Along with the International Maritime Organization (IMO), the United States Maritime Administration has developed its own ballast water management legislation under the dual authority of the US Coast Guard and the Environmental Protection Agency. The IMO and US ballast water management regulations are globally recognized as the most significant and influential regimes. Complexity and certain regulatory differences pose considerable concern amongst all stakeholders in the shipping industry, predominantly ship owners and ship operators. This paper presents a conceptual study which overviews, emphasises, and compares key provisions of these two sets of regulations by targeting and unveiling significant points from their perspective since they represent the largest group of stakeholders. Therefore, the paper aims to support shipowners and operators in better understanding the Ballast Water Management regulations and their differences. In addition, the study may benefit in choosing an adequate ballast water treatment system to be installed onboard ships, considering the sea areas where ships intend to operate. Finally, the paper can also help policy makers understand those differences that could present a major barrier in the efficient and smooth ballast water management implementation.
Shipping is a high-risk industry and prone to accidents. A near-miss management system is an important aspect of the safety performance in shipping because the causes are the same for near-misses and accidents. Reporting, analyzing, and learning from near-misses can prevent the recurrence of accidents and thus improve safety on ships. This paper addresses near-miss management systems in shipping and provides insights into the quality of the implementation of these systems, with an emphasis on the importance of reporting. Research data were derived from two surveys and supported by data gained from near-miss reports and existing literature reviews. Professional seafarers of various ranks, ages, nationalities, and experiences, serving on tankers, cruise ships, bulk carriers, and container ships, voluntarily participated in these surveys. The first survey comprised 223 participants, and the second survey involved 22 participants. The research results indicate that near-miss reporting is inadequate, and several barriers limit appropriate near-miss reporting. The difficulty of seafarers in identifying near-miss events was found to be one of the major barriers to near-miss reporting at sea. Based on this research, a conceptual model of a near-miss management system was developed, and measures that can be applied to overcome barriers and increase reporting are proposed.
The paper presents outcomes of the discrete event simulation of the ballast water management in a multi-terminal port. The simulation includes ship's manoeuvring, cargo and ballast operations and a barge-based ballast water treatment system operating within all terminal areas. The barge-based ballast water treatment system is used by ships KEY WORDSballast water management; ballast reception facility; discrete event simulation; INTRODUCTIONThe transfer of harmful organisms and pathogens across natural barriers has been recognized as one of the greatest threats to the world's oceans and seas, causing global environmental changes, and posing threat to human health, property and resources [1]. Ballast water transfer by ships was recognized as a prominent vector for movement of such species and was regulated by the International Convention for the Control and Management of Ship´s Ballast Water and Sediments, 2004 (BWM Convention). The BWM Convention sets the global standards on ballast water management (BWM) requirements, while recognizing that regional and local specifics have to be considered for its effective implementation [1].According to the BWM Convention, ballast water management is primarily based on ships, i.e. ballast water exchange as per D-1 standard and ship-board treatment technologies as per D-2 standard, but portbased technologies may also be used to comply with the D-2 standard [2].Port-based technologies can be divided into: -Land-based reception systems -a ballast water treatment (BWT) plant is located ashore and connected with terminals by pipeline system. -Land-based mobile systems -a BWT plant is loaded on a truck or a similar vehicle and moved in the vicinity of the ship requiring service. -Barge-based reception systems -a BWT plant is located either on the barge (with or without its own propulsion) or a barge is used to accept ballast from ships and transfer it to land-based facility.The study by Brown and Coldwell in 2007 [3] is the first known study completely devoted to port-based ballast water treatment. In this study several different technologies and implementation options, including some quite radical approaches, have been investigated. Based on the cost and access options the study concluded that the most convenient port-based BWT system is the one using a barge with plant installed onboard. The same research group continued the study in 2008 [4] focusing on the barge-based ballast water treatment system. The study examined the necessary retrofitting of ships as well as the main characteristics of the barge and water treatment technology that may be used on board barge.The study prepared in Denmark in 2012 [5] investigates the possibilities and feasibility of the port-based ballast water treatment by mobile units. The study has been based on two Danish ports and includes several EFFECTIVENESS OF A BARGE-BASED BALLAST WATER TREATMENT SYSTEM FOR MULTI-TERMINAL PORTSTraffic and Environment (Ecology) Preliminary Communication
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