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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.