal of such Sediments that does not impair or damage their environment,
human health, property or resources or those of other States’ (Ballast Convention, 2004).
4- BALLAST WATER TREATMENT
Ballast water is important for ship’s stability and maneuverability during a voyage.
Several options were improved for ballast water treatment. Some criteria are considered
during selecting a treatment method;
 Safety of the crew and passengers,
 Effectiveness at removing target organisms,
 Ease of operating treatment equipment,
 Amount of interference with normal ship operations and travel times,
 Structural integrity of the ship,
 Size and expense of treatment equipment,
 Amount of potential damage to the environment,
 Ease for port authorities to monitor for compliance with regulation (Chase).
Ballast water exchange, mechanical treatment, physical treatment, chemical treatment
and sediment reception facilities are different methods for treat ballast water.
Ballast water exchange is oldest method and usually recommends minimizing the
risk of introducing non-native species in the open ocean. This method is effective because
organisms from coastal waters do not survive in the open ocean. But some of the
disadvantages are difficult to completely remove sediments and residual water from the
bottom of ballast tanks, organisms stuck to the sides of the tank and structural supports within
the tank will not be readily removed and during stormy or rough seas it is unsafe for a ship to
exchange ballast water (Chase).
Mechanical treatment methods are such as filtration and separation. Ballast water
can be filtered before it enters the tanks or while it is being discharged. The advantage to
filtering as water is pumped into the tanks is that are filtered out may be retained in their
habitat. But disadvantage of this methods is requires specialized equipment which may e
expensive to purchase and install (Chase).
Physical treatment methods are heat treatment, ultra-violet light, electric currents
sterilization by ozone. Heat treatment is most popular than the others. Ballast water is heated
by using the engine cooling system and heating ballast water to temperatures between 35ºC
and 45ºC and effective at killing larger organisms but not as effective microorganisms. Ultraviolet light, electric current and ozone are being investigated (Chase). These are not cost
effective.
Chemical treatment methods are such adding biocides to ballast water to kill
organisms. The specific type of biocide must be chosen very carefully to avoid harming
humans or the environment. Biocides are usually shipped and stored in the form of a
concentrated solid or liquid, so they can easily be stored onboard a ship. Two general types of
biocides exist: oxidizing and non-oxidizing (Chase).
All treatment options are under research for improving because no one method has yet
been proven to remove all organisms from ballast water. Scientists improve existing treatment
methods, developing new methods and combining effective ballast treatment method.
5- THE BLACK SEA AND TURKISH STREETS
The Black Sea and Turkish Streets are one of the busiest waterways in the world.
Approximately 90.000 vessels passed the Turkish Streets in 2003.
The Strait of Istanbul is approximately 16.74 nautical miles long, with an average
width of 0.81 nautical miles. It is only 0.378 nautical miles wide at its narrowest. The Straits
of Istanbul takes several sharp turns. The ships are bound alter course at least 12 times at
these bends. At the narrowest point, Kandilli (700 m), a 45 degree course alteration is
required. The current can reach 7-8 knots at this point. At Yenikoy, the necessary course
alteration is 80 degrees.
At the above mentioned turns (Kandilli and Yenikoy) where significant course
alterations have to be made, the rear and forward sights are totally blocked prior to and during
the course alteration. The ships approaching from the opposite direction cannot be seen round
these bends. There is also very heavy ferry traffic in the Strait of Istanbul, which crosses
between
European
and
Asiatic
sides
of
the
city.
There are two suspension-bridges spanning the Bosphorus which connects Europe and Asia.
Istanbul - Bosphorus suspension bridges 3 miles within the Strait connects Europe and Asia.
It is 1074 m long between the legs and has a vertical clearance of 64 m over a width of 400 m
decreasing to 58 m at each end (Guler, 2005).
Table 2 Quantity of passing vessel on the Turkish Street at 1996 to 2004 (Source: Shipping
Sector Reports, 2004)
YEAR ISTANBUL CANAKKALE
1996
1997
1998
1999
2000
2001
2002
2003
2004
49.952
50.942
49.304
47.906
48.079
42.637
47.283
46.939
54.564
36.198
36.543
38.777
40.582
41.561
39.249
42.669
42.648
48.421
Figure 5 the Turkish Streets (Straits of the Istanbul and Canakkale)
Table 3 Quantity of ship’s type annually (Source: Shipping Sector Reports, 2004)
SHIP TYPE
ÇANAKKALE
İSTANBUL
OIL TANKER
CHEMICAL TANKER
LPG
LNG
DRY CARGO
COSTER
PASSENGER SHIP
BULK CARRIER
CONTEINER
RO-RO
ANIMAL CARRIER
REFER
TUG
OTHER
TOTAL
6074
1.193
717
130
21.553
493
4088
4.272
1.607
316
610
327
1.268
42.648
6571
928
598
28.359
1.480
1.492
3633
1.796
288
316
314
518
646
46.939
Table 4 Annually total ballast water passing strait of Istanbul
SHIP TYPES
STRAIT OF
BALLAST
TOTAL
ISTANBUL
CAPASITY
BALLAST
(BOSPHORUS)OF
WATER(TONS)
IN BALLAST
SHIP(TONS)
CONDITION
OIL TANKER
CHEMICAL
TANKER
BULK
CARRIER
CONTAINER
G. CARGO
PASSENGER
COSTER
OTHER
TOTAL
3280
763
40000
10000
131200000
7630000
1815
45000
81675000
900
14200
1492
700
600
23750
12000
6000
1000
3000
1000
-
10800000
85200000
1492000
2100000
600000
320697000
Table 5 Annually total ballast water passing strait of Canakkale
SHIP TYPES
STRAIT OF
BALLAST
TOTAL
CANAKKALE
CAPASITY
BALLAST
(DARDANNEL)OF
WATER(TONS)
IN BALLAST
SHIP(TONS)
CONDITION
OIL TANKER
CHEMICAL
TANKER
BULK
CARRIER
CONTAINER
G. CARGO
PASSENGER
OTHER
TOTAL
3030
950
40000
10000
121200000
9500000
2040
45000
91800000
2110
10550
493
645
19818
12000
6000
1000
1000
-
25320000
63300000
493000
645000
312258000
6- SEDIMENT RECEPTION FACILITIES ON THE TURKISH STREETS
According the new Ballast Convention, ports and terminals designated by that Party
where cleaning or repair of ballast tanks occurs, adequate facilities are provided for the
reception of Sediments, Such reception facilities shall operate without causing undue delay to
ships and shall provide for the safe disposal of such Sediments that does not impair or damage
their environment, human health, property or resources or those of other States. Last year new
Reception Facilities Regulations are accepted. According the new regulations all Turkish
ports are renovating existing reception facilities or set up new facilities.
