477
1 INTRODUCTION
The ECDIS final implementation date is reaching its
completion.However,consideringcertainissuestobe
solved properly, ECDIS development allows
furthermoretheimplementationfromotheraspectsof
navigation. It harnesses the technology to improve
safetyofnavigation,butdespitethat,itrequireswell
trained end‐users to make all navigation decisions,
a
ppropriate actions and new decision system
adoptions in the future. New possibilities primarily
pertain to the new Ballast Water Management
convention and the use of ECDIS system for
improving environmental protection. Ballast water
onboard is essential for safe and modern shipping
industry to maintain ship stability, stress, and
furthermoretocontrolship’stri
m,listanddraft.The
transfer of HAOP with ballast water has great
harmful impacts to the environment. Therefore,
loading ballast water from one and discharging to
another port from different region represents a
potential risk which causes environmental changes.
These changes include modifications of biodiversity
and species biogeography, preda
tor and harmful
algaedevelopment,ecosystemengineers,parasiteand
disease agents resulting in economic problems of
marine environment and harmful impact to the
human health (Gollasch et al.2009). The problem is
generally recognized on a global scale by the
International Maritime Organization (IMO) and
United Nations (UN) as specialized agencies for the
int
ernational transport regulations. The proposed
paper deals with the legal aspects concerning
ecological normalization of the Ballast Water
ManagementwiththespecialreferencestotheBallast
Water Exchange regulations. Therefore,
understanding of BWE theoretical background is
essential.Inorder toachievethe desiredresults that
the BWM convention regulation demand, it is
necessary to enhance ECDIS technological system in
ECDIS Possibilities for BWE Adoption
S.Žuškin,D.Brčić,&S.Valčić
UniversityofRijeka,Rijeka,Croatia
ABSTRACT:TheElectronicChartDisplayandInformationSystem(ECDIS)developmentandimplementation
havebeenlinkedprimarilytothesafetyofnavigation.Furtherdevelopmentallowstheimplementationfrom
otheraspectsofnavigation.ThisprimarilypertainstotheHarmfulAquaticOrganismsandPathogens(HAOP)
fromBallastWaterExchange(BWE)andtheuseofECDISsystemforimprovingenvironmentalprotection.The
pa
per contains an overview of important legal aspects of sea environment protection related to the Ballast
WaterManagement(BWM)Conventiononglobalaswellasonlocalscale.Apartfromenhancingthesafetyof
navigation,integrationoftheproposedtoolforseaenvironmentprotectionintheECDISwithonboardballast
watersystemcansignificant
lycontributetoseaandseaenvironmentprotectionfromharmfulsubstances.In
this paper, the architectureof such systemissuggested. This approach also ensures a reduction of possible
consequencesonecologicalincidentsandhumanerrors.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 11
Number 3
September 2017
DOI:10.12716/1001.11.03.13
478
function of significant navigation and other
improvements. By utilizing the intelligent ECDIS
system and voyage planning, Officers of the Watch
(OOWs) can additionally contribute to sea
environmentprotection.Inthispaperthearchitecture
ofDecisionMakingBWEAlgorithmissuggested.The
motivation of the research is need for system
architecture
development with aims of better
understanding the implementation of the new
possibilities. The paper is concluded with summary
aiming safer navigation and raising mariners’
ecologicalawareness.
2 LEGALASPECTSOFBALLASTWATER
MANAGEMENTWITHBALLASTWATER
EXCHANGE
The IMO together with the World Health
Organization(WHO)notedharmfulimpactfrom
the
ballastwatertotheenvironmentinthe1970’s.Marine
EnvironmentalProtectionCommittee(MEPC)started
afterward to develop research study “Research into
the Effect of Discharge of Ballast Water Containing
BacteriaofDiseases”(IMO1973).However,processes
and procedures related to ballast water control
measures are mostly defined in BWM
Convention
(IMO BWMC) which was adopted in February 2004
together with other relevant resolutions and
guidelines. Since adoption, fourteen Technical (G1‐
G14) and two additional Technical guidelines have
beenpreparedfor anoverall conventionstructureat
IMO. These guidelines and obligations are intended
to be met by all stakeholders including shipowners,
vessel Administrations, Flag State, Port State and
other relevant representatives. Nowadays, the BWM
Conventionisratifiedbyasufficientnumberofstates
thattogetherrepresentmorethan35%oftheworld’s
total merchant shipping tonnage. Furthermore, the
International Convention for the Control and
Management of Ship’s Ballast Water and
Sediments
willenterintoforceon8September2017onaglobal
scale for ship environmental safety and marine
environmentprotection(IMOPress2016).According
toIMO,BWMmeansmechanical,physical,chemical,
and biological process, either singularly or in a
combination,toremove,renderharmless,oravoidthe
uptake or discharge
of Harmful Aquatic Organisms
andPathogenswithinBallastWaterSediments(IMO
Res. A.868 (20)). With the adoption of this
Convention,thetermHAOPisdefinedasanyaquatic
organismsorpathogens,which,ifintroducedintothe
fresh or salt water, may create hazards to human
health and the environment, property
or resource,
impair biological diversity or interfere with other
legitimate uses of such areas (IMO BWMC 2004,
Gollaschetal.2015).Inotherwords,HAOPincludes
living organisms (non‐indigenous, cryptogenic and
native species), marine plants and microbes like
North America comb jelly, Australian spotted
jellyfish,West Atlanticbrackishclam, Conrad’s
false
mussel, Zebra mussel, Asian kelp, North Asian
amphipod, fish‐hook, Water Flea, Asian skeleton
shrimp, Chinese mitten crab, Cholera, Toxic Algae,
etc. (GloBallast Programme, 2013). These living
species have directly harmful impact to the human
healthand invadedenvironment. Despiteprescribed
standards from the convention, there are two
cornerstone
standards for environment protection
fromHAOP(IMOBWMC2004);
BallastWaterExchangeStandard(RegulationD‐1)
Ballast Water Performance Standard (Regulation
D‐2)
BallastWaterPerformanceStandardtogetherwith
ballastwatertreatmentimplementationisnotsubject
of this paper. According to (IMO Resolution MEPC.
124(53))therearethreeaccepted
methodwhichcanbe
used;
Sequentialmethod–aprocessbywhichaballast
tank intended for the carriage of ballast water is
first emptied and then refilled with replacement
ballastwateratleasta95%volumetricexchange.
Flow‐through method – a process by which
replacement
ballastwaterispumpedintoaballast
tank intended for the carriage of ballast water,
allowingwatertoflowthroughoverflowondeck
orotherarrangements.
Dilutionmethod–aprocessbywhichreplacement
ballastwaterisfilledthroughthetopoftheballast
tankintendedforthecarriageof
ballastwaterwith
simultaneous discharge from the bottom at the
sameflowrateandmaintainingaconstantlevelin
thetank.
Sofar,sequentialmethodismostcommonlyused
ballastwater exchangemethod inmaritime industry
with specific procedures for onboard
operators/marinersinfunctionofminimizingharmful
organismsinballast
water.Itsspecificprocedurefor
exchangeisbasedonreducingextrapressureonthe
ballasttankstructureand it takes lesstime than the
othertwo methods. Underspecific regulations(IMO
BWMC D‐4 2004), every vessel using BWE method
should apply ballast exchange at least 50 nautical
milesfromthe
nearestlandandinwateratleast200
meters depth in all cases. These requirements are
mandatory to be fulfilled according to convention.
However, in shallow seas or semi‐closed sea areas,
Port State may adopt Ballast Water Exchange Area
(BWEA). According to (IMO Resolution MEPC.
151(55)), the location and
size that provide the least
risk to the environment, human health, property or
resources should be designed having in mind
shipping traffic, security of the area and shipping
routingsystem.TheBWEAidentificationshouldtake
into account the following criteria: oceanographic
(e.g. currents and tides), physico‐chemical (e.g.
salinity), biological (e.g.
HAOP presence),
environmental (e.g. pollution from human activity)
andlocationofimportantresources(e.g.keyfishery).
Nevertheless, according to regulation A‐3, certain
exemptions are determined to ensure safety of
navigationinallcases,especiallyincaseof:avesselin
emergency situation, accidental discharges resulting
from damage to another
ship, avoiding pollution
incident, vessel situation where the uptake and
dischargeofballastwateraretakingplaceinthehigh
seas or uptake and discharge of ballast water
originatefromthesamelocation.
