Introduction to Operation OASIS

The massive waste water problem that currently pollutes our bathing waters costing £billions to process throughout the world can be used to irrigate and reforest desert coastlines to induce rainfall.

Our aim is to use the return ballast capacity of super crude carriers which currently transport sea water half way around the world at great financial and environmental cost. This ballast is discharged into the sea, often introducing invasive marine species which affects the stability of indigenous species of flora and fauna.

The E.U. is legislating against this practice and tanker operators will be forced to seek an alternative.

Operation OASIS offers an exciting opportunity for ballast water. Transporting treated waste water to irrigate and reforest arid coastlines to induce rainfall has to be the way forward.

One tanker loaded with 300000 cubic meters of treated waste water would support 57 hectares of forest for a whole year.

Reclaiming deserts to enable people to feed themselves and grow great forests will offset the carbon emissions from shipping.

With global food shortages upon us we are already feeling the strain on our pockets in the developed world and renewable resources are in rapid decline. Drought is affecting all major food producing countries and wells are running dry. Water scarcity poses major problems for us and our children. We need to act fast in order to avert a major global catastrophe.

When the mighty river Amazon dries up and it's fish stocks die it is time to take stock on how we manage our fragile environment. For more detailed information visit our website and forum at:

Friday, 3 August 2012

Tanker Operator Reports concerns over ballast water management convention

Tanker Operator

ICS airs concerns over ballast water management convention
(Aug  3  2012)

The International Chamber of Shipping (ICS) has called on the IMO to address critical issues concerning the imminent implementation of the Ballast Water Management (BWM) Convention.

Despite delays by governments with respect to ratification, the 2004 BWM Convention is expected to enter into force within the next two years.

ICS director of regulatory affairs, David Tongue, explained: “Shipping companies represented by our member national associations have serious concerns about the availability of suitable ballast water treatment equipment, the robustness of the type approval process and, above all, the difficulties of retrofitting tens of thousands of existing ships within the time frame established by the BWM Convention.”

In a submission to the IMO’s Marine Environment Protection Committee (MEPC), which meets in October, ICS has requested that the issue of fixed dates for the retrofitting of expensive new equipment by large numbers of ships, perhaps as many as 60,000, needs to be addressed urgently. ICS said that a serious discussion is needed at IMO before the Convention enters into force.

In particular, in view of the bottlenecks that will be created when the Convention enters in force, with many ships having to be retrofitted either before their next special survey, or their next intermediate survey, ICS has proposed that the IMO should modify the BWM Convention’s requirements so that existing ships should not be required to be retrofitted with treatment equipment until their next full special survey.

In view of the pressures on shipyards that will need to fit the equipment, this would smooth out implementation over a five-year timeline around the date of entry into force of the Convention, rather than two, or three years, as at present.

Moreover, in order to make it possible for other ships to be retrofitted within the required time frame, ICS has proposed that ships approaching their fourth special survey should be exempted from the equipment requirements.

Tongue added: “Given that the costs of fitting the treatment equipment may be in the order of $1 to $5 mill a ship, it does not make economic sense for older ships approaching the end of their lives to incur this huge expenditure. However, the impact on the environment of exempting them would be negligible since these ships will still be required to perform deep water ballast exchange at sea for the two, or three remaining years that most of them will continue to operate.”

In the event that IMO does not accept the suggestion that ships should not be required to retrofit until their next five-year renewal survey, ICS suggested that ships over 18 years old should be exempted from the equipment requirements.

In practice, changes to the BWM Convention cannot be adopted until after it enters into force, but given the importance of ensuring smooth implementation ICS saw no reason why IMO cannot agree provisional changes with respect to detailed implementation in advance.

In a separate submission, ICS has requested that IMO considers modifying its current draft guidelines for type approval of equipment and for ballast water sampling and analysis that will be used by port state control, so that as far as possible they are comparable with those recently adopted by the US.

Tongue said: “A large proportion of the fleet will have to comply with the US requirements, which cannot be changed. For the sake of global uniformity we think it would be helpful if the relevant IMO Guidelines can be modified.”

A most important consideration, according to ICS, is that the US standards for type approval of equipment, under its Environmental Verification Program, are far more robust than the IMO equivalent.

Some of the equipment, already approved in line with original IMO standards, has already had to be withdrawn because it has been demonstrated not to deliver the agreed IMO ‘kill standard’ for removing unwanted marine micro-organisms.
The International Chamber of Shipping, 

No comments: