CQD Journal for the Maritime Environment Industry Volume 4, #5 - December 1998, Copyright Miller Associates, Inc.

FROM THE EDITOR

Dear Clients and Friends;

NEW WEB SITE LOCATION

Those of you who attempted to log into our web site during the Monaco Symposium were met with frustration.  Unfortunately, the ships-services.com internet hosting computer was down the week we were in Monaco.  Since then we have switched to a new, faster, easier to remember location:  http://cqdjournal.com.   Please excuse any inconveniences.

MONACO REPORTS

Our reports from Monaco and the symposium are still on line.  To click directly to the reports link to:  www.yoto.com/industry/commerce/cargo/ monaco
 

Thanks and support go to the people at Environmental News Network (ENN) for hosting our coverage on their Year of the

Monaco Conference Center where the world's leading scientists discussed and debated critical marine pollution issues.

Ocean web site.  We have been asked to provide them with more reports from the maritime environment field.  Look for our future work at www.enn.com .

Chris Swanson
Environmental Affairs

IMO II and III changes in store

Those involved in the transportation of chemicals and dangerous goods would do well to investigate upcoming International Maritime Organization (IMO) changes in classification of hazardous substances.  During the next two to three years, approximately 625 to 650 chemical substances listed for bulk carriage under the MARPOL 73/78 Convention will be re-evaluated using an updated scheme.  Certain chemicals will assuredly be labeled either more or less dangerous and carriers will be required to adapt to these changes.

Fortunately for carriers, the groups initiating the changes intend to gradually phase-in reclassifications.  Speaking at the International Symposium on Marine Pollution in Monaco, Dr. Peter Wells of Environment Canada said a key concern is to maintain a consistent approach and not upset the shipping community.  "The shipping industry has supported MARPOL and changes will not be done without due consideration of consequences."

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GESAMP - reevaluates chemicals

The changes in the works are a result of reviews by GESAMP (joint Group of Experts on Scientific Aspects of Marine environmental Protection) of which Dr. Wells is the Chairman.  Since 1974, GESAMP Working Group I has been providing IMO with continuous analytical advice on chemicals and hazardous substances.  Composed of a small group of volunteer scientists and chaired by a GESAMP member, they develop and maintain an independent Evaluations of Hazardous Substances (EHS) ranking system.  These experts make objective hazard evaluations based on chemical and physico-chemical characteristics.  Although GESAMP evaluates the chemicals using EHS, it is the responsibility of IMO to determine final rankings and classifications and incorporate these into MARPOL.  Classification affects ship types, packaging, labeling, handling, insurance and many other areas.

MARPOL 73/78 is the International Convention for Prevention of Pollution from Ships.  The Convention outlines protocol and regulations.  Industrialized countries adhere to MARPOL provisions and major insurance and P&I clubs require covered vessels to comply.  Annex II of MARPOL guides ships carrying noxious liquids in bulk, Annex III dangerous goods in packaged form.

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Earth Summit initiates changes

The recent revisions to the EHS scheme are largely attributable to the '92 Earth Summit in Rio de Janeiro, Brazil.  Agenda 21 of the Earth Summit asked the Organization for Economic Co-Operation and Development (OECD) to harmonize conflicting criteria used for carriage of dangerous goods via ship, rail and truck.  Working with GESAMP, OECD looked at the framework for EHS to determine if their procedures represent current scientific viability.  Their concerns included scientific accuracy, international harmonization, and stronger human health and safety criteria.

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Changes to the EHS system

Dr. Wells announced the changes made to the EHS system at the Monaco Symposium. Major changes, broken down by classification column include:

• Column A:  Bioaccumulation and Biodegradation - strengthened by using two criteria for rating bioaccumulation and including a new biodegradation sub-section to reflect persistence of chemicals in the marine environment.
• Column B:  Aquatic Toxicity - separated into two sections, acute and chronic toxicity.  Acute column has more bread downs for accuracy.  Chronic column added to reflect toxicity from longer exposures.
• Columns C & D:  Acute Mammalian Toxicity & Skin, Eye Irritation, Corrosive and Special Health Concerns - Columns C & D were strengthened to include more information in 3 sub columns and 3 potential exposure routes.
• Column E:  Interferences with Other Uses of the Sea - Includes identification of floating substances versus sinking to help determine whether surface wildlife or benthic organisms would be affected.
• Column F:  Remarks - available to reflect new or atypical hazardous information.

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Which chemicals will be re-classed?

The big question in the chemical shipping industry is which products will be reclassified.  Per Mueller, chemical logistics expert at Nesstun Chartering, Bergen, Norway, said any new rankings would likely hurt smaller ship owners with older fleets.  Newer double hull chemical carriers are already equipped to handle the more dangerous IMO II products.  Charterers however are likely to face higher freight rates.  Chemicals moving for years in older, less expensive vessels will be required to be carried in newer vessels at correspondingly higher prices if the chemical classification changes.

If many chemicals were reclassified, the potential for costs to shippers could be staggering.  Ships dedicated to certain chemical trades may have to be modified or replaced.  Methanol for example is currently carried on tankers classed for IMO III cargo.  IMO could change this to IMO II category if methanol's evaluation changed or more likely, if they perceive world wide concerns warrant an upgrade.

In such a scenario, methanol importers would be forced to use more expensive vessels.  Mueller notes some of the worlds' biggest methanol producers carry the product in their own fleets, a large proportion of which are older.  A methanol upgrade will mean these producers will have to build or charter newer tonnage at considerably higher costs.  During the last quarter over 670,000 metric tons of methanol were shipped through U.S. ports alone.  Mueller estimates ten million tons are shipped worldwide annually.

GESAMP and IMO are in the process of working out a time frame and a method of operation for adopting the new evaluation system.  Dr. Wells expects any chemical re-classifications will be made on a progressive basis rather than all at once.  It is unclear which of the 625-650 chemical substances listed in Annex II will be evaluated first.

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Special Issue - TBT

Be on the watch in December for our special issue on the upcoming global ban on tributyltin based boat bottom paint.  Two perspectives will be available.  One on the problems shippers will face when TBT is no longer available.  The other by Christian Meganck of Hydrex, Antwerp, Belgium will explain the reason IMO is asking for the worldwide ban.

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For further information

IMO will have a chemical compendium and more information about GESAMP on their web site:  www.imo.org. 

Peter Wells is with Environment Canada, Halifax, Nova Scotia, Canada.

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CQD Journal for the Maritime Environment Industry is published by E.M. Miller Associates, Inc., Florham Park, NJ.  www.cqdjournal.com   All rights reserved.  Copyright 1999.

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