TheoreticalbackgroundandunderstandingBallast
WaterManagementlegalaspectsareessentialforthe
end user to be in
compliance for upcoming
convention. Despite that, end users onboard mostly
dealwithECDISsystemasapowerfultoolforroute
planning,routemonitoringanddisplayingadditional
479
navigationrelatedinformation.ECDISsystem,which
constantly keeps track of the ship’s position via
GlobalNavigationSatelliteSystem(GNSS)anddepth
using Electronic Navigational Chart (ENC)
respectively, could be significantly helpful with
ballastwaterexchangeproposedalgorithm.However,
collaborationwithindustrytofacilitatethesuccessful
transferofnewtechnologiesin
raisingenvironmental
awareness and developing existing ECDIS system
with the additional features can significantly
contribute to sea and sea environment protection
fromharmfulsubstances.Furthermore,itisnecessary
todefineECDISgeneralconsiderationandnewBWE
possibilitiesinthesystem.
3 ECDISGENERALOVERVIEWANDNEWBWE
POSSIBILITIES
ECDISis
acomplexsystemformingInformationand
Communication Technology which integrates
relevant navigational data together with ENCs in
order to achieve safe navigation. The system can be
accepted as complying with the up to date chart
required by regulation of the Safety of Life at Sea
(SOLAS)Convention,displayingselectedinformation
from
aSystemElectronicNavigationalChart(SENC)
withpositionalinformationfromnavigationalsensors
(SOLAS1974,IMOMSC232(82),IMOA817(19),IMO
MSC 191(79)). Besides three mandatory sensors
(position, heading and speed source) that should be
connecteddirectlytothesystem,itenablesfusionof
additional information and application regarding
navigation
environment, by employing equipment
providing information of surrounding objects.
According to International Hydrographic
Organization (IHO) standards, ENC intended for
navigationconsistsofcellsthatanECDISutilizeswith
allusefuldata,andalsomaycontainsupplementary
information which may be considered necessary for
navigation safety and furthermore. Considering fast
technology development,
the new IHO and IEC
standards raised up referring to electronical chart
protection standards, system presentation library,
new test data sets and presentation of navigation
related information (IHO 2014a, IHO 2014b, IHO
2014c,IHO2015,IEC2014,IEC2015).ECDISsystem
developsfurtherandrepresentsobviousadvantages,
meanwhile various problems
appeared in its
operationrelatedto:technicalandsystem,navigation
and positioning, system handling, dealing with
ENC/RNC and insufficient knowledge (Brčić et al.
2016). Additionally, it should be noted that safety
parametersandprimarypositioningsensorfoundnot
tobealwaysrespected(Brčićetal.2015,Žuškinetal.
2016). In accordance with the current problems and
future system evolution, theoretical knowledge and
understanding should be essential for new‐coming
development. Furthermore, implementing new
navigational technology onboard vessels requires
appropriate professional training standards (Žuškin
et al. 2013). As the implementation date reaches its
end,itisobviousthatthe
systemwilldevelopfurther
with new features. Besides hardware equipment,
various computer programs with functional
applications together with existing onboard systems
willbecomepartoftheIntegratedNavigationSystem
(INS). The ECDIS system architecture consists of
significant applications: ENC viewer, Data tool
Utilities, Playback mode, Chart Assistant and other
applications. Besides
these valuable system
applications, Ballast Water Exchange Application is
proposedandpresentedonFigure1.
Figure1.ECDISsystemarchitecturewithBWEapplication
Furthermore, for BWE in ECDIS adoption, it is
necessary to produce ENC with additional
information by authorized national hydrographic
authoritiessuchasHydrographicOffices.Meanwhile,
theENCcontainsallchartinformationintheformof
geographical objects represented by point, line and
area shapes, carrying individual attributes, which
makeanyof
theseobjectsunique.Thesenavigational
charts also may contain supplementary information
relatingto theBWM Convention whichis usefulfor
safe navigation and environmental protection.
