GREEN4SEA features this special column to include expert perspectives on topical environmental issues concerning shipping industry. Effective from 8th of Sep 2017, the Ballast Water Management Convention is now a reality. Therefore, we have asked global experts to provide feedback on the following question:
What will be the biggest challenge with respect to BWMC implementation for the key stakeholders following MEPC71 decisions?
Andrew Marshall, CEO, Coldharbour Marine
For the owners, the biggest challenge will be to select BWT equipment that is fit for purpose on their vessels. All BWT types have merit, but in just the same way that you would not enter a cart horse into a race, so it is the case that not all BWT systems are suitable for all types of ships. Too many owners are relying on the “it has an XYZ certificate so it must work” type of thinking – which is the same as saying “it has four legs, a tail and likes oats, so it must be able to win the race!”. The sad truth is that the real, hard costs associated with making the wrong BWT choices are going to hurt a lot of owners for the years to come.
Giles Candy, Business Development, Environcleanse
Accurate information is one of the biggest challenges. Still people tell me “filters are required”, “any Administration TA is OK”, “a BWTS needs Class TA”. These are wrong, easy to look up in the rules and perpetuated by people who should know better. The BWT industry has consistently let itself down making unsupportable claims, technical, competitive and otherwise. Media is not helping. A recently published list of five companies expected to lead the market in 2021 included two already withdrawn BWTS. Regulators and manufacturers need to be clearer and owners need to be educated and aware – as increasing numbers are. Without accurate information owners are not protected from purchasing a BWTS which defies the fundamentals of water treatment or is not qualified for their vessels.
Dimitris Dedepsidis, Customer Service Manager, DNV GL Maritime
From a class perspective, one of the challenges is a potential log jam of approvals from BWMPs submitted just before the due date – even with the three-month grace period. The entry into force date was not delayed by MEPC 71 and we believe that there are many vessels that still have not started the approval process. At the same time, there are questions on the technical and practical implementation of the Convention, that while not related to MEPC 71, where we are still looking for more clarity from the administrations. However, the delay in the implementation schedule was not wholly unexpected and the vast majority of shipowners are making the required preparations.
Chris Todd, Executive Director, Hyde Marine
The biggest challenge following the MEPC71 decision to delay implementation of the BWM Convention is whether or not the intent behind this delay will be undermined by stakeholder actions. The MEPC did not delay implementation of the Convention; it only delayed the requirement to meet the D2 standards, thereby pushing back BWTS installation for two years. The delay was coupled with an acknowledgment of concerns about BWTS performance by Owners through the suggestion of a two-year “experience building” phase. The challenge is that during these two years, when Owners should be learning in a consequence-free environment, they will choose to delay installations and simply shift their opportunity to learn until after the two year grace period expires.
Paul Jinhwa Kim, Marketing Manager, Europe, PANASIA
One of the biggest challenges towards BWMC implementation will be the high demand resulting in increasing retrofit cost. Due to financial difficulties, owners will definitely face pressure not to increase their fleet size. In this case, owners have two options regarding BWMS retrofit: installing BWMS to extend usage of existing vessels or to scrap vessels to substitute them with new vessels in order to be ready not only for BWMS but also for Scrubber system and others. Certainly, scrapping cannot be the option for all, so that 85% of owners shall install BWMS. Also, no one makes sure if annual total BWMS retrofit demand can be covered by world’s repair shipyards or not so all responsibilities will be owners.
Tore Andersen, CEO, Optimarin
Ballast Water Management is mandatory after September 8th. Shipowner will have to decide if ballast water exchange or treatment is the best option for their operational patterns and we believe that for a lot of ships, treatment will be a better option. The Port States around the world needs to implement credible enforcement programs to ensure that the convention is being followed and in force. The USCG will drive the market for BWMS and vendors with IMO TA only will struggle to stay afloat until the market takes off.