Total 295 port facilities including tanker terminal, bulk terminal, fishing and yacht
port in the Turkey. Especially 20 of them are big port. These ports facilities are managing by
local government and private sectors shown as table 4. Seven ports are managing by the
Turkish National Railway System (TCDD), 17 ports are managing by the Turkish Maritime
Lines (TDI), 2 tanker terminals are managing by the Turkish Petroleum Refineries
Corporation (TUPRAS), 20 ports are managing by other local administrations, 50 small ports
are managing local municipalities, 53 ports are managing by the private sectors, 13 yacht
harbors are managing Ministry of Tourism and 128 fishing harbors are managing by the local
cooperatives and municipalities (The Government Accounting Bureau, 2002).
Turkey is not accepted new Ballast Convention. But when all Turkish Ports are
renovating existing reception facilities or set up new facilities, some of the ports will establish
sediment reception facilities. Before entry into force of the new Ballast Convention, some
major ports will be having sediment reception facilities. These ports must be busiest ports in
the Turkey. Table.5 is shown selected major ports. These ports are selected different location
of Turkey. After these selected ports, other all ports will establish new sediment reception
facilities or add sediment facilities existing waste reception facilities.
CONCLUSION
The Turkish Straits and Sea of Marmara are carrying important role in worldwide
maritime trading. For the safety of navigation and environment the traffic need to be regulated
by special rules. The statically data for past years show that traffic capacity is came or coming
to the border of capacity. Besides the safety of navigation the Rules which came into force
help the smooth passing and increase the vessel in number. Optimization of the usage of the
strait against the geographical limitation may be realized by rules. And the rules are also open
to be revised for better results.
The Turkish Straits and Sea of Marmara are unique characteristics and conditions.
Last 30 years two major accidents were accurred. One of them that occurred in the southern
entrance of the Istanbul Strait in 1979 was when a Romanian flag supertanker, the
“Independenta”, collided with the freighter M/V Evriyali resulting in the tragic death of 43
crewmembers. This has been ranked as the 10 worst tanker accidents in the world due to the
amount of oil spilt. In 1994, another major accident occurred, this time in the northern
entrance of the Istanbul Strait, when the tanker Nassia collided with the bulk carrier
Shipbroker, on 13 March 1994. A total of 29 officers and crewmembers from both ships lost
their lives, including the master of Shipbroker which burned totally. After new observation
towers will be operate, the Marmara Sea Vessel Traffic Service will combine the Turkish
Street Vessel Traffic Service next few years. Safety is fist imported point in the Turkish
Streets and now it is increasing day by day. Also number of vessels passing is increase of %
21 but safety of navigation is improvement that it cannot be compared to the past.
• Ballast water exchange is not effective because of black sea; Aegean Sea and
Mediterranean are not open sea.
• Ballast water treatment options at ship are expensive and not effective yet. Ships do
not have these treatment equipments.
• Ballast water treatments at ships are still in the experimental stage
•
Sediment reception facilities are important option for this region. New sediment
reception facilities will be establishing major ports. These sediment reception facilities
will be establish near the waste reception facilities at the major ports.
New Turkish Port Reception Facility Regulations accepted last year. All Turkish Ports
will be completed their reception facilities according the new regulations in the one year.
Turkey is not accepted new Ballast Convention, but some major ports especially the Turkish
Streets and Marmara Region’s ports will establish new sediment reception facilities.
REFERENCES
1-IMO, International Convention for the Prevention of Pollution from Ships (MARPOL),
Consolidated Edition, London, 2002.
2-IMO, International Conference on Ballast Water Management for Ships, London, 2004.
3-Turkish Chamber of Shipping, Shipping Sector Reports, Istanbul, 2004.
4-ALKAN, G., Maritime Traffic Regulations of the Strait of Istanbul and the Marmara
Region, Istanbul, 2005.
5-Ballast Water Research Series Report No.4, www.globalast.imo.org
6-THE GOVERNMENT ACCOUNTING BUREAU, Report of Marine Pollution and
Reception Facilities in Turkey, Ankara, 2002.
7- CHASE C., RELLY C. and PEDERSON J., Ballast Water Treatment Options, Sea Grant.