Supplementary information presupposes the
implementation of the geographical line/area where
theBallastWaterExchangelimits(>50NMdistanceof
shore and >200 meters of depth)
could be found. In
addition, Ballast Water Exchange Area designed
according to the Convention together with the
Particular Sensitive Sea Areas (PSSA) from the IMO
orothersignificantareaadoptedfromthePortState,
could be implemented as additional chart area
information. It is further considered to adopt
additionalchartlayer
whichconsistofall significant
areas where ballast water discharge is forbidden
according to the Port State regulation. For example,
according to the United States Federal Regulation
FinalRule,BWEisrestrictedandthevesselmustmeet
BWM Convention D‐2 Standard for discharging
ballastwater.Thisstandardissubjected
toaUSCoast
GardreviewforonboardBallastWaterManagement
System (BWMS) and ballast water treatment
implementation. Furthermore, in some areas time
domain should be included for BWE. For example,
vessels on a voyage to the Great Lakes Basin, St.
LawrenceRiverorGulfofSt.Lawrence,mayconduct
an
exchange from 01
st
December till01
st
May, in the
LaurentianChanneleastof63°westlongitudewhere
thewaterdepthasatleast300meters(Gollaschetal.
2015).
These lines and areas with time domain,
respecting each Port State regulations, are essential
data for BWE implementation in the ECDIS system
application. All available information utilized
in the
ENC together with Decision Making ECDIS BWE
AlgorithmhassignificantadvantageforOOW.
480
4 DECISIONMAKINGECDISBWEALGORITHM
Pastresearchesarebasedonthegenericballastwater
managementdecisionsupportsystemmodelwhichis
presented and validated by using ballast water
discharge data from the Port of Kopar (David et al.
2015). Furthermore, ECDIS becomes a dynamic
system that can contribute to
the environment
protection via timely critical chart updating with
creationofcriticalenvironmentalupdates(Žuškin et
al. 2011). In this paper, the architecture of ECDIS
possibilitiesandBWEadoptionwiththenewdecision
makingalgorithmisnowsuggested.
Before algorithm implementation, according to
(Resolution MEPC. 124(53)), evaluation of the
additional
requirements should be made for ballast
waterexchange which includes: vessel stabilitywith
construction and admissible sea going condition.
Vesselstabilityprimaryconsistsoftheintactstability
criteria which must be always monitored.
Additionally,shearandtorsionalforcesandbending
moments should be monitored not to exceed
permittedvalues. Forwardand
aft draught,together
withvessel’slist,trim,bridgevisibilityunderSOLAS
and propeller immersion are significant factors for
proper BWE implementation. While discharging
waterballast,FreeSurfaceCorrection(FSC)onintact
stability influence must be monitored at all times.
Vessel construction for BWE includes ballast pumps
and piping system arrangement
in good working
condition to control maximum pumping/flow rates
and to avoid pressure system limitations. Ballast
WaterExchangeatseashouldbeavoidedinpoorsea
goingconditionswhichmaythreatenvesselsafety.In
heavyweatherwithsignificantwavesandinfreezing
areaconditionsBWEshouldbeavoided.
Suggested Ballast Water
Exchange application in
ECDISsystemconsistsofDecisionMakingAlgorithm
which uses significant data from the ENC cells.
Utilizing the intelligent ECDIS system, OOWs can
additionallycontributetoseaenvironmentprotection;
heretofore the Decision Making ECDIS BWE
AlgorithmispresentedinFigure2.
This Decision Making Algorithm is essential for
BWEapplicationintheECDISsystem.TheGNSSfor
constantmonitoringofpositionandechosounderfor
constant measuring depth is used for BWM
Conventionadoption. Forsystem effectiveness, ENC
datashouldconsistoffourdifferentareainformation:
Seaareaatleast50nauticalmilesfromthenearest
landand
atleast200meterswaterdepth,
BallastWaterExchangeArea(BWEA),
Restricted Area for BWE according to the Port
StateorIMO,
Restricted Area with time domain for BWE
adoption.
Is the distance at least
50 nautical miles from the
nearest land according to
D-1 regulation?
YES
NO
Start
Ballast Water
Exchange (BWE)
Process
Is the depth at least
200 meters according
to D-1 regulation?
YES
Is the vessel outside
restricted area for BWE
according to Port State
regulations or IMO?
YES
Open outboard valve
for BWE
Is the vessel inside
designed Ballast Water
Exchange Area (BWEA)
according to G14
regulations?
YES
NO
The vessel was not able
to conduct BWE
Use another method to
fulfil BWM
Convention
NO
NO
Figure2.DecisionMakingECDISBWEAlgorithm
ECDIS BWE application should be directly
connected to the Outboard ballast valve which is
controlled from Decision Making Algorithm. The
system will additionallygivesignificantinformation
to the OOW to protect the environment from the
harmful impacts. The suggested application should
consist of Electronic Ballast Water Log for continual
monitoring of
water exchange. From ECDIS, all
relativedataforthelogareavailable;ship’sposition,
speed over ground, course over ground, sea
temperature, salinity and hydro‐meteorological
conditions. Furthermore, the system will use the
quantity of ballast water to discharge, theoretical
capacity of the water ballast pump and the ship
average
speed to calculate time and distance to
completeBallastWaterExchange.Thisapproachalso
ensures a reduction of possible consequences on
ecologicalincidentsandhumanerrors.
Whileconsideringtheplannedvoyage,theECDIS
systemwithDecisionMaking BWEAlgorithmcould
timely announce the precise time when the
preparation for ballast exchange
should begin in
order for the ship to run into significant area and
meet the BWM Convention requirements. The
intelligent ECDIS system could also warn the OOW
when the ballast water exchange should begin in
orderfortheballastexchangetobecarriedoutintime
beforeexitingtheprescribed
area(Seaareaatleast50
nauticalmilesfromthenearestlandandatleast200
meterswaterdepthorBWEA).TheBWEactivityfor
eachballasttankshouldnotstartiftheprocesscannot
fulfil convention requirements. BWE is not always
practicable in the maritime industry. Anyway,
deviation from intended
voyage route is not an
option,exceptinacaseofBWEAestablishmentfrom
481
the Port State. Otherwise, the vessel will use other
methodstofulfillBWMConvention.
5 CONCLUSION
Seaandenvironmentalprotectionconsistsofvarious
activities which can be seen exclusively in
supplementing relevant conventions. The
International Convention for the Control and
Management of Ship’s Ballast Water and Sediments
willenterinto
force on8 September2017 toprevent
harmful aquatic organisms and pathogens to be
further spread in the natural environment. Despite
prescribed standards from the convention, main
standards for environment protection are Ballast
Water Exchange Standard (BWE) and Ballast Water
Performance Standard. Some are easier to complete
than others and
some take valuable time to be
performed. In addition, the BWE process is not
alwayseasyoradvisableincertainseaconditionsso
thereneedtobeothersolutionstomanagetheballast
water to achieve the goals required by the
Convention. Legal aspects of Ballast Water
Management with Ballast Water
Exchange are
analyzed and described in this paper. Furthermore,
future ECDIS development allows the
implementation from other aspects of navigation
besidesnavigationsafety.Byutilizingtheintelligent
ECDIS system with new application and voyage
planning, OOWs can additionally contribute to sea
environment protection. Therefore, the authors
suggest an ECDIS system
architecture with BWE
applicationtogetherwithnewDecisionMakingBWE
Algorithm.
The suggested application should consist of
ElectronicBallastWaterLogforcontinualmonitoring
of ballast water exchange. Nowadays, IMO
publications may be carried out in the form of
electronic media. Proposed method for BWE
electronicrecordwouldbeactuallya
byproductofthe
suggested algorithm and also a new database or
activitywithintheECDISsystem.Infact,theresulting
databasefromthesystemshouldactuallygiveoutput
information instead of data reception where ECDIS
hasprimaryrole.
For system effectiveness, Electronic Navigational
Chartshouldconsistofadditionaldatato
contribute
seaenvironmentprotection.Considerableeffortmust
be made by International Hydrographic Offices to
achieveENCwithadditionalenvironmentallayers.In
addition, Marine Information Objects (MIOs) should
be considered for implementation process of four
different area information for BWE. The MIOs
additional related information about important non‐
navigation information may be
supplemented and
displayed in conjunction with ENC in function of
environment protection with large volumes of data.
Therefore, the Harmonisation Group on MIOs
(HGMIO) may have a significant role, independent
technical group for creation and implementation of
additionallayersthatmaybeincorporatedintofuture
editionsofIHOstandardsand
IECcommittee.
In addition, interaction between ECDIS system
and Officers of Watch is essential. The key factor is
education with the extent of training and
management necessary to ensure that the process of
ballastwaterexchangeatseaiseffectivelymonitored
andcontrolledonboard. Finally, development of the
mindset required for
ECDIS proper handling and
interpretationofthenewapplicationsandfeaturesis
aiming to reach safer navigation and also raising
mariners’ecologicalawareness.
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